Landing gear control device and control method for an airborne vehicle and storage medium

Abstract

An air mobile vehicle landing gear control apparatus and control method and storage medium, the landing gear control apparatus can include: a shaft of the landing gear control apparatus, which is deployed when the air mobile vehicle lands or travels; a tire provided at one end of the shaft; a steering lever coupled with the shaft in a direction intersecting a longitudinal direction of the shaft to steer the tire by rotating the shaft; a rotation load sensor installed on the steering lever and sensing a rotation load applied to the steering lever; an MR damper coupled to surround the shaft, the damper having an MR fluid filled therein and configured to change a damping force of the MR damper for rotation of the shaft according to a current applied to the MR damper through a controller; and the controller for controlling the current applied to the MR damper based on the rotation load detected by the rotation load sensor.

Description

TECHNICAL FIELD

[0001] The present invention relates to a landing gear control apparatus for an aerial mobile vehicle and a control method thereof, and more particularly, to a technology that enables an aerial mobile vehicle to land stably by preventing shimmy phenomenon from occurring in a landing gear. BACKGROUND

[0002] Generally, a method of adjusting a damping force of an oleo-pneumatic damper for an aircraft landing gear refers to a method of adjusting a damping force by changing an effective orifice cross-sectional area using an orifice and a metering pin.

[0003] However, since the metering pin is manufactured by applying a shape optimization design to the metering pin according to a piston stroke under a specific landing condition, such a method has a problem in that landing performance can not be satisfied under various landing conditions.

[0004] In recent years, attempts have been increasingly made to apply a magneto-rheological (MR) damper to an aircraft landing gear. The magneto-rheological (MR) damper refers to a device capable of changing a damping force by changing viscosity of MR fluid using an electromagnetic field generated by applying an electric current from the outside. In a state in which an electric current is transmitted, the electromagnetic field is generated, so that viscosity of MR fluid existing in a flow path is increased. In this case, the piston generates a high damping force while sliding and compressing the fluid having high viscosity.

[0005] However, in a conventional landing gear, a technology has been disclosed in which the MR damper is operated by sensing a vertical displacement of the oleo-pneumatic damper when a large vertical displacement occurs. However, there is a problem in that a shimmy phenomenon in which a tire rotates in a wheel shaft direction of the oleo-pneumatic damper exists during landing of an aircraft.

[0006] The information disclosed in the background of the invention is only for the purpose of enhancing the understanding of the general background of the invention, and cannot be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. SUMMARY

[0007] Various aspects of the present invention are directed to preparing for a shimmy phenomenon by monitoring a change in a stroke of a damping device, detecting a shimmy phenomenon in which a tire turns in an axial direction of the damping device in a section in which the change in the stroke is relatively small, increasing an electric current of an MR damper when the shimmy phenomenon occurs, and increasing a damping force of the damping device.

[0008] According to various exemplary embodiments of the present application, a landing gear control apparatus for an air mobile vehicle includes a shaft of the landing gear control apparatus that is deployed when the air mobile vehicle lands or travels, a tire provided at one end of the shaft, a steering lever coupled to the shaft in a direction intersecting a longitudinal direction of the shaft to steer the tire by rotating the shaft, a rotational load sensor installed on the steering lever and sensing a rotational load applied to the steering lever, an MR damper coupled to the shaft to surround the shaft, having an MR fluid filled in the damper, and configured to change a damping force of the MR damper for rotation of the shaft according to a current applied to the MR damper by a controller, and the controller for controlling the current applied to the MR damper based on the rotational load detected by the rotational load sensor.

[0009] The shaft is a damping device that can extend in a vertical direction, can be disposed with a cylinder and a rod having a first end portion inserted into an inside of the cylinder, can have a liquid filled in the cylinder, and can absorb a vibration by moving the rod in a longitudinal direction thereof.

[0010] The landing gear control apparatus for the air mobile vehicle can further include a torquelink assembly maintaining a direction of the vertical movement of the rod, and the torquelink assembly includes an upper link having a first end portion rotatably coupled to a lower end portion of the cylinder, and a lower link having a first end portion rotatably coupled to a second end portion of the upper link, and having a second end portion rotatably coupled to a second end portion of the rod.

[0011] The landing gear control apparatus for the air mobile vehicle further includes a link angle sensor sensing a stroke of the rod by measuring an angle between the upper link and the lower link, wherein the controller can be configured to control the current applied to the MR damper according to the angle of the torquelink assembly measured by the link angle sensor.

[0012] The controller can be configured to control the current applied to the MR damper with a reference value when the controller determines that the stroke of the rod is greater than or equal to a preset range.

[0013] The controller can be configured to control the current applied to the MR damper to increase when the stroke of the rod detected by the link angle sensor is less than the preset range and the rotational load detected by the rotational load sensor is greater than or equal to a preset value.

[0014] The landing gear control apparatus for the air mobile vehicle can further include a connecting device having a first end portion coupled to the second end portion of the rod, and having a second end portion rotatably coupled to the tire, wherein the lower link can be rotatably connected to the other end portion of the connecting device.

[0015] The landing gear control apparatus for an air mobile vehicle can further include a bracket having a first side coupled to an upper end of the shaft and having a second side coupled to a fuselage of the air mobile vehicle, and a driving device coupled to the bracket and operating to rotate the shaft, wherein the steering lever can include a first link connected to a rotating shaft of the driving device, a second link connected to an end of the first link, and a third link having a first end connected to a first end of the second link and having a second end connected to the shaft to rotate integrally with the shaft with respect to a central axis of the shaft, wherein the shaft can rotate while changing a displacement of the steering lever by the operation of the driving device.

[0016] The landing gear control apparatus for an air mobile vehicle can further include a bearing installed on an upper portion of the shaft and coupled to the shaft to surround the shaft, thereby reducing a rotational load of the shaft.

[0017] The MR damper can include a housing surrounding the shaft, an electric signal transmission portion applying an electromagnetic force to the MR fluid through a coil positioned inside the housing, and an MR fluid in contact with the shaft and filled inside the electric signal transmission portion.

[0018] A method of controlling a landing gear control apparatus for an air mobile vehicle includes sensing a load applied to a steering lever through a rotational load sensor, controlling a current applied to an MR damper according to a rotational load detected by the rotational load sensor, and changing a damping force of the MR damper for rotation of the shaft according to the current applied to the MR fluid through a controller.

[0019] A method of controlling a landing gear control apparatus for an air mobile vehicle includes sensing a rotational angle of a twist link assembly through a twist link assembly angle sensor, sensing a load applied to a steering lever through a rotational load sensor, controlling a current applied to an MR damper based on a rotational load detected by the rotational load sensor and a rotational angle of the twist link assembly measured by the twist link assembly angle sensor, and changing a damping force of the MR damper for rotation of the shaft according to the current applied to the MR fluid through a controller.

[0020] The landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present invention is intended to provide the following effects: detecting a change in a stroke of a damping device, detecting rotation of the damping device in an axial direction in a section in which the change in the stroke of the damping device is small, and allowing a controller to increase a current intensity applied to an MR damper to increase a damping force applied to the damping device, thus preventing a shimmy phenomenon from occurring in a tire.

[0021] The methods and apparatus of the present application have other features and advantages that will be apparent from or that are more fully described in the accompanying drawings and the following detailed description, which, together with the appended claims, are intended to explain certain principles of the application. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a perspective view of a landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present application.

[0023] Figure 2 is a front view of a landing gear control apparatus for an air mobile vehicle according to an exemplary embodiment of the present application.

[0024] Figure 3 is a view showing the operation of an MR damper. Figure 2 is a sectional view taken along line A-A of

[0025] Figure 4 is a view showing the operation of an MR damper.

[0026] Figure 5 is a first flowchart of a landing gear control method for an air mobile vehicle according to an exemplary embodiment of the present application.

[0027] Figure 6 is a second flowchart of a landing gear control method for an air mobile vehicle according to an exemplary embodiment of the present application.

[0028] It is to be understood that the drawings are not necessarily to scale, as the emphasis instead is placed upon illustrating the various features of the application in a somewhat simplified form. Specific design features of the application as disclosed herein, including, for example, particular dimensions, directions, locations and shapes, will be determined in part by the particular intended application and use environment.

[0029] In the drawings, like reference numerals refer to like parts throughout the various drawings of which several show details of the application. DETAILED DESCRIPTION

[0030] Reference will now be made in detail to various embodiments of the application, examples of which are illustrated in the accompanying drawings and described below. While the application will be described in conjunction with the exemplary embodiments, it will be understood that the description itself is not intended to limit the application to those exemplary embodiments. On the contrary, the application is intended to cover alternatives, modifications, equivalents and other embodiments that can be included within the spirit and scope of the application as defined by the appended claims.

[0031] The detailed description and specific examples of the exemplary embodiments of the application herein disclosed are submitted for the purposes of illustration only and are not intended to limit the application in any way. The exemplary embodiments of the application can be implemented in various forms. Therefore, the exemplary embodiments of the application should not be construed as limiting the application.

[0032] Since the exemplary embodiments of the application can be modified in various ways and can be implemented in various forms, specific embodiments are shown and described in the drawings and described in the specification or applications in detail. However, this is not intended to limit the exemplary embodiments according to the concept of the present application to the disclosed forms. On the other hand, the present application should be understood to include all various alternatives, equivalents and substitutes that can be included in the spirit and scope of the present application.

[0033] In the following description of the embodiments, terms such as "first" and "second" are used only to describe various elements, which can not be limited by the terms. The terms are used only to distinguish one element from another element. For example, the first element described below can be referred to as the second element without departing from the teachings of the present application. Similarly, the second element can be referred to as the first element.

[0034] When an element or layer is referred to as being "coupled" or "connected" to another element or layer, it can be directly coupled or connected to the other element or layer, or there can be an intermediate element between them. Conversely, when an element is referred to as being "directly coupled" or "directly connected" to another element, there is no intermediate element. Other words used to describe the relationship between elements, such as "between" and "directly between", "adjacent" or "directly adjacent", etc. should be interpreted in the same way.

[0035] The terms used herein are only for the purpose of describing various exemplary embodiments and are not intended to limit. As used herein, the singular form can also be intended to include the plural form, unless the context clearly indicates otherwise. It will be further understood that "include", "comprise", "have", etc., when used in this specification, designate the presence of the stated features, integers, steps, operations, elements, components, and / or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0036] Unless otherwise defined, all terms used in the following description including technical and scientific terms have the same meaning as those commonly understood by one of ordinary skill in the art. It will be further understood that terms such as those defined in a general dictionary will be interpreted to have a meaning consistent with their meaning in the context of the relevant art and the present application, and should not be interpreted to have ideal or overly formal meanings unless explicitly defined in the specification.

[0037] Hereinafter, various embodiments of the present application will be described in detail with reference to the accompanying drawings. In the drawings, the same or similar components are designated by the same reference numerals.

[0038] The controller 10 according to various exemplary embodiments of the present application can be implemented by a non-volatile memory configured to store data regarding algorithms developed to control operations of various elements of a vehicle or software commands for reproducing the algorithms, and a processor configured to perform operations to be described below using the data stored in the corresponding memory. Here, the memory and the processor can be implemented by separate chips. Alternatively, the memory and the processor can be implemented as a single chip integrated with each other. Here, the processor can employ a configuration having one or more processors.

[0039] Figure 1 is a perspective view of a landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present application, Figure 2 is a front view of a landing gear control apparatus for an air mobile vehicle according to exemplary embodiments of the present application, Figure 3 is a sectional view taken along line A-A of Figure 2 , and Figure 4 is a view showing the operation of an MR damper.

[0040] Exemplary embodiments of a landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present application will be described with reference to Figure 1 , Figure 2 , Figure 3 and Figure 4 .

[0041] The landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present application prevents the tires 200 of the air mobile vehicle from vibrating in various directions due to a shock or vibration generated during landing of the air mobile vehicle, to stabilize the air mobile vehicle during landing.

[0042] The landing gear control apparatus for an air mobile vehicle according to various exemplary embodiments of the present application can include a shaft 100 of a landing gear control apparatus, which is deployed when the air mobile vehicle lands or travels, a tire 200 provided at one end of the shaft 100, a steering lever 300 coupled to the shaft 100 in a direction intersecting a longitudinal direction of the shaft 100 to steer the tire 200 by rotating the shaft 100, a rotational load sensor 400 installed on the steering lever 300 and sensing a load applied to the steering lever 300, an MR damper 500 coupled to surround the shaft 100, the MR damper having an MR fluid 530 filled therein and changing a damping force for rotation of the shaft 100 according to a current applied to the MR fluid 530, and a controller 10 for controlling the current applied to the MR damper 500 based on a rotational load detected by the rotational load sensor 400.

[0043] The shaft 100 extends from a fuselage of the air mobile vehicle, and the tire 200 is arranged at one end of the shaft to land on the ground by the tire 200.

[0044] The steering lever 300 has one end connected to the shaft 100 and extends in a direction intersecting a longitudinal direction of the shaft 100 to rotate the shaft 100 when displacement of the shaft changes, thereby steering a traveling direction of the air mobile vehicle when the air mobile vehicle travels on the ground.

[0045] The rotational load sensor 400 is installed on the steering lever 300 and can detect a rotational load applied to the shaft 100 when the shaft 100 rotates by an external force acting on the tire 200 in a state in which the steering lever 300 is not operated.

[0046] The tire 200 can rotate around a front and back of the air mobile vehicle or around a front and back of the shaft 100 or can move in a rotational axial direction of the tire 200 due to an external force generated during landing of the air mobile vehicle, thereby causing the air mobile vehicle to be unstable during landing.

[0047] Similarly, a shimmy phenomenon refers to a phenomenon in which the tire 200 vibrates in various directions due to an external force when the air mobile vehicle lands. The shimmy phenomenon is generated by dynamic interaction between the tire 200 and a structure of the landing gear when the airplane runs on the ground, and the shimmy phenomenon relates to a vibration phenomenon associated with a yaw motion of the landing gear.

[0048] When the shimmy phenomenon occurs, the shaft 100 rotates, and the shimmy phenomenon can be detected by the rotational load sensor 400.

[0049] The MR damper 500 is electrically connected to the shaft 100 so as to control the rotation of the shaft 100 by changing the damping force of the MR fluid 530 filled in the MR damper according to the current intensity when power is applied.

[0050] The controller 10 is electrically connected to the rotational load sensor 400 and the MR damper 500, and when the rotational load sensor 400 detects that the shaft 100 rotates due to the occurrence of the shimmy phenomenon, the controller 10 can reduce the occurrence of the shimmy phenomenon by increasing the damping force for the shaft 100 by increasing the current intensity of the MR damper 500.

[0051] In the present mode, the airborne mobile vehicle can be stable during landing, and has the effect of reducing the probability of a landing accident that can occur during landing.

[0052] The shaft 100 is a damping device extending in the vertical direction thereof, is arranged with a cylinder 110 and a rod 120 having one end portion inserted into the inside of the cylinder 110, has a fluid filled in the cylinder 110, and absorbs vibration by moving the rod 120 in the longitudinal direction thereof.

[0053] The shaft 100 can be arranged with a damping device including a cylinder 110 in which a fluid is filled to absorb a shock generated when an airborne mobile vehicle lands, and a rod 120 having one end portion inserted into the cylinder 110 and moving in a longitudinal direction inside the cylinder 110 by an external force to compress the fluid inside the cylinder 110.

[0054] The damping device is an oil gas damper having a high energy absorption efficiency during landing, but its structure is relatively simple, and thus the damping device can be widely utilized in a landing gear for an airborne mobile vehicle.

[0055] The present application can further include a twist link assembly 600 that maintains the direction of the vertical movement of the rod 120, and the twist link assembly includes an upper link 610 having one end portion rotationally coupled to a lower end portion of the cylinder 110, and a lower link 620 having one end portion rotationally coupled to the other end portion of the upper link 610 and having the other end portion rotationally coupled to the other end portion of the rod 120.

[0056] The upper link 610 has one end portion rotationally coupled to the outer surface of the lower end portion of the cylinder 110 in the vertical direction thereof, and the other end portion of the lower link 620 is rotationally coupled to the other end portion of the rod 120 in the vertical direction thereof, wherein the other end portion of the upper link 610 and one end portion of the lower link 620 are rotationally coupled to each other in the vertical direction thereof.

[0057] The twist link assembly 600 includes an upper link 610 and a lower link 620, and it is possible to prevent a rod 120 that cannot normally slide in a vertical direction thereof from being unable to normally slide in the vertical direction thereof due to an external force applied in a direction intersecting a longitudinal direction thereof.

[0058] The present application can further include a link angle sensor 700 for sensing a stroke of the rod 120 by measuring an angle between the upper link 610 and the lower link 620, wherein the controller 10 can control a current applied to the MR damper 500 based on a rotation angle of the twist link assembly 600 measured by the link angle sensor 700.

[0059] When an aerial mobile vehicle lands, a large impact is generated, and the rod 120 slides in a vertical direction thereof, thus causing both the upper link 610 and the lower link 620 of the twist link assembly 600 to rotate. At this time, the link angle sensor 700 that detects an angle between the upper link 610 and the lower link 620 is installed to be able to detect a size of a stroke in which the rod 120 slides upward and downward by the angle between the upper link 610 and the lower link 620 detected by the link angle sensor 700.

[0060] When the link angle sensor 700 detects that a stroke of the rod 120 is greater than or equal to a preset range, the controller 10 can control a current applied to the MR damper 500 using a reference value.

[0061] When the link angle sensor 700 detects a change in a size of the stroke of the rod 120 is greater than or equal to a preset range, it is determined that the aerial mobile vehicle is landing, and at this time, the controller 10 can alleviate an impact that occurs during landing by controlling a current applied to the MR fluid 530 using a reference value.

[0062] When a stroke of the rod 120 detected by the link angle sensor 700 is less than a preset range and a rotation load detected by the rotation load sensor 400 is greater than or equal to a preset value, the controller 10 can control a current applied to the MR damper 500 to increase.

[0063] A shimmy phenomenon occurs while driving the aerial mobile vehicle until it stops after landing. In this case, a size of a detected stroke of the rod 120 can be less than a preset range. When the shimmy phenomenon occurs, the rotation load sensor 400 can detect that the shaft 100 rotates.

[0064] Accordingly, the controller 10 is electrically connected to the rotation load sensor 400, and when the rotation load sensor 400 detects that the shaft 100 rotates, the controller 10 can increase a current value applied to the MR damper 500 to a level higher than a reference value to increase a damping force for the shaft 100.

[0065] In the present mode, the shimmy phenomenon is prevented, and thus the air mobile vehicle can land stably.

[0066] The present application also includes a connecting device 210 having one end coupled to the other end of the rod 120, and having the other end rotatably coupled to the tire 200, wherein the lower link 620 can be rotatably connected to the other end of the connecting device 210.

[0067] The other end of the rod 120 is coupled to the connecting device 210 mounted to enable rotation of the tire 200, and the lower link 620 is connectable to the connecting device 210 to be rotatable in the vertical direction thereof.

[0068] In the present mode, the impact received from the tire 200 during landing of the air mobile vehicle is transferred to the rod 120, whereby the impact can be mitigated by the damping device.

[0069] The present application further includes a bracket 800 having one side coupled to the upper end of the shaft 100, and having the other side coupled to the body of the air mobile vehicle, and a driving device 310 coupled to the bracket 800 and operated to rotate, wherein the steering rod 300 includes a first link 320 connected to the rotation shaft of the driving device 310, a second link 330 connected to the end of the first link 320, and a third link 340 having one end connected to the end of the second link 330, and having the other end connected to the shaft 100 to rotate integrally with the shaft 100 with respect to the central axis of the shaft 100, and wherein the shaft 100 can be rotated while changing the displacement of the steering rod 300 by the operation of the driving device 310.

[0070] The bracket 800 connected to the body is coupled to the upper side of the shaft 100, and the bracket 800 can be coupled to the bearing 900 and the MR damper 500.

[0071] The steering rod 300 can be mounted to connect the bracket 800 and the shaft 100 to each other, wherein the driving device 310 can be mounted on the bracket 800 and driven to rotate the rotation shaft, the first link 320 can be connected to the rotation shaft of the driving device 310, the second link 330 can be connected to the end of the first link 320 and extend toward the shaft 100, and the third link 340 can connect the end of the second link 330 and the shaft 100 to each other.

[0072] In the present mode, the shaft 100 is rotated by the operation of the driving device 310, and has the effect of steering the traveling direction of the air mobile vehicle by rotating the shaft 100 while the air mobile vehicle travels.

[0073] The present application can further include a bearing 900 positioned on an upper portion of the shaft 100 and coupled to the shaft 100 to surround the shaft, thereby reducing a rotational load of the shaft 100.

[0074] The bearing 900 coupled to surround the shaft can be positioned at an upper end of the shaft 100.

[0075] The bearing 900 can control a rotational load or its self-weight. The bearing 900 can be disposed with a ball bearing 900 or a roller bearing 900.

[0076] The MR damper 500 can include a housing 510 surrounding the shaft 100, an electric signal transmission portion 520 applying power through a coil positioned inside the housing 510, and an MR fluid 530 in contact with the shaft 100 and filled inside the electric signal transmission portion 520.

[0077] As shown in FIG. 1, Figure 4 The MR damper 500 includes an outer housing 510 coupled to and surrounding the shaft 100, an electric signal transmission portion 520 positioned inside the shaft 100 and having a coil wound and electrically connected to the electric signal transmission portion, and an MR fluid 530 having iron particles and a fluid mixed and filled inside the electric signal transmission portion 520.

[0078] When electric current flows through the coil wound in the electric signal transmission portion 520, the MR fluid 530 generates a magnetic field, and the arrangement of the iron particles of the MR fluid 530 changes according to the magnetic field, so that a damping force applied to the shaft 100 can be changed according to the intensity of the electric current.

[0079] In the present mode, the controller 10 has an effect of controlling a damping force applied to the shaft 100 by adjusting the intensity of electric current applied to the MR damper 500 according to the intensity level of the shimmy phenomenon.

[0080] Figure 5 is a first flowchart of a landing gear control method for an air mobile vehicle according to the exemplary embodiment of the present application.

[0081] Various exemplary embodiments of a landing gear control method for an air mobile vehicle according to various exemplary embodiments of the present application will be described with reference to Figure 5 .

[0082] The landing gear control method for an air mobile vehicle according to various exemplary embodiments of the present application can include a step S100 of sensing a load applied to the steering rod 300 through the rotational load sensor 400, a step S300 of controlling electric current applied to the MR damper 500 based on the rotational load detected by the rotational load sensor 400, and a step S400 of changing a damping force for rotation of the shaft 100 according to the electric current applied to the MR fluid 530.

[0083] Figure 6 is a second flowchart of a landing gear control method for an air mobile vehicle according to the exemplary embodiment of the present application.

[0084] Various exemplary embodiments of a landing gear control method for an air mobile vehicle according to various exemplary embodiments of the present application will be described with reference to the accompanying drawings. Figure 6

[0085] The landing gear control method for an air mobile vehicle according to various exemplary embodiments of the present application includes a step S100' of sensing a rotation angle of a twist link assembly 600 through a twist link assembly 600 angle sensor, a step S200' of sensing a rotation load applied to a steering lever 300 through a rotation load sensor 400, a step S300' of controlling a current applied to an MR damper 500 based on both the rotation load detected by the rotation load sensor 400 and the rotation angle of the twist link assembly 600 measured by the twist link assembly 600 angle sensor, and a step S400' of changing a damping force for rotation of a shaft 100 according to the current applied to the MR fluid 530.

[0086] For ease of explanation and to accurately define the appended claims, the terms "upper," "lower," "inner," "outer," "up," "down," "upward," "downward," "front," "rear," "back," "interior," "exterior," "inwardly," "outwardly," "within," "without," "inside," "outside," "forward" and "rearward" are used to describe the features of the exemplary embodiments with reference to the positions shown in the drawings. It will further be understood that the term "connected" or its derivatives refer both to direct and indirect connections.

[0087] The foregoing description of specific exemplary embodiments of the application has been presented for the purposes of illustration and description. They are not intended to be exhaustive or to limit the application to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the application and their practical application to thereby enable others skilled in the art to make and utilize various exemplary embodiments of the present application, as well as various alternatives and modifications thereof. It is intended that the scope of the application be defined by the claims appended hereto, and their equivalents.​

Claims

1. A landing gear control apparatus for an airborne vehicle, wherein, The landing gear control apparatus includes: a shaft that is deployed when the air mobile vehicle lands or travels; a tire provided at one end of the shaft; a steering lever coupled to the shaft in a direction intersecting a longitudinal direction of the shaft to steer the tire by rotating the shaft; a rotational load sensor mounted on the steering lever and configured to detect a rotational load applied to the steering lever; a magneto-rheological damper coupled to the shaft to surround the shaft, the magneto-rheological damper having a magneto-rheological fluid filled therein, and the magneto-rheological damper being configured to change a damping force of the magneto-rheological damper for rotation of the shaft according to an electric current applied to the magneto-rheological damper; and a controller electrically connected to the rotational load sensor and configured to control the electric current applied to the magneto-rheological damper according to the rotational load detected by the rotational load sensor.

2. The landing gear control apparatus according to claim 1, wherein The shaft is a damping device, the shaft extends in a vertical direction, the shaft is arranged with a cylinder and a rod having a first end portion inserted into an inside of the cylinder, the shaft has a fluid filled in the cylinder, and the shaft absorbs a vibration by moving the rod in the longitudinal direction. 3.The landing gear control apparatus of claim 2, further comprising: a twist link assembly that maintains a direction of vertical movement of the rod, and the twist link assembly includes: an upper link having a first end portion rotatably coupled to a lower end portion of the cylinder; and a lower link having a first end portion rotatably coupled to a second end portion of the upper link and having a second end portion rotatably coupled to a second end portion of the rod. 4.The landing gear control apparatus of claim 3, further comprising: a link angle sensor that detects a stroke of the rod by measuring an angle between the upper link and the lower link, wherein the controller is configured to control the electric current applied to the magneto-rheological damper according to the angle of the twist link assembly measured by the link angle sensor.

5. The landing gear control apparatus according to claim 4, wherein When the controller determines that the stroke of the rod is greater than or equal to a preset range, the controller is configured to control the electric current applied to the magneto-rheological damper using a reference value.

6. The landing gear control apparatus according to claim 4, wherein When the stroke of the rod detected by the link angle sensor is less than the preset range and the rotational load detected by the rotational load sensor is greater than or equal to a preset value, the controller is configured to control the electric current applied to the magneto-rheological damper to increase. 7.The landing gear control apparatus of claim 3, further comprising: a connection device having a first end portion coupled to the second end portion of the rod and having a second end portion rotatably coupled to the tire, wherein the second end portion of the lower link is rotatably connected to the other end portion of the connection device. 8.The landing gear control apparatus of claim 1, further comprising a driving device that operates to rotate the shaft, wherein, the steering lever includes: a first end of the first link is connected to a rotation shaft of the driving device; a second end of the second link is pivotally connected to a second end of the first link; and a third link having a first end pivotally connected to a second end of the second link and having a second end connected to the shaft to rotate integrally with the shaft with respect to a central axis of the shaft, and wherein the shaft rotates while changing a displacement of the steering lever by an operation of the driving device.

9. The landing gear control apparatus of claim 8, further comprising: a bracket having a first side coupled to an upper end of the shaft and having a second side coupled to a fuselage of the aerial motor vehicle; and the driving device is coupled to the bracket and operates to rotate the bracket.

10. The landing gear control apparatus of claim 1, further comprising: a bearing mounted on an upper portion of the shaft and coupled to the shaft to surround the shaft, thereby reducing a rotational load of the shaft.

11. The landing gear control apparatus according to claim 1, wherein the magnetorheological damper includes a housing surrounding the shaft; an electric signal transmission portion applying an electromagnetic force to the magnetorheological fluid through a coil positioned inside the housing; and the magnetorheological fluid in contact with the shaft and filled inside the electric signal transmission portion.

12. A method of controlling the landing gear control apparatus for an aerial motor vehicle of claim 1, the method comprising: detecting a load applied to the steering lever by the rotational load sensor; controlling a current applied to the magnetorheological damper by the controller according to the rotational load detected by the rotational load sensor; and changing a damping force of the magnetorheological damper for rotation of the shaft by the controller according to the current applied to the magnetorheological fluid.

13. A method of controlling the landing gear control apparatus for an aerial motor vehicle of claim 4, the method comprising: detecting a rotation angle of the twist link assembly by a twist link assembly angle sensor; detecting a load applied to the steering lever by the rotational load sensor; controlling a current applied to the magnetorheological damper by the controller according to the rotational load detected by the rotational load sensor and the rotation angle of the twist link assembly measured by the twist link assembly angle sensor; and changing a damping force of the magnetorheological damper for rotation of the shaft by the controller according to the current applied to the magnetorheological fluid.

14. The method of claim 13, the twist link assembly comprising: an upper link having a first end rotatably coupled to a lower end of a cylinder of the shaft; and a lower link having a first end rotatably coupled to a second end of the upper link and having a second end rotatably coupled to a second end of a lever inserted into the cylinder.

15. The method of claim 14, wherein, when the controller determines that the stroke of the rod is greater than or equal to a preset range, the controller is configured to control the current applied to the magnetorheological damper using a reference value, wherein the stroke of the rod is determined according to an angle between the upper link and the lower link.

16. The method of claim 15, wherein, when the stroke of the rod detected by the link angle sensor is less than a preset range and the rotational load detected by the rotational load sensor is greater than or equal to a preset value, the controller is configured to control the current applied to the magnetorheological damper to increase. 17.A non-transitory computer-readable storage medium having recorded thereon a program for executing the method of claim 12. 18.A non-transitory computer-readable storage medium having recorded thereon a program for executing the method of claim 13.

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