Aircraft multi-wheel bogie beam positioner

Abstract

An aircraft landing gear includes a shock strut having a rod slidably received within a cylinder. A beam is rotatably mounted on the rod, and a wheel is mounted on the beam. The landing gear also includes a linkage assembly having an upper link and a lower link. The upper link has a first end rotatably connected to the cylinder, and the lower link has a first end rotatably connected to the beam. Second ends of the upper and lower links are rotatably coupled to each other by a check link. The check link includes a first stop associated with the upper link and a second stop associated with the lower link. The stops are configured such that the first stop engages the second stop to limit rotation of the upper link relative to the lower link.

Description

BACKGROUND

[0001] To accommodate the head-up turn at takeoff, a long-body aircraft requires a tall main landing gear to prevent the tail from hitting the ground. A common configuration is to use a bogie beam mounted to the aircraft fuselage by an elongated shock strut. Multiple wheels are mounted on the bogie beam, which is turnable relative to the shock strut to enable these wheels to maintain contact with the ground as they initially turn during takeoff of the aircraft.

[0002] During landing, the bogie beam is typically held in a predetermined "toe up" or "toe down" position prior to touchdown. Touchdown is detected by a sensor that senses the turning of the bogie beam that occurs after the first wheel contacts the ground. That is, after the first wheel contacts, the bogie beam turns to a generally horizontal position in which all of the wheels are in contact with the ground. It is also necessary to hold the bogie beam in a predetermined position while the aircraft is in the air to ensure that the main landing gear will fit into the landing gear bay when the landing gear is retracted.

[0003] Known bogie beam positioners include active positioners that utilize various types of actuators to control the position of the bogie beam. U.S. Patent No. 8,382,032 discloses one such active bogie beam positioner in which an auxiliary actuator is connected to the landing gear strut and the bogie beam. The auxiliary actuator is driven hydraulically to selectively change in length to control the angle of the bogie beam relative to the strut.

[0004] Other bogie beam positioner configurations are passive positioners that rely on biasing elements such as springs and / or aerodynamic loads to position the bogie beam. One passive positioner is disclosed in U.S. Patent No. 4,892,270. The position of the bogie beam is maintained by a spring-loaded telescoping link in combination with a stop contained in a torque link. The telescoping link extends between the shock strut and the bogie beam and pushes the forward end of the bogie beam to turn downward. At the same time, the stop includes an abutment that bears against the shock strut to limit the downward turning of the bogie beam, thereby locking the torque link and the landing gear in a lower limit position.

[0005] Known passive and active bogie beam positioners add weight, cost, complexity, and maintenance requirements to the aircraft. SUMMARY

[0006] The disclosed technology relates to landing gear utilizing a simplified light-weight passive bogie beam positioner that reduces cost, weight, and maintenance while also improving reliability compared to known positioner systems. A first representative embodiment of the disclosed aircraft landing gear includes a shock strut having a rod slidably disposed within a cylinder at a first end. A beam is rotatably coupled to a second end of the rod. The beam is configured to have at least a front wheel and a rear wheel rotatably mounted thereto. The landing gear also includes a linkage assembly having an upper link and a lower link. The upper link has a first end rotatably connected to the cylinder and the lower link has a first end rotatably connected to the beam. A second end of the lower link is rotatably coupled to a second end of the upper link by a positioner joint. The positioner joint includes a first stop associated with the upper link and a second stop associated with the lower link. The stops are configured such that the first stop engages the second stop to limit rotation of the upper link relative to the lower link.

[0007] In another embodiment, the positioner is selectively adjustable to provide a predetermined maximum distance between the first end of the upper link and the first end of the lower link.

[0008] In another embodiment, the first stop includes a first tab extending from the first leg and the second stop includes a second tab extending from the second leg.

[0009] In another embodiment, the first stop further includes a first contact fitting coupled to the first tab, the first contact fitting having a first contact surface configured to contact the second stop, wherein a position of the first contact surface is selectively adjustable relative to the first tab.

[0010] In another embodiment, the first contact fitting is a first threaded fastener threadably coupled to the first tab.

[0011] In another embodiment, the second stop further includes a second contact fitting coupled to the second tab, the second contact fitting having a second contact surface configured to contact the first stop, wherein a position of the second contact surface is selectively adjustable relative to the second tab.

[0012] In another embodiment, the second contact fitting is a second threaded fastener threadably coupled to the second tab.

[0013] In another embodiment, the second stop further includes a second contact fitting coupled to the second tab, the second contact fitting having a second contact surface configured to contact the first stop, wherein a position of the second contact surface is selectively adjustable relative to the second tab.

[0014] A second representative embodiment of the disclosed aircraft landing gear has a shock strut formed of a rod having a first end slidably disposed within a cylinder. A torque link assembly is positioned on one of a leading (front) edge and a trailing (rear) edge of the shock strut. The torque link assembly includes an upper torque link having a first end rotatably coupled to the cylinder and a lower torque link having a first end rotatably coupled to the rod. A second end of the lower torque link is rotatably coupled to a second end of the upper torque link. The landing gear also includes a bogie beam rotatably coupled to a second end of the rod. The bogie beam is configured to have a front wheel and a rear wheel rotatably mounted thereto. A link assembly is positioned on the other of the leading edge and the trailing edge of the shock strut and includes an upper link having a first end rotatably connected to the cylinder, a lower link having a first end rotatably connected to the rod, and a stopper limiting rotation of the upper link relative to the lower link. The landing gear also includes a biasing element configured to bias the second end of the lower link toward the shock strut.

[0015] In another embodiment, the bogie beam positioner is positioned forward of the shock strut.

[0016] In another embodiment, the torque link assembly is positioned rearward of the shock strut.

[0017] In another embodiment, the biasing element includes a tension spring having a first end coupled to the cylinder and a second end coupled to the lower link of the bogie beam positioner.

[0018] In another embodiment, the stopper is selectively adjustable to provide a predetermined maximum distance between the first end of the upper link and the first end of the lower link.

[0019] This Summary is provided to introduce a selection of concepts that are further described below in the of the Invention. This Summary is not intended to determine key features of the claimed subject matter or to identify the BRIEF DESCRIPTION OF DRAWINGS

[0020] The above aspects and many attendant advantages of the disclosed subject matter will become more readily appreciated when considered in connection with the following detailed description, particularly when considered in conjunction with the accompanying drawings, in which:

[0021] Figure 1 is a side view of a first representative embodiment of a landing gear for an aircraft in accordance with the present invention, with the aircraft on the ground;

[0022] Figure 2 is Figure 2 is a side view of the landing gear shown, with the aircraft in a takeoff or landing condition;

[0023] Figure 3 is Figure 1 a detailed view of one representative embodiment of a limit stop joint of the landing gear shown in

[0024] Figure 4 is Figure 3 an isometric view of the limit stop joint shown in

[0025] Figure 5 is a side view of a second representative embodiment of a landing gear for an aircraft in accordance with the present invention, with the aircraft on the ground; and

[0026] Figure 6 is Figure 5 a side view of the landing gear shown in, with the aircraft in a takeoff or landing condition. DETAILED DESCRIPTION

[0027] Figures 1 to 4 A first representative embodiment of a landing gear 100 in accordance with the present disclosure is shown. The landing gear 100 includes a shock strut 102 that is rotatably connected to an aircraft structure (not shown).

[0028] As used herein, "rotatably" coupled, mounted, connected, or the like means that the referenced components are associated in a manner that provides rotational movement of one component relative to the other. Typically, such rotation is about an axis of rotation that has a fixed position relative to both components, however, embodiments are possible in which the axis of rotation is movable relative to one or both components. It will also be appreciated that in some contemplated embodiments, the connection of the components can allow for relative rotational movement between the components about a point rather than about an axis of rotation, i.e., the components pivot relative to one another.

[0029] An actuation system (not shown) is connected to the shock strut 102 to reciprocate the shock strut, and thus the landing gear, between a landing gear stowed (i.e., retracted) position that is assumed by the landing gear during flight, and a landing gear deployed (i.e., extended) position that is used during takeoff Figure 2 ), landing Figure 2 ), and ground operations Figure 1 ).

[0030] As Figure 1 and Figure 2Preferably, the shock strut 102 includes a cylinder 104 and a rod 106, a portion of the rod 106 being slidably disposed within the cylinder along a centerline 300. That is, the cylinder 104 and the rod 106 share a common centerline 300, with the rod extending from the cylinder. The inner wall of the cylinder 104 engages the outer surface of the rod 106 to limit translational movement of the rod relative to the cylinder in all directions other than along the centerline 300. Thus, the rod 106 is capable of sliding translational movement relative to the cylinder 104 in the direction of the centerline 300. The cylinder 104 and the rod 106 cooperate to function as a shock absorber.

[0031] The landing gear 100 also includes a bogie beam 108 that is rotatably coupled to the lower end of the rod 106 about an axis 302. A plurality of wheels 110 are rotatably attached to each end of the bogie beam 108.

[0032] The landing gear 100 also includes a linkage assembly 120 that connects the cylinder 104 to the bogie beam 108. As will be described in greater detail, the linkage assembly 120 acts as a bogie beam positioner that ensures that the bogie beam 108 and the wheels 110 are maintained in a predetermined position relative to the shock strut 102 when the aircraft is in flight, particularly in the landing gear down configuration.

[0033] The linkage assembly 120 includes an elongated upper link 122 that is rotatably coupled to the cylinder 104 at an upper end about an axis 304, and an elongated lower link 124 that is rotatably coupled to the bogie beam 108 at a lower end about an axis 306. In the illustrated embodiment, the lower end of the upper link 122 is rotatably coupled to the upper end of the lower link 124 about an axis 308 by a check joint 130. The axes 304, 306 and 308 are generally horizontal and parallel to one another. Thus, as the rod 102 moves out of the cylinder 104, the linkage assembly 120 moves in a scissors-like manner such that the angle a between the upper link 122 and the lower link 124 increases. Similarly, as the rod 106 moves further into the cylinder 104, the angle a decreases.

[0034] Referring now to Figure 3 and Figure 4 The check joint 130 will be described in greater detail. As Figure 3 and Figure 4As shown, the limiter joint 130 includes a first stop 132 associated with the upper link 122 and a second stop 140 associated with the lower link 124. In the illustrated embodiment, the first stop 132 is formed by a first tab 134 extending radially outward from the upper link 122 and a first contact member 136 extending through the first tab toward the second stop 140. The second stop 140 is similarly formed with a second tab 142 extending radially outward from the lower link 124 and a second contact member 144 extending through the second tab 142 toward the first stop 132.

[0035] As the upper link 122 and the lower link 124 are rotated relative to one another about the shaft 308 to increase the angle a, the first stop 132 moves toward the second stop 140. In this regard, when the angle a reaches a predetermined maximum, the first stop 132 and the second stop 140 contact one another, at which point contact between the stops prevents further rotation of the links 122, 124 relative to one another.

[0036] In the illustrated embodiment, contact between the first stop 132 and the second stop 140 occurs when a first contact surface 138 of the first contact member 136 contacts the second tab 142 and a second contact surface 146 of the second contact member 144 contacts the first tab 134. In some embodiments, the contact members 136 and 144 can include threaded bodies. Threaded engagement of the contact members with their respective tabs provides for adjustment of the position of the contact surfaces relative to their respective tabs by rotating the contact members. This adjustability enables selective adjustment of the angle a between the upper link 122 and the lower link 144 when the first stop 132 and the second stop 140 contact one another. This adjustability also enables an operator to ensure that both contact surfaces 138, 146 are in contact with the opposing tabs 134, 142 when the upper link 122 and the lower link 124 are at the maximum predetermined angle a relative to one another.

[0037] In the illustrated embodiment, the contact members are a pair of threaded fasteners. It should be appreciated that variations in the number and location of the contact members are possible. Moreover, alternative embodiments using alternative structures to limit the maximum angle between the upper link 122 and the lower link 124 are possible, and such alternative structures can be adjustable or fixed. In this regard, any suitable configuration for limiting the maximum angle between the upper link 122 and the lower link 124 can be used, and such configurations should be considered to be within the scope of the present disclosure.

[0038] Referring back to Figure 1When the aircraft is on the ground, the wheels 110 are in contact with the ground 90, which determines the position of the bogie beam 108. The weight of the aircraft compresses the shock strut 102, causing the strut 106 to be in a retracted position relative to the cylinder 104. In this position, the linkage assembly 120 acts as a typical torque linkage to limit the bogie beam 108, and thus the wheels 110 and strut 106, from rotating about the axis 300 relative to the cylinder 104.

[0039] Figure 2 The aircraft is shown in flight and traveling in the direction of arrow T, with the landing gear 100 in the up-and-extended position. As the aircraft's weight is removed from the shock strut 102, the weight of the bogie beam 108 and wheels 110, as well as the energy stored in the shock strut 102, causes the strut 106 to move downward relative to the cylinder 104 to an extended position. As the strut 106 moves to the extended position, the angle a between the upper link 122 and the lower link 124 increases due to the increasing distance between the shaft 304 (which remains fixed relative to the cylinder 104) and the shaft 306 (which moves downward as the bogie beam 108 moves downward). The angle a increases until it reaches a predetermined maximum value, at which point the stopper joint 130 prevents the upper link 122 and the lower link 124 from rotating further relative to each other. This, in turn, effectively fixes the maximum length of the linkage assembly 120, i.e., the distance between the shaft 304 and the shaft 306. With this length effectively fixed, further downward extension of the strut 106 causes the bogie beam 108 to rotate to a "nose-down" position, in which the front end of the bogie beam 108 is lower than the rear end of the bogie beam 108.

[0040] In the up-and-extended position, the linkage assembly 120 positions the bogie beam 108 relative to the shock strut 102 so that the landing gear 100 can fit within the landing gear bay of the aircraft. As shown in Figure 1 and Figure 2 The aerodynamic loads act on the wheels 110 of the landing gear to bias the front end of the bogie beam 108 counterclockwise, thereby biasing the landing gear 100 toward the nose-down position. These loads help to maintain the bogie beam 108 in the up-and-extended position when the aircraft is landing but the wheels have not yet touched the ground (1) and when the landing gear is stowed within the landing gear bay (2).

[0041] As previously described, Figure 1 and Figure 2 The landing gear 100 is shown with a nose-down configuration and the aircraft traveling from right to left. Thus, the linkage assembly 120 is positioned behind the shock strut 102. In some aircraft, the landing gear bay constraints and landing gear configuration require that the landing gear have a "nose-up" configuration, in which the bogie beam 108 is tilted relative to the shock strut 102 so that the front end of the bogie beam is higher than the rear end. By repositioning the linkage assembly 120 to be positioned in front of the shock strut 102, i.e.,Figure 1 and Figure 2 positioned as a mirror image of the linkage assembly shown in

[0042] Reference will now be made to Figure 5 and Figure 6 a second representative embodiment of a landing gear 200 according to the present application will be described. For the sake of brevity, previously described features of the first embodiment shown in Figure 5 and Figure 6 Figure 1 and Figure 2 will not be described again, unless specifically noted. For these features, Figure 1 and Figure 2 the reference numbers indicated by 1XX or 3XX in Figure 5 and Figure 6 correspond to the reference numbers 2XX or 4XX in Figure 1 and Figure 2 respectively. For example, unless otherwise noted, the shock strut 102 and axis 300 shown in Figure 5 and Figure 6 correspond to the shock strut 202 and axis 400 shown in

[0043] In the illustrated embodiment, the landing gear 200 includes a linkage assembly 220 located aft of the shock strut 202. An elongate upper link 222 of the linkage assembly 220 is pivotably coupled at an upper end to the cylinder 204 about an axis 404, and an elongate lower link 224 of the linkage assembly 220 is pivotably coupled at a lower end to the bogie beam 208 about an axis 406. The lower end of the upper link 222 is pivotably coupled to the upper end of the lower link 224 about an axis 408 by a check joint 230.

[0044] In the illustrated embodiment, a biasing element 248 biases the linkage assembly 220 toward a maximum effective length, i.e., toward a position in which the angle a is at its maximum value as determined by the check joint 230. That is, the biasing element urges the axis 408 toward the shock strut 202. In the illustrated embodiment, the biasing element is a tension spring 248 having one end coupled to a lug 250 on the lower link 224 of the linkage assembly 220. A second end of the spring 248 is coupled to a lug 252 on the shock strut 202.

[0045] ​While the illustrated biasing element 248 is shown as a tension spring, it should be understood that any number of configurations can be employed to urge the shaft 408 toward the shock strut 202. In one contemplated embodiment, the biasing element is a torsion spring that biases the upper link 222 to rotate about the shaft 404 relative to the shock strut 202 or biases the lower link 224 to rotate about the shaft 406 relative to the bogie beam 208. Additionally, embodiments are contemplated that employ multiple biasing elements, such as various combinations of one or more tension springs and / or torsion springs. These and other configurations that urge the shaft 408 toward the shock strut 202 are contemplated and should be considered within the scope of the present disclosure.

[0046] Still referring to Figure 5 and Figure 6 A torque link assembly 500 can be provided and positioned forward of the shock strut 202. The torque link assembly 500 includes an elongate upper torque link 502 and an elongate lower torque link 504, the upper torque link 502 being rotatably coupled at an upper end to the air cylinder 204 about a shaft 410, the lower torque link 504 being rotatably coupled at a lower end to the bogie beam fitting 212 about a shaft 412. A lower end of the upper torque link 502 is rotatably coupled to an upper end of the lower torque link about a shaft 414. The bogie beam fitting 212 is fixedly coupled to the bar 206 and rotatably coupled to the bogie beam 208 about a shaft 402.

[0047] As with known torque link assemblies, the shafts 410, 412, and 414 are generally parallel, allowing the torque link assembly 500 to move in a scissor-like manner to accommodate movement of the bar 206 as it extends from and retracts into the air cylinder 204. At the same time, the torque link assembly 500 prevents the bar 206, and thus the bogie beam 208, from rotating about the shaft 400 relative to the air cylinder 204.

[0048] It should be understood that including the torque link assembly 500 on the forward side of the shock strut 202 allows the link assembly 220 on the aft side of the shock strut to be lighter and more compact. Since the torque link assembly 500 counteracts much of the force that tends to rotate the bar 206 and the bogie beam 208 about the shaft 400, the size and configuration of the link assembly 220 can be set to primarily serve to maintain the orientation of the bogie beam 208 when the aircraft is in the air. It will be further understood that alternative embodiments are possible that omit the torque link assembly 500, similar to Figures 1 to 4 the embodiment of , such that the link assembly 220 maintains the orientation of the bogie beam 208 while also preventing the bar 206 from rotating about the shaft 400.

[0049] As Figure 5As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204.

[0050] As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 6 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figures 1 to 4 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 5 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 6 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 5 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 6 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204.

[0051] As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figures 1 to 4 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 5 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204. Figure 6 As shown, when the aircraft is on the ground, the ground 90 determines the position of the bogie beam 208, and the shock strut 202 is compressed under the weight of the aircraft. The torque link assembly 500, and to a lesser extent the link assembly 220, limit rotation of the bogie beam 208 about the axis 400 relative to the cylinder 204.

[0052] In the foregoing description, numerous specific details are set forth to provide a thorough understanding of the present application. However, it will be apparent to one skilled in the art that embodiments disclosed herein can be practiced without the specific detail, for example, the embodiments disclosed herein can be practiced with less than the specific detail set forth. In some instances, well-known process steps have not been described in detail in order to avoid unnecessarily obscuring the present disclosure. Additionally, it is to be understood that the embodiments of the present application can be practiced with any combination of the features described herein.

[0053] It should be noted that for purposes of the present disclosure, terms such as "upper", "lower", "vertical", "horizontal", "inwardly", "outwardly", "inner", "outer", "front", "rear", and the like are words of reference used to facilitate description of the illustrated embodiments and are not intended to limit the scope of the claimed subject matter. In addition, the use of "including", "comprising", or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless limited by context, the terms "connected", "coupled", and "mounted", and variations thereof herein are used broadly and encompass direct and indirect connections, couplings, and mountings.

[0054] This application can also refer to quantities and numbers. Unless specifically stated, these quantities and numbers should not be considered limiting but rather as examples of possible quantities or numbers related to this application. Also in this regard, this application can use the term "a plurality" to refer to a quantity or number. In this regard, the term "a plurality" refers to any number greater than one, such as two, three, four, five, etc. The terms "about," "approximately," "substantially," and the like mean plus or minus 5% of the stated value. For purposes of this disclosure, the phrase "at least one of A, B, and C," means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B and C) when more than three elements are listed, including all possible permutations.

[0055] The principles, representative embodiments, and modes of operation of this application have been described in the foregoing description. However, the aspects of the application which are intended to be protected are not to be construed as limited to the particular embodiments disclosed. Furthermore, the embodiments described herein are to be considered in all respects as illustrative and not restrictive. It will be appreciated that various modifications and changes can be made thereto by others and equivalents employed without departing from the spirit of the application. Accordingly, it is expressly intended that all such modifications, changes, and equivalents fall within the spirit and scope of the application as claimed.

Claims

1. An aircraft landing gear, comprising: A shock-absorbing strut, comprising a rod with one end slidably disposed within a cylinder; A beam rotatably connected to the second end of the rod, the beam being configured to have a front wheel and a rear wheel rotatably mounted thereon; as well as Linkage assembly, comprising: The upper connecting rod has its first end rotatably connected to the cylinder; A lower link, the first end of which is rotatably connected to the beam, and a second end of which is rotatably connected to the second end of the upper link; and A limiter includes a first stop associated with the upper link and a second stop associated with the lower link, the first stop engaging with the second stop to limit rotation of the upper link relative to the lower link, wherein the first stop includes a first tab extending from the upper link and a first contact fitting coupled to the first tab, the second stop includes a second tab extending from the lower link, and the first contact fitting has a first contact surface configured to contact the second stop, wherein the position of the first contact surface is selectively adjustable relative to the first tab.

2. The landing gear according to claim 1, wherein, The limiter can be selectively adjusted to provide a predetermined maximum distance between the first end of the upper link and the first end of the lower link.

3. The landing gear according to claim 1, wherein, The first contact fitting is a first threaded fastener that is threadedly connected to the first protrusion.

4. The landing gear according to claim 1, wherein, The second stop further includes a second contact fitting coupled to the second tab, the second contact fitting having a second contact surface configured to contact the first stop, wherein the position of the second contact surface is selectively adjustable relative to the second tab.

5. The landing gear according to claim 4, wherein, The second contact fitting is a second threaded fastener that is threadedly connected to the second protrusion.

6. The landing gear according to any one of claims 1 to 5, further comprising a biasing element coupled to the link assembly and configured to push the second end of the lower link toward the shock absorber strut.

7. The landing gear according to claim 1, wherein, The linkage assembly is positioned behind the shock absorber strut.

8. An aircraft landing gear, comprising: A shock-absorbing strut, comprising a rod with one end slidably disposed within a cylinder; A torque linkage assembly, located at one of the front and rear of the shock absorber strut, the torque linkage assembly comprising: An upper torque linkage, the first end of which is rotatably connected to the cylinder; and A lower torque link, the first end of which is rotatably connected to the link, and the second end of the lower torque link is rotatably connected to the second end of the upper torque link; A beam rotatably connected to a second end of the rod, the beam being configured to have a front wheel and a rear wheel rotatably mounted thereon; and A bogie girder positioner, located at the other of the front and rear sides of the shock absorber strut, the bogie girder positioner comprising: The upper connecting rod has its first end rotatably connected to the cylinder; A lower link, the first end of which is rotatably connected to the beam, and the second end of which is rotatably connected to the second end of the upper link; A limiter configured to restrict rotation of an upper link relative to a lower link, the limiter including a first stop associated with the upper link and a second stop associated with the lower link, the first stop engaging with the second stop to restrict rotation of the upper link relative to the lower link, wherein the first stop includes a first tab extending from the upper link and a first contact fitting coupled to the first tab, the second stop includes a second tab extending from the lower link, and the first contact fitting has a first contact surface configured to contact the second stop, wherein the position of the first contact surface is selectively adjustable relative to the first tab; and A biasing element configured to bias the second end of the lower link toward the shock absorber strut.

9. The landing gear according to claim 8, wherein, The bogie beam positioner is located in front of the shock absorber strut.

10. The landing gear according to claim 8 or 9, wherein, The torque linkage assembly is positioned behind the shock absorber strut.

11. The landing gear according to claim 8 or 9, wherein, The biasing element includes a tension spring, a first end of which is connected to the cylinder, and a second end of which is connected to the lower link of the bogie beam positioner.

12. The landing gear according to claim 8 or 9, wherein, The limiter can be selectively adjusted to provide a predetermined maximum distance between the first end of the upper link and the first end of the lower link.

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