Landing gear door systems for landing gear bays

Abstract

A landing gear door system for a landing gear well is provided, the landing gear door system comprising: a door pivotable about a pivot pin, the pivot pin being arranged in a longitudinal direction on a fuselage; and a mechanism configured to rotate the door about the pivot pin between a closed position and an open position, wherein an outer surface of a door panel is configured to provide aerodynamic continuity with an outer aircraft skin of the fuselage, and an open position in which the door is rotated into the landing gear well and the opening is exposed. The door has a door panel rigidly connected to an arm such that the door panel and the arm generally form a V-shape as viewed in the longitudinal direction.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of priority to U.S. Provisional Application No. 63 / 135,294, filed on January 8, 2021, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to a landing gear door system for a landing gear bay of an aircraft. Background Art

[0004] Conventional nose landing gear for aircraft can be fixed or retractable. Fixed landing gear designs are simpler, but the gear protrudes into the airflow during flight, causing undesirable drag, turbulence, and vibration, which impairs flight dynamics and imposes stress and wear on the gear. Retractable landing gear, on the other hand, can be retracted into the nose or fuselage after takeoff, thus preventing the gear from being exposed to the airflow during flight. Furthermore, once the nose landing gear is retracted, the aperture through which the gear retracts is typically covered by one or more hinged doors, whose outer surfaces closely match the shape and curvature of the surrounding fuselage. However, such retractable nose landing gear systems typically require the one or more doors to be deployed outward when the gear is extended for landing. This means that the one or more doors must be opened outward from the fuselage, thereby entering the airflow. Similar to fixed landing gear designs, these outward-opening doors are exposed to high-speed airflow, causing undesirable drag, turbulence, and vibration, which impairs flight dynamics and imposes stress and wear on the outward-opening doors. Summary of the Invention

[0005] According to one embodiment, a landing gear door system for a landing gear bay is provided, the landing gear door system comprising: a door pivotable about a pivot pin, the pivot pin being configured to be disposed in a longitudinal direction on a fuselage, the door having a door panel rigidly connected to an arm such that the door panel and the arm generally form a V-shape as viewed in the longitudinal direction; and a mechanism configured to rotate the door about the pivot pin between a closed position and an open position, wherein in the closed position an outer surface of the door panel is configured to provide aerodynamic continuity with an outer aircraft skin of the fuselage, and in the open position the door is rotated into the landing gear bay and the opening is exposed.

[0006] The door panel and the arm may be rigidly connected to each other at an apex of the door, wherein the pivot pin extends through the apex. The pivot pin may be configured to rotatably connect to one of an outer aircraft skin and a mounting structure within the landing gear well. The door panel may have an arched profile as viewed in the longitudinal direction to provide aerodynamic continuity with the outer aircraft skin in the closed position, and the arm may have an arcuate or curved profile as viewed in the longitudinal direction, wherein the arcuate or curved profile has an apex extending away from the door panel.

[0007] The mechanism may be configured to be mounted within a landing gear well. The mechanism may include: a connecting member having first and second opposing connecting member ends, wherein the first connecting member end is pivotally connected to the arm; a link having first and second opposing link ends, wherein the first link end is pivotally connected to the second connecting member end; a lever having first and second opposing lever ends and a fulcrum between the first and second lever ends, wherein the first lever end is pivotally connected to the second link end and the fulcrum is configured to rotatably connect to a first mounting point within the landing gear well; and an actuator rotatably connected to the second lever end and configured to selectively urge the second lever end in a first direction toward the opening and in a second direction away from the opening.

[0008] At least one of the connecting member, the connecting rod, and a portion of the lever between the fulcrum and the second lever end can be configured to extend and retract in length. The landing gear door system can also include a strut having a first strut end and a second strut end opposite each other, wherein the first strut end is pivotally connected to the first link end and the second connecting member end, and the second strut end is pivotally connected to a second mounting point within the landing gear bay and one of the outer aircraft skin. The strut can be configured to extend and retract in length, and the strut can include a strut extender configured to selectively advance or allow the strut to extend and retract in length. The first lever end and the second link end can define a first joint therebetween, the first link end and the connecting member end can define a second joint therebetween, and the first connecting member end and the arm can define a third joint therebetween, wherein when the first joint, the second joint, and the pivot pin are arranged along a substantially straight line, the third joint is arranged outside the substantially straight line.

[0009] According to another embodiment, a nose landing gear door system for a nose landing gear bay is provided, the nose landing gear door system comprising: a door pivotable about a pivot pin, the pivot pin being configured to be disposed in a longitudinal direction on a fuselage, the door having a door panel rigidly connected to an arm such that the door panel and the arm generally form a V-shape as viewed in the longitudinal direction; and a mechanism configured to be mounted within the nose landing gear bay, the mechanism being configured to rotate the door about the pivot pin between a closed position and an open position, wherein in the closed position an outer surface of the door panel is configured to provide aerodynamic continuity with an outer aircraft skin of the fuselage, and in the open position the door is rotated into the nose landing gear bay and the opening is exposed. The mechanism includes: a connecting member having opposite first and second connecting member ends, wherein the first connecting member end is pivotally connected to the arm; a link having opposite first and second link ends, wherein the first link end is pivotally connected to the second connecting member end; a lever having opposite first and second lever ends and a fulcrum located between the first and second lever ends, wherein the first lever end is pivotally connected to the second link end and the fulcrum is configured to be rotatably connected to a first mounting point in the front landing gear bay; and an actuator rotatably connected to the second lever end and configured to selectively advance the second lever end in a first direction toward the opening and in a second direction away from the opening.

[0010] At least one of the connecting member, the connecting rod, and a portion of the lever between the fulcrum and the second lever end can be configured to extend and retract in length. The nose landing gear door system can also include a support rod having a first support rod end and a second support rod end opposite each other, wherein the first support rod end is pivotally connected to the first link end and the second connecting member end, and the second support rod end is pivotally connected to one of a second mounting point within the nose landing gear well and an outer aircraft skin. The support rod can include a support rod extender configured to selectively advance or allow the support rod to extend and retract in length. The first lever end and the second link end can define a first joint therebetween, the first link end and the connecting member end can define a second joint therebetween, and the first connecting member end and the arm can define a third joint therebetween, wherein when the first joint, the second joint, and the pivot pin are arranged along a substantially straight line, the third joint is positioned outside the substantially straight line.

[0011] According to another embodiment, a nose landing gear door system for an aircraft is provided, the nose landing gear door system comprising: (a) a fuselage having a nose landing gear well surrounded by an outer aircraft skin; (b) a door pivotable about a pivot pin disposed on the fuselage in a longitudinal direction, the door having a door panel rigidly connected to an arm so that the door panel and the arm generally form a V-shape as viewed in the longitudinal direction; and (c) a mechanism mounted in the nose landing gear well and configured to rotate the door about the pivot pin between a closed position and an open position, wherein in the closed position an outer surface of the door panel is configured to provide aerodynamic continuity with the outer aircraft skin of the fuselage, and in the open position the door is rotated into the nose landing gear well and the opening is exposed. In this embodiment, the mechanism includes: (i) a connecting member having a first connecting member end and a second connecting member end in opposition, wherein the first connecting member end is pivotally connected to the arm; (ii) a link having a first link end and a second link end in opposition, wherein the first link end is pivotally connected to the second connecting member end; (iii) a lever having a first lever end and a second lever end in opposition and a fulcrum between the first lever end and the second lever end, wherein the first lever end is pivotally connected to the second link end and the fulcrum is rotatably connected to a first mounting point in the front landing gear bay; and (iv) an actuator rotatably connected to the second lever end and configured to selectively advance the second lever end in a first direction toward the opening and in a second direction away from the opening.

[0012] In this embodiment, the nose landing gear door system may further include a support rod having first and second opposing support rod ends, wherein the first support rod end is pivotally connected to the first link end and the second connecting member end, and the second support rod end is pivotally connected to one of a second mounting point within the nose landing gear well and an outer aircraft skin. Furthermore, in this embodiment, the first link end and the second link end may define a first joint therebetween, the first link end and the connecting member end may define a second joint therebetween, and the first connecting member end and the arm may define a third joint therebetween, wherein when the first and second joints and the pivot pin are arranged along a substantially straight line, the third joint is disposed outside the substantially straight line.

[0013] The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of some of the best modes and other embodiments for carrying out the present teachings, when considered in conjunction with the accompanying drawings, as defined by the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1is a schematic front view of the landing gear door system in the closed position.

[0015] Figure 2 is a schematic front view of the landing gear door system in the open position.

[0016] Figure 3 It is a schematic front view of the landing gear door system in the middle position.

[0017] Figures 4A to 4L A sequence of schematic elevation views of a landing gear door system is illustrated as it moves from a closed position through various intermediate positions to an open position, and then from the open position through various other intermediate positions to a closed position. DETAILED DESCRIPTION

[0018] Referring now to the drawings, wherein like numerals indicate like parts throughout the several views, a landing gear door system 20 of a landing gear well 12 (eg, for an aircraft 15 ) is shown and described herein.

[0019] Figures 1 to 3 Schematic front views of the landing gear door system 20 are shown in a closed position 100, an open position 104, and an intermediate position 108, respectively. As further described below, Figure 1 A first configuration using various extension / retraction portions 58, 68, 78, 98 is shown, while Figures 2 to 3 A second configuration is shown without such extension / retraction portions 58 , 68 , 78 , 98 .

[0020] Also shown in the lower left corner of each figure is a reference showing a longitudinal direction 21 (represented by a circle with a "dot" or small dot in it, indicating a positive longitudinal direction pointing from the plane of the respective figure towards the observer), a lateral direction 23 (represented by an arrow pointing to the right, indicating a positive or portward lateral direction), and a vertical direction 29 (represented by an arrow pointing upward, indicating a positive or upward vertical direction). It should be noted that although the "dot" and two arrows of the reference indicate positive longitudinal, lateral, and vertical directions 21, 23, 29, opposite or negative directions are also implied (even though they are not explicitly shown). Relative to a conventional layout of a fixed-wing aircraft 15, the longitudinal direction 21 extends forward and aft and is parallel to the roll axis, the lateral direction 23 extends to port and starboard and is parallel to the pitch axis, and the vertical direction 29 extends upward and downward and is parallel to the yaw axis. In Figure 1 The top of FIG. 2 also shows a downward direction 82 and an upward direction 84 (parallel to the vertical direction 29 ), as well as an inward direction 86 and an outward direction 88 .

[0021] While conventional nose gear door systems require outward deployment of one or more hinged doors, the gear door system 20 described herein provides the advantage of inward deployment of one or more pivotable doors 22 .

[0022] According to one embodiment, the landing gear door system 20 of the landing gear well 12 includes a door 22 that is pivotable about a pivot pin 44 that is configured to be disposed on the fuselage 10 in the longitudinal direction 21. (The pivot pin 44 pivots about a longitudinal axis 46 that extends parallel to the longitudinal direction 21.) The door 22 has a door panel 24 rigidly connected to an arm 30 such that the door panel 24 and the arm 30 generally form a V-shape 40 as viewed from the longitudinal direction 21. The landing gear door system 20 also includes a mechanism 50 that is configured to rotate the door 22 about the pivot pin 44 (in the direction indicated by arrow 112) between (i) a closed position 100 in which the outer surface 27 of the door panel 24 is configured to provide aerodynamic continuity 102 with the outer aircraft skin 11 of the fuselage 10, and (ii) an open position 104 in which the door 22 is rotated into the landing gear well 12 and the opening or aperture 106 is exposed.

[0023] The door 22 and / or door panel 24 can be configured such that, in the closed position 100, the contour of the door panel's outer surface 27 generally matches the adjacent and surrounding contour of the outer aircraft skin 11. In other words, with the door 22 positioned in the closed position 100, the outer aircraft skin 11 and the outer surface 27 together provide a generally smooth, uninterrupted, combined surface that minimizes air drag across the surface. On the other hand, when the door 22 is positioned in the open position 104, an opening or aperture 106 is present into which the outer surface 27 is pre-positioned.

[0024] The door panel 24 and the arm 30 can be rigidly connected to each other at an apex of the door 22, with the pivot pin 44 extending through the apex 42. The pivot pin 44 can be configured to be rotatably connected to one of: (i) the outer aircraft skin 11 and (ii) the mounting structure 14 within the landing gear well 12. The door panel 24 can be configured to have a curved profile 28 as viewed in the longitudinal direction 21 to provide the above-mentioned aerodynamic continuity 102 with the outer aircraft skin 11 in the closed position 100. The arm 30 can have an arcuate or curved profile 36 as viewed in the longitudinal direction 21, with the arcuate or curved profile 36 having an apex 38 extending away from the door panel 24.

[0025] Figures 1 to 3The illustrated configuration shows two generally V-shaped doors 22 positioned in a mirror-image arrangement relative to one another. (Note, however, that the landing gear door system 20 may include only one door 22, rather than two doors.) Each door panel 24 includes opposing first and second edges 25, 26, and each arm 30 includes opposing first and second arm ends 32, 34, with the apex 42 of each door 22 including a corresponding second edge 26 and first end 32. For the dual-door configuration shown in the figures, the first edges 25 of the two doors 22 may abut, abut, and / or seal against one another in the closed position 100, providing a smooth surface and aerodynamic continuity 102 therewith.

[0026] The mechanism 50 may be configured to be mounted within the landing gear bay 12. The mechanism 50 may include: (i) a connecting member 52 having opposite first and second connecting member ends 54 and 56 with a connecting member length L therebetween; 52 , wherein the first connecting member end 54 is pivotally connected to the arm 30; (ii) a link 60 having opposite first and second link ends 62 and 64 with a link length L therebetween 60 , wherein the first link end 62 is pivotally connected to the second connecting member end 56; (iii) a lever 70 having opposite first and second lever ends 72 and 74, and a fulcrum 76 between the first and second lever ends 72 and 74 (with a lever portion length L between the second lever end 74 and the fulcrum 76 78 ), wherein the first lever end 72 is pivotally connected to the second link end 64, and the fulcrum 76 is configured to be rotatably connected to the first mounting point 16 in the landing gear bay 12; and (iv) an actuator 80, which is rotatably connected to the second lever end 74 and is configured to selectively advance the second lever end 74 in a first direction 82 toward the opening 106 (e.g., downward) and in a second direction 84 away from the opening 106 (e.g., upward).

[0027] The actuator 80 may include a contact portion 81 rotatably connected to the second lever end 74, and a driving portion 83 that selectively advances or drives the contact portion 81 in a first direction 82 and a second direction 84. For example, the actuator 80 may be a linear actuator configured to selectively drive the second lever end 74 downward and upward. The driving portion 83 may be fixedly disposed within the landing gear bay 12, while the contact portion 81 may be freely translatable in the first direction 82 and the second direction 84 (e.g., downward and upward).

[0028] At least one of the connecting member 52, the link 60, and a portion of the lever 70 between the fulcrum 76 and the second lever end 74 can be configured to extend and retract in length. For example, the connecting member 52 can include a corresponding extending / retracting portion 58, the link 60 can include a corresponding extending / retracting portion 68, and / or the lever 70 (between the fulcrum 76 and the second lever end 74) can include a corresponding extending / retracting portion 78. Each of these extending / retracting portions 58, 68, 78 can take various configurations, such as impact, damping, etc., with their extension / retraction constrained to act only along the length of the corresponding connecting member 52, link 60, or lever 70.

[0029] The landing gear door system 20 may further include a support rod 90, 91 having a first support rod end 92, a second support rod end 94, 96 opposite the first support rod end 92, and a length L between the first support rod end 92 and the second support rod end 94, 96. 90 , L 91 The first support rod end 92 can be pivotally connected to the first link end 62 and the second connecting member end 56, and the second support rod ends 94, 96 can be pivotally connected to one of the following mounting points: (i) a second mounting point 18 within the landing gear well 12, and (ii) an alternative second mounting point 19 defined or carried by the outer aircraft skin 11 (e.g., on an interior or inside surface of the outer aircraft skin 11). It should be noted that Figure 1 Two possible connection arrangements for the second support rod ends 94, 96 are illustrated, namely, utilizing a "short" support rod 90 having a second support rod end 94 shown on the left side of the figure, and a "long" support rod 91 having a second support rod end 96 shown on the right side of the figure. For example, the second support rod end 94 of the door 22 on the left side of the figure is pivotally connected to a second mounting point 18 located within the landing gear well 12, while the second support rod end 96 of the door 22 on the right side of the figure is pivotally connected to an alternative second mounting point 19 defined or carried by the outer aircraft skin 11. (Also shown on the left side of the figure is a dashed line representing the outline of a "long" support rod 91, assuming such a support rod 91 is used there instead of the "short" support rod 90).

[0030] It should also be noted that the connecting member 52, the connecting rod 60, and the portion of the lever 70 between the fulcrum 76 and the second lever end 74 can also be configured to extend at a length L. 90 , L 91 The support rods 90 and 91 may be extended and retracted, and the support rods 90 and 91 may include a support rod extender 98 (the support rod extender may also be referred to as a support rod extension / retraction portion 98) configured to selectively advance or allow the support rods 90 and 91 to extend and retract at a length L. 90 , L 91As used herein in the phrase "propel or allow", "propel" means "actively act or cause", while "allow" means "passively cause or allow". For example, the support rod extender 98 can be configured to actively propel or cause the support rods 90, 91 to extend and retract at a length L, such as by electric, pneumatic, mechanical, magnetorheological or other actuation. 90 , L 91 Alternatively, the support rod extender 98 may take the form of a buffer, damper, telescopic arrangement, etc., which passively allows the support rods 90, 91 to be selectively extended and retracted at a length L. (Note that such an actuating device is not shown in the drawings.) 90 , L 91 The first support rod end 92 is extended and retracted, such as by the action of forces from the first link end 62 and the second connecting member end 56 , which are pivotally attached to the first support rod end 92 .

[0031] The first lever end 72 and the second link end 64 may define a first joint J1 therebetween, the first link end 62 and the second connecting member end 56 may define a second joint J2 therebetween, the first connecting member end 54 and the arm 30 may define a third joint J3 therebetween, and the second lever end 74 and the contact portion 81 of the actuator 80 may define a fourth joint J4. Figure 3 As illustrated, the landing gear door system 20 may be configured such that when the first and second joints J1, J2 and the pivot pin 44 are disposed along the generally straight line 110, the third joint J3 is disposed outboard of the generally straight line 110 (i.e., in the outboard direction 88 from the generally straight line 110).

[0032] In operation, the landing gear door system 20 may be placed in the closed position 100 ( ) after the aircraft 15 has lifted off the runway and the landing gear 13 has been retracted into the landing gear well 12 . Figure 1 The landing gear door system 20 will typically remain in the closed position during normal flight so that the smooth outer aircraft skin 11 and outer surface 27 together provide aerodynamic continuity 102 and low drag. Then, just before landing, the landing gear door system 20 can be placed in the open position 100 ( Figure 2 ) so that the landing gear 13 can be extended through the opening 106 for landing. The landing gear door system 20 can continue to remain in the open position 100 during landing and taxiing, and in fact until the aircraft 15 takes off again. It should be noted that each time the landing gear door system 20 transitions between the closed position 100 and the open position 104, it also passes through a series of intermediate positions 108 ( Figure 3 An example of this is shown).

[0033] To cycle the landing gear door system 20 between the closed position 100, the intermediate position 108, and the open position 104, the actuator 80 may be selectively actuated to move the contact portion 81 in a first direction 82 and a second direction 84 (e.g., downward and upward) in a manner that rotates the door 22 about its pivot pin 44. This rotation of the door 22 is achieved by converting the linear motion of the actuator 80 into rotational motion of the door 22 via a series of fixed and movable connections between the actuator 80, the lever 70, the first mounting point 16, the link 60, the connecting member 52, the door 22, and the pivot pin 44 (and optionally the support rods 90, 91 and the second mounting points 18, 19).

[0034] For example, Figures 4A to 4L A series of schematic representations showing how the various components of the mechanism 50 work together to convert the linear motion of the actuator 80 into the rotational motion of the hatch 22 are shown. Figures 4A to 4L In, not Figures 1 to 3 All structures are shown in order to simplify the drawings and make it easier to see the order of movement from one figure to the next. Figures 1 to 3 Here, in Figures 4A to 4L In FIG, solid circles represent rotationally fixed connection points (i.e., at 19, 44, and 76), while hollow circles represent unfixed connection points (i.e., at J1, J2, J3, and J4). It should also be noted that although Figures 4A to 4L The extension / retraction portions 58, 68, 78, 98 are not shown, but may be optionally included. Figure 4A In FIG. 4B , some components are labeled (e.g., arm 30, connecting member 52, connecting rod 60, lever 70, support rod 91 and its respective ends 54, 56, 62, 64, 72, 74), but throughout FIG. Figure 4L These numbers are not repeated.

[0035] exist Figure 4A In FIG, the landing gear door system 20 is in the closed position 100 and the actuator 80 does not cause any movement. Figure 4B In FIG. 8 , the actuator 80 has just begun to actuate the contact portion 81 downward (as indicated by the downward pointing arrow), while in FIG. Figure 4C In FIG4 , the contact portion 81 has begun to push downward on the fourth joint J4. Pressing the fourth joint J4 downward causes the first joint J1 to rotate upward about the fixed fulcrum 76. Similarly, the upward movement of the first joint J1 causes the second joint J2 to move upward and causes the third joint J3 to rotate counterclockwise about the fixed pivot pin 44. Figure 4DThe actuator 80 is shown pushing the fourth joint J4 further downward, which causes the first joint J1 and the second joint J2 to move further upward and the third joint J3 to rotate further counterclockwise about the pivot pin 44. Figure 4D In the illustrated arrangement, the total length of the components between the first joint J1 and the pivot pin 44 reaches its maximum, and at this point, the actuator 80 stops its downward thrust on the fourth joint J4. At this point, the counterclockwise rotational momentum of the third joint J3 (and the hatch 22) continues to support further counterclockwise rotation of the third joint J3 (and the hatch 22) about the pivot pin 44, and the actuator 80 then switches from downward thrust to upward thrust on the fourth joint J4.

[0036] Next, Figure 4E The confluence of three nearly simultaneous actions is shown: (i) continued counterclockwise movement of the third joint J3 (and the hatch 22); (ii) the actuator 80 pushing the fourth joint J4 upward (which also causes the first joint J1 to rotate downward); and (iii) the rightward force exerted on the second joint J2 by ​​the optional support rods 90, 91. This combination of actions further promotes the counterclockwise movement of the third joint J3 (and the hatch 22). It should also be noted that the third joint J3 is located outside the generally straight line 110 (as shown in FIG. Figure 3 ), which also promotes further counterclockwise movement of the third joint J3 (and the hatch 22). Figure 4F Illustrated Figure 4E As a result of the continuous action and movement, the hatch 22 is now fully rotated and the opening 106 is fully presented. Figure 4G The actuator 80 is shown having ceased its upward thrust, and the landing gear door system 20 is in the fully open position 104. In this position, the landing gear 13 (not shown) can be extended for landing.

[0037] After takeoff, the landing gear 13 may be retracted and the landing gear door system 20 may be moved from the open position 104 to the closed position 100 . Figure 4H The beginning of the sequence is shown with the actuator 80 again pushing the fourth joint J4 downward, which causes upward movement of the first and second joints J1 and J2 and clockwise rotation of the third joint J3 (and the door 22 ) about the pivot pin 44 . Figure 4I Further downward advancement of the actuator 80 is illustrated, which results in continued clockwise rotation of the third joint J3 (and the hatch 22). (Note that Figure 4I The arrangement of the components in the Figure 4D Then, in Figure 4J In , the actuator 80 stops pushing the fourth joint J4 downward and starts pushing the fourth joint J4 upward (as indicated by the upward pointing arrow). Figure 4KIn the embodiment, the actuator 80 continues to push the fourth joint J4 upward until the third joint J3 moves clockwise enough to move the hatch 22 to the closed position 100, at which time the actuator 80 stops pushing the fourth joint J4 upward. Figure 4L It should be noted that in some cases, when the actuator 80 is not pushing the fourth joint J4 upward or downward (such as Figure 4A 、 Figure 4G as well as Figure 4L As shown), the drive portion 83 can act to "lock" the contact portion 81 into its current position, thereby keeping the hatch 22 open (as shown). Figure 4G as shown) or turn it off (as shown Figure 4A and Figure 4L shown).

[0038] According to another embodiment, a nose landing gear door system 20 of a nose landing gear well 12 includes: a door 22 pivotable about a pivot pin 44, the pivot pin being configured to be disposed on the fuselage 10 in the longitudinal direction 21, the door 22 having a door panel 24 rigidly connected to an arm 30 such that the door panel 24 and the arm 30 generally form a V-shape 40 as viewed from the longitudinal direction 21; and a mechanism 50 configured to be mounted within the nose landing gear well 12, the mechanism being configured to rotate the door 22 about the pivot pin 44 between a closed position 100 and an open position 104, wherein in the closed position, an outer surface 27 of the door panel 24 is configured to provide aerodynamic continuity with the outer aircraft skin 11 of the fuselage 10, and in the open position, the door 22 is rotated into the nose landing gear well 12 and the opening 106 is exposed. The mechanism 50 includes a connecting member 52 having opposite first and second connecting member ends 54 and 56, wherein the first connecting member end 54 is pivotally connected to the arm 30; a link 60 having opposite first and second link ends 62 and 64, wherein the first link end 62 is pivotally connected to the second connecting member end 56; a lever 70 having opposite first and second lever ends 72 and 74 and a fulcrum 76 between the first and second lever ends 72 and 74, wherein the first lever end 72 is pivotally connected to the second link end 64, and the fulcrum 76 is configured to be rotatably connected to the first mounting point 16 in the nose landing gear well 12; and an actuator 80 rotatably connected to the second lever end 74 and configured to selectively urge the second lever end 74 in a first direction 82 toward the opening 106 and in a second direction 84 away from the opening 106.

[0039] At least one of the connecting member 52, the link 60, and a portion of the lever 70 between the fulcrum 76 and the second lever end 74 may be configured to extend at a length L. 52 , L 60 , L78 The nose gear door system 20 may further include a support rod 90, 91 having opposing first and second support rod ends 92, 94, 96, wherein the first support rod end 92 is pivotally connected to the first link end 62 and the second connecting member end 56, and the second support rod end 94, 96 is pivotally connected to one of (i) the second mounting point 18 within the nose gear bay 12 and (ii) the outer aircraft skin 11, 19. The support rods 90, 91 may include a support rod extender or extension / retraction portion 98 configured to selectively advance or allow the support rods 90, 91 to extend and retract at a length L. 90 , L 91 The first lever end 72 and the second link end 64 may define a first joint J1 therebetween, the first link end 62 and the second connecting member end 56 may define a second joint J2 therebetween, and the first connecting member end 54 and the arm 30 may define a third joint J3 therebetween, wherein when the first and second joints J1, J2 and the pivot pin 44 are arranged along the substantially straight line 110, the third joint J3 is arranged outside of the substantially straight line 110.

[0040] According to yet another embodiment, a nose gear door system 20 for an aircraft 15 includes: (a) a fuselage 10 having a nose gear well 12 surrounded by an outer aircraft skin 11; (b) a door 22 pivotable about a pivot pin 44 disposed on the fuselage 10 in a longitudinal direction 21, the door 22 having a door panel 24 rigidly connected to an arm 30 such that the door panel 24 and the arm 30 generally form a V-shape as viewed in the longitudinal direction 21. shape 40; and (c) a mechanism 50 mounted within the nose gear well 12 and configured to rotate the door 22 about the pivot pin 44 between a closed position 100 and an open position 104, in which the outer surface 27 of the door panel 24 is configured to provide aerodynamic continuity 102 with the outer aircraft skin 11 of the fuselage 10, and in the open position, in which the door 22 is rotated into the nose gear well 12 and the opening 106 is exposed. In this embodiment, the mechanism 50 includes: (i) a connecting member 52 having opposite first and second connecting member ends 54 and 56, wherein the first connecting member end 54 is pivotally connected to the arm 30; (ii) a link 60 having opposite first and second link ends 62 and 64, wherein the first link end 62 is pivotally connected to the second connecting member end 56; (iii) a lever 70 having opposite first and second lever ends 72 and 74 and a fulcrum 76 between the first and second lever ends 72 and 74, wherein the first lever end 72 is pivotally connected to the second link end 64 and the fulcrum 76 is rotatably connected to the first mounting point 16 within the front landing gear bay 12; and (iv) an actuator 80 rotatably connected to the second lever end 74 and configured to selectively advance the second lever end 74 in a first direction 82 toward the opening 106 and in a second direction 84 away from the opening 106.

[0041] In this embodiment, the nose gear door system 20 may further include a support rod 90, 91 having opposed first and second support rod ends 92, 94, 96, wherein the first support rod end 92 is pivotally connected to the first link end 62 and the second connecting member end 56, and the second support rod ends 94, 96 are pivotally connected to the second mounting point 18 within the nose gear well 12 and one of the outer aircraft skins 11, 19. Furthermore, in this embodiment, the first lever end 72 and the second link end 64 may define a first joint J1 therebetween, the first link end 62 and the second connecting member end 56 may define a second joint J2 therebetween, and the first connecting member end 54 and the arm 30 may define a third joint J3 therebetween, wherein when the first and second joints J1, J2 and the pivot pin 44 are positioned along the generally straight line 110, the third joint J3 is positioned outboard of the generally straight line 100.

[0042] It should be noted that in some configurations of the landing gear door system 20, the orientation and / or positioning of the link 60 and lever 70 (and possibly the support rods 90, 91) may be substantially the same for the closed position 100 and the open position 104, as shown by comparing Figures 4A to 4B and Figures 4K to 4L (shown in closed position 100) with Figures 4F to 4G (Showing open position 104) can be seen.

[0043] The above description is intended to be illustrative rather than restrictive. Although the size and type of the materials described herein are intended to be illustrative, they are by no means restrictive, but rather serve as exemplary embodiments. In the appended claims, the use of the terms "first", "second", "top", "bottom", etc. is merely used as labels, rather than being intended to impose numerical or positional requirements on their objects. As used herein, elements or steps stated in the singular and preceded by "one" or "one" should be understood as not excluding multiple such elements or steps, unless such exclusion is explicitly stated. In addition, the phrase "at least one of A and B" and the phrase "A and / or B" should each be understood to mean "only A, only B, or both A and B". In addition, unless expressly provided otherwise, an embodiment that "includes" or "has" an element or multiple elements containing a special characteristic may include additional such elements that do not contain the characteristic. And when broadly descriptive adverbs such as "substantially" and "generally" are used herein to modify adjectives, these adverbs mean "for the most part," "to a significant extent," and / or "to a large extent," and do not necessarily mean "perfectly," "completely," "strictly," or "entirely." In addition, the word "close" may be used herein to describe the position of an object or a portion thereof relative to another object or a portion thereof, and / or to describe the positional relationship of two objects or their respective portions relative to each other, and may mean "near," "adjacent," "close to," "near," "at," etc.

[0044] Item 1. According to one aspect of the present disclosure, a component transfer system is provided, which includes: a movable support; a plurality of arms connected to the movable support; an end effector connected to each of the plurality of arms, the end effector including a main body and a plurality of dividers each connected to the main body, the plurality of dividers dividing the main body into a plurality of partitions, and the end effector including a plurality of vacuum ports each fluidly connected to one of the plurality of partitions; and a vacuum source, the vacuum source fluidly connected to at least one of the plurality of vacuum ports, wherein each of the plurality of vacuum ports is configured to extract fluid from the plurality of partitions to establish a vacuum between the end effector and a component engaged with the end effector, thereby fixing the component to the end effector.

[0045] Item 2. A component transfer system according to Item 1, wherein the component transfer system further includes a plurality of sensors, each of which is connected to one of the plurality of partitions, wherein each of the plurality of sensors is configured to sense whether the pressure in each of the plurality of partitions is equal to or less than a predetermined pressure threshold, and the end effector is configured to be fixed to the component when the pressure in at least one of the plurality of partitions is equal to or less than the predetermined pressure threshold.

[0046] Clause 3. The component transfer system of clause 2, wherein at least one sensor of the plurality of sensors is a flow sensor.

[0047] Clause 4. The component transfer system of Clause 2, wherein at least one sensor of the plurality of sensors is a passive pressure sensor.

[0048] Clause 5. The component transfer system of Clause 1, wherein the plurality of partitions include at least a first partition and a second partition, and the first partition and the second partition are detachably coupled to each other.

[0049] Clause 6. The component transfer system of Clause 1, wherein the vacuum source is configured to selectively extract the fluid from at least one of the plurality of zones.

[0050] Clause 7. The component transfer system of Clause 1, further comprising a kitting tray configured to receive the component, wherein the movable support is configured to move to place the component on the kitting tray.

[0051] Clause 8. A component transfer system according to clause 7, wherein the vacuum source is a first vacuum source, and the component transfer system further comprises a second vacuum source in fluid communication with the kit tray, the kit tray comprising a tray body and a plurality of vacuum tray ports extending through the tray body, and each of the plurality of vacuum tray ports is in fluid communication with the second vacuum source to draw gas from the plurality of vacuum tray ports to secure the component to the kit tray when the component is placed on the kit tray.

[0052] Clause 9. The part transfer system of Clause 8, further comprising an indexing mechanism configured to align the end effector with the former and with the mating tray.

[0053] Clause 10. The component transfer system of Clause 9, wherein the indexing mechanism is a cup / cone system.

[0054] Clause 11. The component transfer system of clause 8, further comprising a controller in communication with the first vacuum source, wherein the controller is programmed to command the first vacuum source to be fluidically disconnected from the plurality of vacuum ports of the end effector when the plurality of vacuum tray ports are in fluid communication with the second vacuum source.

[0055] Clause 12. The part transfer system of Clause 1, wherein the end effector has a maximum length, and at least two of the plurality of vacuum ports are spaced apart from one another along the maximum length of the end effector.

[0056] Item 13. According to another aspect of the present disclosure, a method for transferring a part is provided, the method comprising the following steps: activating a vacuum source, wherein the vacuum source is fluidly connected to a plurality of partitions of an end effector, the end effector comprising a plurality of vacuum ports, each of which is fluidly connected to at least one of the plurality of partitions; moving the end effector toward the part until the end effector engages the part; maintaining the end effector stationary after the end effector engages the part until a pressure in at least one of the plurality of partitions is equal to or less than a predetermined pressure threshold; and moving the end effector together with the part toward a matching pallet until the part is placed on the matching pallet.

[0057] Item 14. The method according to Item 13 further includes the following steps: using multiple sensors to sense the pressure in each of the multiple partitions, wherein each of the multiple sensors is configured to sense whether the pressure in each of the multiple partitions is equal to or less than a predetermined pressure threshold, and the end effector is configured to be fixed to the component when the pressure in at least one of the multiple partitions is equal to or less than the predetermined pressure threshold.

[0058] Clause 15. The method of clause 13, further comprising the step of separating at least one of the plurality of partitions from the remainder of the plurality of partitions.

[0059] Clause 16. The method of Clause 13, further comprising the step of preventing fluid flow between the vacuum source and at least one vacuum port of the plurality of vacuum ports.

[0060] Clause 17. The method of clause 13, wherein the vacuum source is a first vacuum source, and the method further comprises the step of fluidly disconnecting the vacuum source from the plurality of vacuum ports of the end effector after placing the component on the kitting pallet, wherein the kitting pallet includes a pallet body and a plurality of vacuum pallet ports extending through the pallet body, and each of the plurality of vacuum pallet ports is fluidly connected to a second vacuum source to extract gas from the plurality of vacuum pallet ports to secure the component to the kitting pallet when the component is placed on the kitting pallet.

[0061] Clause 18. The method of clause 17, further comprising the step of fluidly connecting the second vacuum source to the plurality of vacuum tray ports to draw gas from the plurality of vacuum tray ports to secure the component to the kit tray after the component is positioned on the kit tray.

[0062] Clause 19. The method of clause 18, further comprising the step of: commanding, via a controller, activation of the second vacuum source to extract the gas from the plurality of vacuum tray ports.

[0063] Clause 20. The method of clause 13, further comprising the step of aligning the component with the kitting pallet using an indexing mechanism while simultaneously moving the end effector along with the component toward the kitting pallet.

[0064] This written description uses examples, including the best mode, to enable any person skilled in the art to make and use devices, systems, and compositions of matter according to the present disclosure and to perform the methods of the present disclosure. The following claims, including equivalents, define the scope of the present disclosure.

Claims

1. A landing gear door system for a landing gear bay, the landing gear door system comprising: a door capable of pivoting about a pivot pin configured to be disposed on the fuselage in a longitudinal direction, the door having a door panel rigidly connected to an arm such that the door panel and the arm generally form a V-shape as viewed in the longitudinal direction; as well as a mechanism configured to rotate the door about the pivot pin between a closed position in which an outer surface of the door panel is configured to provide aerodynamic continuity with an outer aircraft skin of the fuselage and an open position in which the door is rotated into the landing gear well and the opening is exposed, wherein the mechanism comprises: a connecting member having opposing first and second connecting member ends, wherein the first connecting member end is pivotally connected to the arm; a connecting rod having opposing first and second connecting member ends, wherein the first connecting member end is pivotally connected to the second connecting member end; a lever having first and second opposing lever ends and a fulcrum between the first and second lever ends, wherein the first lever end is pivotally connected to the second link end and the fulcrum is configured to rotatably connect to a first mounting point within the landing gear well; and An actuator is rotatably connected to the second lever end and is configured to selectively urge the second lever end in a first direction toward the opening and in a second direction away from the opening.

2. The landing gear door system according to claim 1, wherein: The door panel and the arm are rigidly connected to each other at an apex of the door, and wherein the pivot pin extends through the apex.

3. The landing gear door system according to claim 1, wherein: The pivot pin is configured to rotatably connect with one of the outer aircraft skin and a mounting structure within the landing gear well.

4. The landing gear door system according to claim 1, wherein: The mechanism is configured to be mounted within the landing gear well.

5. The landing gear door system according to claim 1, wherein: The door panel has a curved profile as viewed in the longitudinal direction to provide aerodynamic continuity with the outer aircraft skin in the closed position.

6. The landing gear door system according to claim 1, wherein: The arm has an arcuate or curved profile as viewed in the longitudinal direction, wherein the arcuate or curved profile has an apex extending away from the door panel.

7. The landing gear door system according to claim 1, wherein: At least one of the connecting member, the link, and a portion of the lever between the fulcrum and the second lever end is configured to extend and retract in length.

8. The landing gear door system of claim 1 , further comprising a support rod having opposite first and second support rod ends, wherein: The first support rod end is pivotally connected to the first link end and the second connecting member end, and the second support rod end is pivotally connected to one of a second mounting point within the landing gear well and the outer aircraft skin.

9. The landing gear door system according to claim 8, wherein: The support rod is configured to extend and retract in length.

10. The landing gear door system according to claim 9, wherein: The support rod includes a support rod extender configured to selectively advance or allow the support rod to extend and retract in length.

11. The landing gear door system according to claim 1, wherein: The first lever end and the second link end define a first joint therebetween, the first link end and the second connecting member end define a second joint therebetween, the first connecting member end and the arm define a third joint therebetween, and wherein, when the first and second joints and the pivot pin are arranged along a generally straight line, the third joint is arranged outside of the generally straight line.

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