main landing gear and aircraft

Abstract

The present disclosure relates to a main landing gear and an airplane, the main landing gear comprising a strut, a rocker, one end of the body rocker being connected to the body strut through a first mounting shaft, and the body rocker being rotatable around the first mounting shaft of the body, a bumper, one end of the body bumper being connected to the body rocker through a second mounting shaft, and the other end being connected to the body strut through a third mounting shaft, a wheel assembly, being rotatably connected to the other end of the body rocker, a hydraulic brake, being arranged on the body wheel assembly, an electric control brake valve, being used to provide hydraulic oil to the hydraulic brake, and control the pressure of the hydraulic oil to accurately control the landing rolling distance of the airplane and improve the reliability. The rocker, the strut and the bumper are modularly designed, which is convenient for later maintenance and replacement, and the connecting structure is simple and reliable, the height of the main landing gear is low, which is conducive to obtaining a larger and regular cargo compartment loading environment.

Description

Technical Field

[0001] This disclosure relates to the technical field of aircraft structures, and more particularly to a main landing gear and an aircraft. Background Technology

[0002] Air freight holds a vital position in the cargo market due to its superior timeliness and safety; as a supplement to trunk air logistics, cargo drones show broad market prospects. In cargo drone operation scenarios, short-distance takeoff and landing on simple runways are typically required. To achieve short takeoff and landing, a relatively high descent speed is unavoidable during the landing phase. However, due to the limitations of runway surface load-bearing capacity, excessive inertial loads cannot be generated. Even with buffers, the landing gear of drones in related technologies is structurally complex, has poor reliability, is difficult to maintain, and is unsuitable for cargo loading and unloading.

[0003] Therefore, it is necessary to propose a main landing gear and aircraft to at least partially solve the problems existing in the prior art. Utility Model Content

[0004] This disclosure aims to address at least one of the technical problems existing in the prior art or related technologies.

[0005] Therefore, the first aspect of this disclosure proposes a main landing gear;

[0006] The second aspect of this disclosure proposes an aircraft.

[0007] In view of this, a main landing gear is provided according to a first aspect embodiment of the present disclosure, comprising:

[0008] pillar;

[0009] A rocker arm, one end of which is connected to the support column via a first mounting shaft, and the rocker arm is rotatable around the first mounting shaft;

[0010] The buffer has one end connected to the rocker arm via a second mounting shaft and the other end connected to the support column via a third mounting shaft.

[0011] The wheel assembly is rotatably connected to the other end of the aforementioned rocker arm;

[0012] A hydraulic brake component is provided on the aforementioned wheel assembly;

[0013] An electronically controlled brake valve is used to supply hydraulic oil to the aforementioned hydraulic braking components and to control the pressure of the aforementioned hydraulic oil.

[0014] In one feasible implementation, the above-mentioned electronically controlled brake valve includes:

[0015] Drive motor;

[0016] The oil reservoir is used to store hydraulic oil.

[0017] An oil outlet pipe is connected to the aforementioned oil storage section, and the aforementioned oil outlet pipe is equipped with an oil outlet nozzle.

[0018] An actuator is connected to the output shaft of the drive motor. The drive motor drives the actuator to move towards or away from the oil outlet pipe to adjust the hydraulic oil pressure in the oil outlet pipe.

[0019] When the controller receives a braking command, it controls the drive motor to adjust the direction and distance of motion of the actuator so that the pressure in the oil outlet pipe reaches a preset pressure value.

[0020] In one feasible implementation, the above-mentioned electronically controlled brake valve further includes:

[0021] A pressure sensor is used to detect the hydraulic oil pressure value in the oil outlet pipe. The pressure sensor is electrically connected to the controller and is used to send the actual pressure value of the oil outlet pipe to the controller.

[0022] In cases where the actual pressure value and the preset pressure value are different, the controller controls the direction of the drive motor based on the difference between the actual pressure value and the preset pressure value, so as to adjust the movement direction and movement distance of the actuator until the actual pressure value is equal to the preset pressure value.

[0023] In one feasible implementation, the buffer includes:

[0024] The outer cylinder has one end connected to the support column via the third mounting shaft, and the other end of the outer cylinder has an opening.

[0025] The piston rod is inserted into the outer cylinder through the opening, and the piston rod is movable relative to the outer cylinder. The piston rod is connected to the rocker arm through the second mounting shaft.

[0026] An end cap is provided over the opening and is disposed between the piston rod and the outer cylinder;

[0027] A plunger rod, one end of which is connected to one end of the outer cylinder, the plunger rod being a hollow rod body, and a through hole being provided radially in the plunger rod;

[0028] A plunger is connected to the other end of the plunger rod. The plunger is provided with a damping valve core. The piston rod is connected to the inside of the plunger rod through the damping valve core.

[0029] The portion of the outer cylinder near the opening is filled with hydraulic oil, while the portion of the outer cylinder away from the opening is filled with high-pressure gas.

[0030] In one feasible implementation, the buffer further includes:

[0031] A support sleeve is disposed between the outer cylinder and the piston rod, and the two side walls of the support sleeve are provided with mounting grooves.

[0032] A seal is provided within the aforementioned mounting groove.

[0033] In one feasible implementation, the aforementioned wheel assembly includes:

[0034] The axle is connected to the aforementioned wheel fork;

[0035] The hub is fitted onto the aforementioned axle;

[0036] The tire is fitted onto the aforementioned wheel hub.

[0037] In one feasible implementation, the main landing gear further includes:

[0038] Diagonal bracing is installed on the aforementioned support.

[0039] An aircraft is provided according to a second aspect of this disclosure, comprising:

[0040] The main landing gear as described in any of the above technical solutions;

[0041] The fuselage has two main landing gears, which are symmetrically arranged on both sides of the fuselage.

[0042] In one feasible implementation, the aircraft further includes:

[0043] A wheel-mounted sensor is installed on the aforementioned support pillar, and a contact piece is mounted on the aforementioned rocker arm. When the aforementioned aircraft performs an air-to-ground transition, the rocker arm rotates, causing the contact piece to contact the aforementioned wheel-mounted sensor. The aforementioned wheel-mounted sensor then sends a ground status signal to the control station, and the aforementioned control station gains the authority to operate the aforementioned aircraft.

[0044] In one feasible implementation, the aircraft further includes:

[0045] A speed sensor is used to detect the speed of the aforementioned aircraft when it is on the ground.

[0046] Compared to existing technologies, this disclosure offers at least the following advantages: The main landing gear provided in the embodiments of this disclosure includes a strut, a rocker arm, a buffer, a wheel assembly, hydraulic brakes, and an electronically controlled brake valve. The strut connects to the aircraft fuselage and provides support. One end of the rocker arm is connected to the strut via a first mounting shaft, and the rocker arm is rotatable around the first mounting shaft. One end of the buffer is connected to the rocker arm via a second mounting shaft, and the other end of the buffer is connected to the strut via a third mounting shaft. The wheel assembly is rotatably connected to the other end of the rocker arm. This configuration allows for a modular design of the rocker arm, strut, and buffer, facilitating future maintenance and replacement, and providing a simple connection structure with high reliability. The rocker arm is connected to the strut via the buffer. The structural characteristics of the rocker arm ensure that the buffer only bears axial force and is not affected by lateral loads, preventing excessive wear of the buffer, extending its service life, and improving reliability. Furthermore, since the buffer and strut are independent structures, the buffer can be installed beside the strut, resulting in a lower overall height of the main landing gear. This facilitates installation of the main landing gear in a smaller space and allows the aircraft to obtain a larger and more regular cargo hold loading environment, improving the efficiency and safety of manual cargo loading and unloading. The hydraulic brakes are located on the wheel assembly, allowing for hydraulic braking of the wheel assembly. Hydraulic oil is supplied to the hydraulic brakes via an electronically controlled brake valve, and the pressure of the hydraulic oil is controlled, thereby precisely controlling the aircraft's landing distance and improving reliability. Attached Figure Description

[0047] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0048] Figure 1 A schematic structural diagram of the main landing gear at one angle according to an embodiment of this disclosure;

[0049] Figure 2 A schematic structural diagram of the main landing gear from another angle, representing one embodiment of the present disclosure;

[0050] Figure 3 This is a schematic structural diagram of an electronically controlled brake valve according to an embodiment of the present disclosure;

[0051] Figure 4 A schematic structural diagram of a buffer provided in one embodiment of this disclosure;

[0052] Figure 5 This is a partially enlarged schematic diagram of a buffer according to an embodiment of the present disclosure.

[0053] in, Figures 1 to 5The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0054] 100 Main landing gear, 110 strut, 120 rocker arm, 130 shock absorber, 131 outer cylinder, 132 piston rod, 133 end cap, 134 plunger rod, 135 plunger, 136 damping valve core, 137 support sleeve, 140 wheel assembly, 141 axle, 142 wheel hub, 143 tire, 150 hydraulic brake components, 160 electronic brake valve, 161 drive motor, 162 oil reservoir, 163 oil outlet pipe, 1631 oil outlet nozzle, 164 actuator, 165 controller, 166 pressure sensor, 170 diagonal strut, 180 wheel load sensor, 190 speed sensor. Detailed Implementation

[0055] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be noted that the description of these embodiments is intended to aid in understanding the present invention, but does not constitute a limitation thereof. The specific structural and functional details disclosed herein are only for describing exemplary embodiments of the present invention. However, the present invention may be embodied in many alternative forms and should not be construed as being limited to the embodiments described herein.

[0056] like Figures 1 to 5 As shown, a main landing gear 100 is provided according to a first aspect embodiment of the present disclosure, comprising: a strut 110; a rocker arm 120, one end of which is connected to the strut 110 via a first mounting shaft and is rotatable about the first mounting shaft; a buffer 130, one end of which is connected to the rocker arm 120 via a second mounting shaft and the other end of which is connected to the strut 110 via a third mounting shaft; a wheel assembly 140 rotatably connected to the other end of the rocker arm 120; a hydraulic brake 150 disposed on the wheel assembly 140; and an electronically controlled brake valve 160 for supplying hydraulic oil to the hydraulic brake 150 and controlling the pressure of the hydraulic oil.

[0057] It is understood that the main landing gear 100 provided in this embodiment includes a strut 110, a rocker arm 120, a buffer 130, a wheel assembly 140, a hydraulic brake 150, and an electronically controlled brake valve 160. The strut 110 connects to the aircraft fuselage and provides support. One end of the rocker arm 120 is connected to the strut 110 via a first mounting shaft, and the rocker arm 120 is rotatable around the first mounting shaft. One end of the buffer 130 is connected to the rocker arm 120 via a second mounting shaft, and the other end of the buffer 130 is connected to the strut 110 via a third mounting shaft. The wheel assembly 140 is rotatably connected to the other end of the rocker arm 120. This configuration allows the rocker arm 120, strut 110, and buffer 130 to be modularly designed, facilitating future maintenance and replacement, and providing a simple connection structure with high reliability. The rocker arm 120 is connected to the strut 110 via the buffer 130. The structural characteristics of the rocker arm 120 ensure that the buffer 130 only bears axial force and is unaffected by lateral loads, preventing excessive wear, extending its service life, and improving reliability. Furthermore, since the buffer 130 and strut 110 are independent structures, the buffer 130 can be positioned beside the strut 110, resulting in a lower overall height of the main landing gear 100. This facilitates installation of the main landing gear 100 within a smaller space and provides a larger, more regular cargo hold environment, improving the efficiency and safety of manual cargo loading and unloading. The hydraulic brake 150 is located on the wheel assembly 140. The hydraulic brake 150 is braked by hydraulic oil, and hydraulic oil can be supplied to and controlled via an electronically controlled brake valve 160, thereby precisely controlling the aircraft's landing roll distance and improving reliability.

[0058] It should be noted that the surface load can be amplified by the force transmission coefficient of the rocker arm 120, causing the buffer 130 to be subjected to a large axial force. However, this axial force is an internal force of the main landing gear 100 as a whole structure and will not cause an increase in the load transmitted to the aircraft body. The buffer 130 is equivalent to a two-force component, only subjected to axial load, which avoids the situation where the buffer 130 jams due to excessive lateral load. At the same time, the buffer 130 has a small frictional force to avoid excessive wear that would cause the buffer 130 to degrade in performance and extend the service life of the buffer 130.

[0059] Understandably, a rod diagram can be used to represent the main landing gear 110, rocker arm 120, and buffer 130 to optimize their layout and achieve satisfactory displacement and force transmission coefficients. The displacement transmission coefficient is calculated as the vertical displacement at axle 141 divided by the stroke of buffer 130. This coefficient converts the vertical displacement at axle 141 into the compression stroke of buffer 130. The force transmission coefficient is calculated as the axial load on buffer 130 divided by the vertical load at axle 141. This coefficient converts the vertical load at axle 141 into the axial load on buffer 130. This design allows the main landing gear 100 to have a relatively low height while providing sufficient buffer 130 stroke, extending buffer 130 service life and improving reliability.

[0060] Understandably, the hydraulic brake 150 is mounted on the wheel assembly 140. The hydraulic brake 150 can use hydraulic pressure to apply pressure to the friction pads, thereby providing friction to the wheel assembly 140 through the friction pads, so as to reduce the landing roll distance of the aircraft and stop the aircraft before takeoff so that the aircraft can obtain the maximum ground acceleration and shorten the takeoff distance.

[0061] In some examples, such as Figure 3 As shown, the hydraulic brake 150 includes: a drive motor 161; an oil reservoir 162 for storing hydraulic oil; an oil outlet pipe 163 connected to the oil reservoir 162, the oil outlet pipe 163 being provided with an oil outlet nozzle 1631; an actuator 164 connected to the output shaft of the drive motor 161, the actuator 164 being driven by the drive motor 161 to move closer to or further away from the oil outlet pipe 163 to adjust the hydraulic oil pressure in the oil outlet pipe 163; and a controller 165, which, upon receiving a braking command, controls the drive motor 161 to adjust the direction and distance of movement of the actuator 164 so that the pressure in the oil outlet pipe 163 reaches a preset pressure value.

[0062] Understandably, the hydraulic brake 150 may be equipped with a drive motor 161, an oil reservoir 162, an oil outlet pipe 163, an actuator 164, and a controller 165. The oil reservoir 162 stores hydraulic oil. The oil outlet pipe 163 is connected to the oil reservoir 162 and is equipped with an oil outlet nozzle 1631. The actuator 164 can be driven by the drive motor 161 to move towards or away from the oil outlet pipe 163. Moving towards the oil outlet pipe 163 increases the pressure of the hydraulic oil in the oil outlet pipe 163, thereby increasing the pressure of the hydraulic oil delivered from the oil outlet pipe 163 to the hydraulic brake 150. Moving away from the oil outlet pipe 163 decreases the pressure of the hydraulic oil in the oil outlet pipe 163, thereby reducing the pressure of the hydraulic oil delivered from the oil outlet pipe 163 to the hydraulic brake 150. The controller 165 can be electrically connected to the drive motor 161. When the controller 165 receives a braking command, it can control the forward and reverse rotation of the drive motor 161 to adjust the movement direction and movement distance of the actuator 164, thereby adjusting the hydraulic oil pressure value in the oil pipe 163 to the preset pressure to ensure braking reliability.

[0063] In some examples, such as Figure 3 As shown, the hydraulic brake 150 further includes a pressure sensor 166 for detecting the hydraulic oil pressure in the oil outlet pipe 163. The pressure sensor 166 is electrically connected to the controller 165 and is used to send the actual pressure value of the oil outlet pipe 163 to the controller 165. When the actual pressure value is different from the preset pressure value, the controller 165 controls the direction of the drive motor 161 according to the difference between the actual pressure value and the preset pressure value, so as to adjust the movement direction and movement distance of the actuator 164 until the actual pressure value is equal to the preset pressure value.

[0064] Understandably, the hydraulic brake can also be equipped with a pressure sensor 166. The pressure sensor 166 detects the hydraulic oil pressure value in the oil pipe 163 and sends the actual hydraulic oil pressure value to the controller 165. The controller 165 compares the actual pressure value with the preset pressure value. If the two are different, it can control the drive motor 161 to rotate forward and backward according to the difference, so as to adjust the movement direction and movement distance of the actuator 164 until the actual pressure value equals the preset pressure value. This realizes automatic correction of the brake pressure value, achieves closed-loop control, improves braking efficiency, and reduces braking slip distance.

[0065] In some examples, such as Figure 4 and Figure 5As shown, the buffer 130 includes: an outer cylinder 131, one end of which is connected to the support column 110 via the third mounting shaft, and the other end of which has an opening; a piston rod 132, which is inserted into the outer cylinder 131 through the opening and is movable relative to the outer cylinder 131, and is connected to the rocker arm 120 via the second mounting shaft; an end cap 133, which covers the opening and is disposed between the piston rod 132 and the outer cylinder 131; and a plunger rod 13. 4. One end of the plunger rod 134 is connected to one end of the outer cylinder 131. The plunger rod 134 is a hollow rod body, and a through hole is provided in the radial direction of the plunger rod 134. A plunger 135 is connected to the other end of the plunger rod 134. The plunger 135 is provided with a damping valve core 136. The piston rod 132 is connected to the interior of the plunger rod 134 through the damping valve core 136. The portion of the outer cylinder 131 near the opening is filled with hydraulic oil, and the portion of the outer cylinder 131 away from the opening is filled with high-pressure gas.

[0066] Understandably, the inner cavity of the outer cylinder 131 can be filled with high-pressure gas and hydraulic oil, with the hydraulic oil level higher than the damping valve core 136. During aircraft landing, the rocker arm 120 compresses the buffer 130, and the piston rod 132 moves towards one end of the outer cylinder 131. Hydraulic oil is forced to flow through the damping valve core 136, and the hydraulic oil level rises, thereby compressing the high-pressure gas and absorbing the impact force in the process. After the high-pressure gas is compressed to its maximum stroke, the high pressure of the gas causes the piston rod 132 to rebound, and the hydraulic oil flows through the damping valve core 136 to the other end of the outer cylinder 131.

[0067] In some examples, such as Figure 4 and Figure 5 As shown, the buffer 130 further includes: a support sleeve 137 disposed between the outer cylinder 131 and the piston rod 132, wherein the two side walls of the support sleeve 137 are provided with mounting grooves; and a sealing element disposed in the mounting groove.

[0068] Understandably, the buffer 130 may also be equipped with a support sleeve 137 and a seal. The support sleeve 137 can be positioned between the outer cylinder 131 and the piston rod 132, providing support. Multiple mounting grooves are staggered on the two side walls of the support sleeve 137 to accommodate the seal, preventing hydraulic oil leakage and improving reliability.

[0069] In some examples, such as Figure 1 and Figure 2 As shown, the aforementioned wheel assembly 140 includes: an axle 141 connected to the aforementioned wheel fork; a wheel hub 142 fitted onto the aforementioned axle 141; and a tire 143 fitted onto the aforementioned wheel hub 142.

[0070] Understandably, the wheel assembly 140 may include an axle 141, a hub 142, and a tire 143. The axle 141 is connected to the wheel fork, and the hub 142 is fitted onto the axle 141, supporting the tire 143. When the wheel assembly 140 lands, the hub 142 and the tire 143 rotate synchronously to absorb some of the impact force. A hydraulic brake 150 may be mounted on the axle 141.

[0071] In some examples, such as Figure 1 and Figure 2 As shown, the main landing gear 100 also includes a diagonal brace 170, which is disposed on the support column 110.

[0072] Understandably, the main landing gear 100 may also be equipped with diagonal bracing 170 to support and stabilize the main landing gear 100 and improve stability.

[0073] An aircraft is provided according to a second aspect of the present disclosure, comprising: a nose landing gear as described in any of the above technical solutions; and a fuselage, wherein two main landing gears 100 are provided, symmetrically arranged on both sides of the fuselage.

[0074] It is understood that the aircraft is equipped with a nose landing gear as described in any of the above technical solutions, and therefore has all the beneficial effects of the aforementioned nose landing gear, which will not be repeated here. Two main landing gears 100 are provided, symmetrically arranged on both sides of the fuselage with the central axis of the fuselage as the axis of symmetry, to ensure smooth and stable landing. For example, the aircraft may be a cargo drone.

[0075] In some examples, the aircraft also includes a wheel-mounted sensor 180 disposed on the strut 110, and a contact piece mounted on the rocker arm 120. When the aircraft performs an air-to-ground transition, the rocker arm 120 rotates, causing the contact piece to contact the wheel-mounted sensor 180. The wheel-mounted sensor 180 then sends a ground status signal to the control station, which then gains the authority to operate the aircraft.

[0076] It is understandable that the aircraft may also be equipped with wheel-mounted sensors 180. Specifically, the wheel-mounted sensor 180 is mounted on the strut 110, and a corresponding contact piece is mounted on the rocker arm 120. During landing, the rocker arm 120 rotates the contact piece in a first direction, causing it to contact the wheel-mounted sensor 180. This allows the wheel-mounted sensor 180 to send a ground status signal to the control station, granting the control station authority to operate the aircraft and control actions such as braking. During takeoff, the rocker arm 120 rotates the contact piece in a second direction, causing it to disengage from the wheel-mounted sensor 180, thus confirming that the aircraft is in flight. The first and second directions are opposite in direction.

[0077] In some examples, the aircraft also includes a speed sensor 190 for detecting the speed of the aircraft when it is on the ground.

[0078] Understandably, the aircraft may also be equipped with a speed sensor 190 to provide feedback on the aircraft's speed when it is on the ground, so as to provide speed information for the aircraft to execute commands such as takeoff landing and landing braking, thereby improving reliability.

[0079] It should be understood that the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. Although the terms "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit, without departing from the scope of the exemplary embodiments of this utility model.

[0080] It should be understood that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist simultaneously. The term " / and" in this article describes another relationship between related objects, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " in this article generally indicates that the related objects before and after it are in an "or" relationship.

[0081] It should be understood that in the description of this utility model, the terms "upper," "vertical," "inner," "outer," etc., indicate the orientation or positional relationship when the disclosed product is used, or the orientation or positional relationship commonly understood by those skilled in the art. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0082] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0083] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments of the present invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising,” “including,” “containing,” and / or “including” as used herein specify the presence of the stated features, integers, steps, operations, units, and / or components, and do not exclude the presence or addition of one or more other features, quantities, steps, operations, units, components, and / or combinations thereof.

[0084] Specific details are provided in the following description to provide a complete understanding of the exemplary embodiments. However, those skilled in the art will understand that the exemplary embodiments can be implemented without these specific details. In other embodiments, well-known processes, structures, and techniques may be omitted in the depiction of non-essential details to avoid obscuring the exemplary embodiments.

[0085] The above are merely specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0086] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art.

Claims

1. A main landing gear, characterized in that, include: pillar; A rocker arm, one end of which is connected to the support column via a first mounting shaft, and the rocker arm is rotatable around the first mounting shaft; A buffer, one end of which is connected to the rocker arm via a second mounting shaft, and the other end of which is connected to the support column via a third mounting shaft; The wheel assembly is rotatably connected to the other end of the rocker arm; A hydraulic brake component is provided on the wheel assembly; An electronically controlled brake valve is used to supply hydraulic oil to the hydraulic brake component and to control the pressure of the hydraulic oil.

2. The main landing gear according to claim 1, characterized in that, The electronically controlled brake valve includes: Drive motor; The oil reservoir is used to store hydraulic oil. An oil outlet pipe is connected to the oil storage section, and the oil outlet pipe is equipped with an oil outlet nozzle; An actuator is connected to the output shaft of the drive motor. The drive motor drives the actuator to move towards or away from the oil outlet pipe to adjust the hydraulic oil pressure in the oil outlet pipe. The controller, upon receiving a braking command, controls the drive motor to adjust the direction and distance of motion of the actuator, so that the pressure in the oil outlet pipe reaches a preset pressure value.

3. The main landing gear according to claim 2, characterized in that, The electronically controlled brake valve also includes: A pressure sensor is used to detect the hydraulic oil pressure in the oil outlet pipe. The pressure sensor is electrically connected to the controller and is used to send the actual pressure value of the oil outlet pipe to the controller. In cases where the actual pressure value and the preset pressure value are different, the controller controls the direction of the drive motor based on the difference between the actual pressure value and the preset pressure value, so as to adjust the movement direction and movement distance of the actuator until the actual pressure value equals the preset pressure value.

4. The main landing gear according to claim 1, characterized in that, The buffer includes: An outer cylinder, one end of which is connected to the support column via the third mounting shaft, and the other end of which is provided with an opening; A piston rod is inserted into the outer cylinder through the opening, and the piston rod is movable relative to the outer cylinder. The piston rod is connected to the rocker arm through the second mounting shaft. An end cap is provided over the opening and is disposed between the piston rod and the outer cylinder; A plunger rod, one end of which is connected to one end of the outer cylinder, the plunger rod being a hollow rod body, and having a through hole in its radial direction; A plunger is connected to the other end of the plunger rod. The plunger is provided with a damping valve core, and the piston rod is connected to the inside of the plunger rod through the damping valve core. The portion of the outer cylinder near the opening is filled with hydraulic oil, while the portion of the outer cylinder away from the opening is filled with high-pressure gas.

5. The main landing gear according to claim 4, characterized in that, The buffer also includes: A support sleeve is disposed between the outer cylinder and the piston rod, and the two side walls of the support sleeve are provided with mounting grooves. A sealing element is disposed within the mounting groove.

6. The main landing gear according to claim 1, characterized in that, The wheel assembly includes: The axle connects to the wheel fork; The hub is fitted onto the axle; The tire is fitted onto the wheel hub.

7. The main landing gear according to claim 1, characterized in that, Also includes: Diagonal bracing is installed on the support column.

8. An aircraft, characterized in that, include: The main landing gear as described in any one of claims 1 to 7; The fuselage has two main landing gears, which are symmetrically arranged on both sides of the fuselage.

9. The aircraft according to claim 8, characterized in that, Also includes: A wheel-mounted sensor is installed on the support pillar, and a contact piece is mounted on the rocker arm. When the aircraft performs an air-to-ground transition, the rocker arm rotates, causing the contact piece to contact the wheel-mounted sensor. At this point, the wheel-mounted sensor sends a ground status signal to the control station, and the control station gains control of the aircraft.

10. The aircraft according to claim 8, characterized in that, Also includes: A speed sensor is used to detect the speed of the aircraft when it is on the ground.

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