Landing wheel device of wing-in-ground-effect vehicle with three-point load distribution

Abstract

The invention relates to a three-point load-distributed ground effect wing landing wheel device, comprising a first transverse strong frame and a second transverse strong frame arranged at intervals along the longitudinal direction of a hull, a support seat being installed between the lower part of the first transverse strong frame and the hull floor, a second bracket being installed on the side of the first transverse strong frame, and the second bracket and the support seat being used to support and install a wheel arm; the wheel arm comprising a transverse portion extending along the transverse direction of the hull and a swinging portion extending outward from the hull, and a tire assembly being rotatably installed at the end of the swinging portion; and a support rod being bendable in the longitudinal direction, with two ends of the support rod being rotatably installed on the outer side surface of the second transverse strong frame and the wall surface of the swinging portion respectively; the support rod is extended or bent under the push-pull action of the retracting and retracting push rod, driving the swinging portion to rotate with the axial direction of the transverse portion as the center of the circle, thereby switching between upward retraction and downward extension of the tire assembly; and the arrangement of the first bracket, the second bracket, the support seat and the support rod enables the retraction and extension of the landing wheel, and can also effectively disperse the force applied to the landing wheel during driving.

Description

Technical Field

[0001] The invention relates to the technical field of wing-in-ground-effect craft, in particular to a three-point load-distributed wing-in-ground-effect craft landing wheel device. Background Art

[0002] Wing-in-ground-effect vehicles (WIG) are high-speed, specialized vessels capable of taking off and landing on water. They can achieve ultra-low-altitude water-skimming flight, aircraft-like high-altitude flight, and ship-like displacement navigation. They often need to land for maintenance, commissioning, and cargo loading and unloading. Unlike aircraft landing gear, their landing wheels don't need to withstand the impact loads of takeoff and landing on the ground. They are used only for launching and disembarking from the water and for low-speed travel on land. When traveling on the ground, they rely on a tractor.

[0003] In the existing technology, the hull frame, skin and wings of ground effect vehicles are usually made of metal materials such as aluminum alloy. The landing wheels are often installed in high-strength and high-rigidity parts such as the hull strong frame or wing main beam. Due to their strong local load-bearing capacity, metal materials can locally resist the concentrated loads of the landing wheels in three directions: vertical ground, braking and lateral.

[0004] With the increasing demand for lightweight WIG designs and advancements in composite materials processing, the proportion of composite materials in key structures such as the frame, skin, and wings of WIG vehicles has increased, gradually evolving into all-composite structures. Composite materials have higher specific strength than metals, but their local load-bearing capacity is poor, making them unable to withstand the large concentrated loads of landing wheels on WIG vehicles.

[0005] The authorized invention patent, "A Landing Wheel Device for Wing-in-Ground Effect Vehicles," with application number 202010679822.2, discloses a rear landing wheel device that relies on a servo motor to drive a pair of bevel gears for retraction and extension, and a propulsion cylinder to drive a rocker arm for locking. The landing wheel is fixedly mounted by clamping the hull with two inner and outer mounting plates. This landing wheel device can only transmit ground loads to the hull through the hull clamped between the two mounting plates. When braking on the ground, the ground vertical direction, braking direction, and lateral loads are concentrated on the small hull, which simultaneously bears multiple loads such as positive pressure, shear, bending, and torsion, posing a significant challenge to the hull structural design.

[0006] Therefore, how to effectively disperse the local loads of the landing wheel in the vertical, braking and lateral directions on the hull has become a difficulty in the design of landing wheels in composite ground effect vehicles. Summary of the Invention

[0007] In response to the shortcomings of the above-mentioned existing production technology, the applicant provides a rationally structured three-point load-distributed ground effect wing vehicle landing wheel device, which realizes the retraction and extension of the landing wheel and can effectively disperse the forces acting on the landing wheel during driving, greatly contributing to improving the hull structure design of the composite ground effect wing vehicle.

[0008] The technical solutions adopted in the present invention are as follows:

[0009] A load three-point distributed ground effect wing landing wheel device comprises a first transverse strong frame and a second transverse strong frame arranged at intervals along the longitudinal direction of the hull, a support seat is installed between the lower part of the first transverse strong frame located in the hull and the hull floor, a bracket second is installed on the side of the first transverse strong frame located at the end of the support seat, and the bracket second and the support seat jointly support and install a wheel arm; the wheel arm comprises a transverse part installed on the bracket second along the transverse direction of the hull, a swing part is vertically extended at the end of the transverse part extending outward from the hull, and a tire assembly is rotatably installed at the end of the swing part; the support A bracket one is fixedly mounted on the seat, and the bracket one and the bracket two are arranged in parallel along the length direction of the transverse part at intervals. A bushing is installed on the inner ring of the bracket one, and the transverse part passes through the bearing and then the bushing toward the inside of the hull; it also includes a support rod that can be bent in the length direction, one end of the support rod is rotatably mounted on the outer side surface of the second transverse strong frame, and the other end of the support rod is rotatably mounted on the wall surface of the swinging part located above the tire assembly; the support rod is expanded or bent under the push-pull action of the retracting and discharging push, driving the swinging part to rotate with the axial direction of the transverse part as the center of the circle, thereby switching the tire assembly to be retracted upward or pushed out downward.

[0010] As a further improvement of the above technical solution:

[0011] The loads borne by the tire assembly during driving in the direction perpendicular to the ground, the loads along the lateral direction of the hull, and the loads in the braking direction are dispersed to the first transverse strong frame, the second transverse strong frame and the support seat through the first bracket, the second bracket, the support seat and the end of the support rod.

[0012] It also includes a skin, and a second bracket is arranged in contact with the inner side of the skin. A bearing is fixedly installed on the inner ring of the second bracket, and the transverse part of the wheel arm passes through the inner hole of the bearing to form a rotating installation; the vertical load applied to the tire assembly by the ground is dispersed to the first transverse strong frame through the bearing and the second bracket.

[0013] A limit ring 1 and a limit ring 2 are spaced apart on the transverse part between the bearing and the bushing, the side of the limit ring 1 is arranged close to the bearing, and the side of the limit ring 2 is arranged close to the bushing; a limit pin is installed along the radial direction through the transverse part and the limit ring 1, and the same limit pin is installed along the radial direction through the transverse part and the limit ring 2; the limit ring 1 is combined with the limit ring 2 to limit the wheel arm along the transverse direction.

[0014] The second transverse strong frame is located behind the first transverse strong frame. When the tire assembly is on the ground and running, the support rod is unfolded in a straight line. The reverse braking force borne by the tire assembly is transmitted and dispersed to the second transverse strong frame at the rear through the support rod.

[0015] The support rod is a two-section structure, including an upper support rod and a lower support rod that are rotatably connected via a hinge assembly. The upper support rod and the lower support rod are rotated to be located in the same axial direction or to form an angle; there is a distance between the geometric axes of the length directions of the upper support rod and the lower support rod and the rotation axes of their relative rotation.

[0016] The opposite ends of the upper support rod and the lower support rod are respectively installed with a concave part and a convex part, the convex part extends to the inner side of the concave part and is penetrated by a rotating shaft to form a rotating connection, and there is a distance between the axial direction of the rotating shaft and the axial direction of the upper support rod and the axial direction of the lower support rod; when the upper support rod and the lower support rod are rotated to be located in the same straight line, the adjacent sides of the concave part and the convex part are abutted against each other.

[0017] The upper support rod and the lower support rod are also jointly installed with a wheel retracting electromagnetic assembly and a wheel releasing electromagnetic assembly; when the upper support rod and the lower support rod rotate relative to each other to the same straight line, the two electromagnets in the wheel releasing electromagnetic assembly approach each other and contact each other and are energized and attracted; when the upper support rod and the lower support rod rotate relative to each other to a preset angle, the two electromagnets in the wheel retracting electromagnetic assembly approach each other and contact each other and are energized and attracted.

[0018] When the tire assembly is retracted upward or pushed downward, the rotation direction of the lateral part of the wheel arm is opposite; a retraction and extension limit assembly is installed between the tail end of the lateral part and the support seat when the two directions are rotated into place; it also includes a wheel retraction locking assembly, which locks the freedom of the lateral part to rotate in the opposite direction when the tire assembly is retracted upward.

[0019] The structure of the retractable and extendable limit assembly is as follows: it includes an extension portion extending outward from the tail end of the horizontal portion of the wheel arm, and two limit blocks are arranged on the outer wall surface of the extension portion, and the two limit blocks are located at different axial positions of the extension portion and staggered with each other in the circumferential direction; it also includes a limit wheel corresponding to the two limit blocks, and the contact between the limit wheel and the limit block serves as the contact point of the limit switch. After the limit switch senses the touch, it prompts the retractable and extendable push to stop the action.

[0020] The beneficial effects of the present invention are as follows:

[0021] The present invention has a compact and reasonable structure and is easy to operate and use. The support rod is expanded or bent under the push-pull action of the retracting and retracting propeller, driving the swinging part to rotate with the axial direction of the transverse part as the center of the circle, thereby switching the tire assembly to be retracted upward or pushed downward, thereby realizing the retraction and extension of the landing wheel; through the arrangement of the first bracket, the second bracket, the support seat and the support rod, the three-dimensional load on the composite material structure of the hull through the landing wheel during driving can be effectively dispersed, thereby improving the reliability of the connection between the landing wheel and the hull, and greatly contributing to the improvement of the hull structure design of the composite material ground effect craft;

[0022] In the present invention, the arrangement of the wheel retracting electromagnetic assembly and the wheel deploying electromagnetic assembly effectively ensures that the landing wheels are retracted and deployed reliably, so that the landing wheels are reliable and stable during travel, and the landing wheels are also kept in a reliably folded state when retracted to avoid flight jitter.

[0023] By setting up the wheel-retracting locking assembly and combining it with the wheel-retracting electromagnetic assembly, double insurance is provided for maintaining the landing wheel in the retracted state, effectively ensuring the flight safety of the ground effect vehicle in the retracted state. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the structure of the present invention installed on the hull.

[0025] Figure 2 It is a structural schematic diagram of the present invention when the wheel is in the released state.

[0026] Figure 3 for Figure 2 A partial enlarged view of point A in the middle.

[0027] Figure 4 This is a schematic diagram of the installation of the transverse portion of the present invention on the support seat.

[0028] Figure 5 It is a structural schematic diagram of the hinge assembly of the present invention.

[0029] Figure 6 It is a structural schematic diagram of the present invention in the wheel-retracting state.

[0030] Figure 7 for Figure 6 A partial enlarged view of point B in the middle.

[0031] Figure 8 It is a structural schematic diagram of the retractable and extendable limiting assembly of the present invention.

[0032] Among them: 2. Retractable push rod; 3. Support seat; 4. Wheel arm; 5. Tire assembly; 6. Support rod; 8. Articulated assembly; 9. Retractable wheel locking assembly; 10. Retractable and extendable limit assembly;

[0033] 11. First transverse strong frame; 12. Second transverse strong frame; 13. Skin;

[0034] 21. Support 1;

[0035] 31. Bracket 1; 32. Bracket 2; 33. Bearing;

[0036] 41. Horizontal portion; 42. Swinging portion; 43. Extending portion; 44. Limiting ring 1; 45. Limiting ring 2; 46. Limiting pin;

[0037] 60. Support 2; 61. Upper support rod; 62. Lower support rod;

[0038] 71. Retracting wheel electromagnetic assembly; 72. Retracting wheel electromagnetic assembly;

[0039] 81. convex part; 82. rotating shaft; 83. concave part;

[0040] 91. Locking electric pusher; 92. Guide rail assembly; 93. Support block; 94. Lug;

[0041] 101. Limit block; 102. Limit wheel; 103. Wheel seat. DETAILED DESCRIPTION

[0042] The specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0043] like Figure 1 and Figure 2 As shown, the load three-point distributed ground effect wing landing wheel device of this embodiment includes a first transverse strong frame 11 and a second transverse strong frame 12 arranged at intervals along the longitudinal direction of the hull, a support seat 3 is installed between the lower part of the first transverse strong frame 11 located in the hull and the hull floor, and a bracket 2 32 is installed on the side of the first transverse strong frame 11 located at the end of the support seat 3, and the bracket 2 32 and the support seat 3 jointly support and install a wheel arm 4; the wheel arm 4 includes a transverse portion 41 installed on the bracket 2 32 along the transverse direction of the hull, and a swing portion 42 extends vertically from the end of the transverse portion 41 extending outward from the hull, and a tire assembly 5 is rotatably installed at the end of the swing portion 42; a bracket 1 31 is fixedly mounted on the support seat 3, and the bracket 1 31 and the bracket 2 32 are arranged in parallel along the length direction of the transverse portion 41 at intervals, and a bushing is installed on the inner ring of the bracket 1 31, and the transverse portion 41 passes through the bearing 33 toward the inside of the hull and then passes through the bushing; thereby, the support and installation of the transverse portion 41 of the wheel arm 4 are jointly achieved by the bearings 33 and the bushing arranged at intervals;

[0044] It also includes a support rod 6 that can be bent in the length direction, one end of the support rod 6 is rotatably mounted on the outer side of the second transverse strong frame 12, and the other end of the support rod 6 is rotatably mounted on the wall surface of the swinging portion 42 located above the tire assembly 5; the support rod 6 is expanded or bent under the push-pull action of the retracted and retracted electric pusher 2, driving the swinging portion 42 to rotate with the axial direction of the transverse portion 41 as the center of the circle, thereby switching the tire assembly 5 to be retracted upward or pushed out downward, thereby realizing the retraction and extension of the landing wheel.

[0045] In this embodiment, by setting the bracket 1 31, the bracket 2 32, the support seat 3 and the support rod 6, the three-dimensional load on the composite material hull through the landing wheel device during driving can be effectively dispersed, thereby improving the reliability of the connection between the landing wheel and the hull.

[0046] In this embodiment, the load in the direction perpendicular to the ground, the load in the lateral direction of the hull, and the load in the braking direction borne by the tire assembly 5 during driving are dispersed to the first lateral strong frame 11, the second lateral strong frame 12 and the support seat 3 through the bracket 1 31, the bracket 2 32, the support seat 3 and the end of the support rod 6.

[0047] exist Figure 3 In the embodiment shown, a skin 13 is also included, and a second bracket 32 is arranged in contact with the inner side of the skin 13. A bearing 33 is fixedly installed on the inner ring of the second bracket 32, and the transverse portion 41 of the wheel arm 4 passes through the inner hole of the bearing 33 to form a rotating installation; the vertical load applied to the tire assembly 5 by the ground is dispersed to the first transverse strong frame 11 via the bearing 33 and the second bracket 32.

[0048] In this embodiment, a support 21 is installed on the outer side surface of the skin 13 at the first transverse strong frame 11, and the support 21 is rotatably installed with the tail end of the retractable thruster 2; a support 2 60 is installed on the outer side surface of the skin 13 at the second transverse strong frame 12, and the support 2 60 is rotatably installed with the end of the support rod 6; thereby realizing the rotational installation and position layout of the retractable thruster 2 and the support rod 6 relative to the hull.

[0049] In this embodiment, a reinforcement plate can also be installed on the outer surface of the skin 13 at the position of the second bracket 32, and the transverse portion 41 passes through the reinforcement plate, the skin 13 and the second bracket 32 from the outside to the inside in sequence; the reinforcement plate, the skin 13 and the second bracket 32 are simultaneously penetrated by bolts to achieve relative fixed installation.

[0050] Of course, the bottom edge of the second bracket 32 can also be bent and extended toward the support seat 3 to form a flange, and the flange can be locked relative to the support seat 3 by fasteners to further enhance and ensure the strength of the structure at the installation location of the wheel arm 4.

[0051] exist Figure 4 In the embodiment shown, the wheel arm 4 is provided with a skin 13, in particular, passes through the position of the bearing 33 at the bracket 2 32, forming a mounting fulcrum; when the tire assembly 5 below the wheel arm 4 is subjected to a load along the transverse direction of the hull, a torque will be generated on the wheel arm 4 around the mounting fulcrum; since the rear end of the transverse portion 41 of the wheel arm 4 is mounted on the bracket 1 31 via a bushing, that is, the transverse portion 41 is jointly supported by the bearing at the bracket 2 32 and the bushing at the bracket 1 31, the torque generated at the mounting fulcrum will be offset by the bushing via the bracket 1 31, that is, the counter-torque balance is provided by the bracket 1 31, and the force is transmitted and dissipated to the bracket 2 32 via the bracket 1 31, thereby reliably offsetting the load along the transverse direction of the hull borne by the tire assembly 5.

[0052] Furthermore, a limit ring 1 44 and a limit ring 2 45 are spaced apart on the transverse portion 41 between the bearing 33 and the bushing. The side of the limit ring 1 44 is arranged close to the bearing 33, and the side of the limit ring 2 45 is arranged close to the bushing. A limit pin 46 is installed radially through the transverse portion 41 and the limit ring 1 44, and the same limit pin 46 is installed radially through the transverse portion 41 and the limit ring 2 45. The limit ring 1 44 and the limit ring 2 45 constitute a limit for the wheel arm 4 along the axial direction of the transverse portion 41, thereby effectively preventing the wheel arm 4 from moving axially in the transverse portion 41.

[0053] In this embodiment, since the support seat 3 is connected to the first transverse strong frame 11 of the hull and the hull floor, the support seat 3 can reliably provide support force for installing and supporting the transverse part 41 of the wheel arm 4 and offset the load force in the corresponding direction.

[0054] Furthermore, the second transverse strong frame 12 is located behind the first transverse strong frame 11. When the tire assembly 5 is on the ground and running, the support rod 6 is unfolded in a straight line, and the reverse braking force borne by the tire assembly 5 is transmitted through the support rod 6 and dispersed to the second transverse strong frame 12 at the rear.

[0055] Furthermore, the support rod 6 is a two-section structure, including an upper support rod 61 and a lower support rod 62 that are rotatably connected via a hinge assembly 8. The upper support rod 61 and the lower support rod 62 are rotated to be located in the same axial direction or to form an angle, thereby forming a support rod 6 with a bendable structure; there is a distance between the geometric axes of the length directions of the upper support rod 61 and the lower support rod 62 and their relative rotation axes.

[0056] exist Figure 5 In the embodiment shown, a concave part 83 and a convex part 81 are respectively installed at the opposite ends of the upper support rod 61 and the lower support rod 62. The convex part 81 extends to the inner side of the concave part 83 and is penetrated by a rotating shaft 82 to form a rotational connection. There is a distance between the axial direction of the rotating shaft 82 and the axial direction of the upper support rod 61 and the axial direction of the lower support rod 62. When the upper support rod 61 and the lower support rod 62 rotate to be in the same straight line, the adjacent sides of the concave part 83 and the convex part 81 are abutted against each other.

[0057] The rotating shaft 82 deviates from the axis of the support rod 6 by 10 mm, and the contact plane of the concave part 83 and the convex part 81 is on the other side of the axis of the two struts. This design can increase the effective force transmission area of the upper strut 61 and the lower strut 62, and ensure that the planes of the concave part 83 and the convex part 81 are always in contact when the ground effect vehicle is bumpy. The axes of the upper strut 61 and the lower strut 62 always coincide, and the load is always effectively transmitted between the upper strut 61 and the lower strut 62.

[0058] In this embodiment, the end of the upper support rod 61 extends between the inner walls of the concave part 83 and is connected by welding, which reliably increases the weld area and improves the reliability of the welding connection; similarly, the end of the lower support rod 62 also extends to the inside of the convex part 81, effectively improving and ensuring the welding quality and welding reliability.

[0059] In this embodiment, the side surfaces where the convex member 81 and the concave member 83 abut against each other are configured as a planar structure.

[0060] The arrangement of the convex member 81 and the concave member 83 helps to increase the effective area of load transfer, especially the effective transfer of the braking load between the upper and lower parts of the support rod 6.

[0061] Further, if Figure 5 As shown, the upper support rod 61 and the lower support rod 62 are also commonly installed with a wheel-retracting electromagnetic assembly 71 and a wheel-releasing electromagnetic assembly 72; when the upper support rod 61 and the lower support rod 62 rotate relative to each other to the same straight line, the two electromagnets in the wheel-releasing electromagnetic assembly 72 approach each other and contact and are energized and attracted; when the upper support rod 61 and the lower support rod 62 rotate relative to each other to a preset angle, the two electromagnets in the wheel-retracting electromagnetic assembly 71 approach each other and contact and are energized and attracted.

[0062] In this embodiment, the arrangement of the wheel-retracting electromagnetic assembly 71 and the wheel-release electromagnetic assembly 72 effectively ensures that the landing wheels can be reliably maintained in the wheel-retracting state and the wheel-release state, especially the axial consistency of the support rod 6 during driving, so that the landing wheels are reliable and stable during driving, and the landing wheels are also kept in a reliable folded state when retracted to avoid flight jitter.

[0063] Furthermore, when the tire assembly 5 is retracted upward or pushed downward, the rotation direction of the transverse portion 41 of the wheel arm 4 is opposite; a retraction and extension limit assembly 10 is installed between the tail end of the transverse portion 41 and the support seat 3 when it is rotated in two directions; it also includes a wheel retraction locking assembly 9, which locks the freedom of the transverse portion 41 to rotate in the opposite direction when the tire assembly 5 is retracted upward.

[0064] In this embodiment, the arrangement of the wheel retraction locking assembly 9, combined with the wheel retraction electromagnetic assembly 71, provides a double insurance for maintaining the landing wheel retracted state, effectively ensuring the flight safety of the WIG craft in the retracted state.

[0065] like Figure 7As shown, the structure of the wheel retracting locking assembly 9 is as follows: a snap ring is fixedly sleeved on the tail end of the transverse portion 41 of the wheel arm 4, and the snap ring extends radially outward to form a lug 94, and the snap ring and the lug 94 rotate with the rotation of the transverse portion 41; when the wheel arm 4 drives the tire assembly 5 to retract upward, one side surface of the lug 94 is horizontal; a guide rail assembly 92 is installed on the inner bottom surface of the support seat 3 below the horizontal lug 94, and a support block 93 is slidably mounted on the guide rail assembly 92. Driven by the locking electric push 91, the support block 93 moves along the length direction of the guide rail assembly 92, so that the support block 93 moves to the bottom of the lug 94 for support and blocking, or the support block 93 moves away from the lug 94.

[0066] In this embodiment, when the wheel arm 4 is swung down to lower the tire assembly 5 into the driving state, the transverse portion 41 and the lug 94 rotate accordingly;

[0067] In this embodiment, the swing angle of the wheel arm 4 in both the retracted and extended states of the tire assembly 5 is set to 95°-105°, for example, 100°; when the tire assembly 5 is retracted, the lug 94 is in a horizontal state, and when the tire assembly 5 is lowered, the lug 94 is slightly offset downward, for example, 10° from the vertical direction; in the wheel retracting locking assembly 9, the lug 94 is limited and supported from below by the support block 93, thereby effectively preventing the lug 94 from rotating in the direction of the lowered state of the tire assembly 5, thereby realizing a hard limit to prevent reverse rotation;

[0068] In actual use, a certain spacing distance will be preset between the support block 93 and the lug 94, such as a 3mm spacing up and down, so that the support block 93 can be reliably guaranteed to move smoothly along the guide rail assembly 92 under normal use, that is, the normal operation and reset of the locking electric push 91 can be guaranteed, and reliable limiting can be achieved in an emergency, so that the landing wheel can be effectively kept in the retracted state.

[0069] like Figure 8 As shown, the structure of the retraction and extension limit assembly 10 is: it includes an extension portion 43 extending outward from the tail end of the horizontal portion 41 of the wheel arm 4, and two limit blocks 101 are arranged on the outer wall surface of the extension portion 43. The two limit blocks 101 are located at different axial positions of the extension portion 43 and are staggered with each other in the circumferential direction. The angle between the two limit blocks 101 is consistent with the rotation angle of the wheel arm 4 when retracting and extending; it also includes a limit wheel 102 corresponding to the two limit blocks 101, the limit wheel 102 is rotatably installed on the wheel seat 103, and the wheel seat 103 is installed on the inner bottom surface of the support seat 3, and the circumferential wall surface of the limit wheel 102 contacts and fits with the side surface of the corresponding limit block 101 to form a blocking limit.

[0070] When the wheel arm 4 drives the tire assembly 5 down to the preset position, one of the limit blocks 101 approaches the corresponding limit wheel 102 as the wheel arm 4 rotates, and finally contacts the limit; when the wheel arm 4 rotates in the opposite direction and drives the tire assembly 5 up to the preset position, the limit block 101 will gradually move away from the contacted limit wheel 102, while the other limit block 101 gradually approaches the corresponding limit wheel 102 as the wheel arm 4 rotates, and finally contacts the limit; thus, the two limit blocks 101 combined with the corresponding two groups of limit wheels 102 realize the limit of the two extreme positions during the swinging process of the wheel arm 4.

[0071] In this embodiment, the limit wheel 102 is installed on the limit switch via the wheel seat, and the contact between the limit wheel 102 and the limit block 101 serves as the contact point of the limit switch. After the limit switch senses the touch, it prompts the retracting and discharging pusher 2 to stop moving, thereby achieving effective control of the movement of the retracting and discharging pusher 2.

[0072] In this embodiment, the wheel arm 4 of the L-shaped structure composed of the transverse portion 41 and the swing portion 42 is combined with the bendable support rod 6 to effectively disperse the forces including vertical load, braking load and lateral load on the landing wheel of the ground effect vehicle during travel on the hull and hull frame, thereby effectively preventing the composite material from being subjected to large and excessive concentrated loads.

[0073] Typically, a set of landing wheels is installed on each side of a wing-in-ground-effect craft, and the two sets of landing wheels are installed symmetrically. When the wing-in-ground-effect craft is operating on the ground, the vertical load applied by the ground to the landing wheels is called the vertical load. The lateral load is the load applied outward perpendicular to the symmetrical surface of the wing-in-ground-effect craft. According to seaplane specifications, its value is usually 10% of the vertical load. The brake load is the load applied backward parallel to the direction of travel and is related to the brake oil pressure, the ground friction coefficient, etc.

[0074] The use of the present invention is as follows:

[0075] When the landing wheel needs to be retracted upwards, Figure 6 As shown, the retracted electric propeller 2 contracts, pulling the upper support rod 61 to swing upward with the connection point with the second transverse strong frame 12 as the center of the circle, and the lower support rod 62 is forced to swing upward, and the upper support rod 61 and the lower support rod 62 rotate relative to each other at the rotating shaft 82 of the hinge assembly 8, and the support rod 6 begins to bend; the retracted electric propeller 2 continues to contract, and the lower support rod 62 gradually approaches the upper support rod 61 until it reaches the preset retraction angle. At this time, the landing wheels are above the water surface, and the landing wheels will not damage the gliding surface when the ground effect vehicle glides and takes off.

[0076] During the retraction of the landing wheels, the lug 94 at the tail end of the transverse portion 41 of the wheel arm 4 gradually flips upward to a horizontal position, and the wheel retraction locking assembly 9 works, pushing the support block 93 to move below the lug 94 via the locking electric push 91 to perform hard limit. The two electromagnets in the wheel retraction electromagnetic assembly 71 are also energized and attracted to each other, so that the upper support rod 61 is relatively fixed with respect to the lower support rod 62.

[0077] When the WIG craft takes off, skims the water, and lands on the water, the landing wheels should be in the stowed state all the time. If, during the skimming flight, one side landing wheel is vertically drooped due to reasons such as electric propulsion failure or failure of the upper and lower support rod connections, the landing wheel will first touch the water when the WIG craft lands. Under the action of waves, the WIG craft will be subjected to a huge overturning moment, which may cause serious consequences such as the WIG craft capsizing. By the arrangement of the wheel-retracting locking assembly 9, after the support block 93 is placed below the lower surface of the lug 94, even if the above-mentioned failure occurs, during the sagging process of the landing wheels, the lug 94 will stop swinging after it touches the support block 93, thereby keeping the WIG craft in normal flight and landing.

[0078] When the WIG craft successfully lands on the water and prepares to go ashore, the landing wheels should be lowered. When lowering the landing wheels, they should first be unlocked, that is, the locking electric pusher 91 in the wheel retracting locking assembly 9 works in the reverse direction, so that the support block 93 is separated from the bottom of the lug 94, and the wheel retracting electromagnetic assembly 71 loses power; then, the retracting electric pusher 2 works in the reverse direction, pushing the upper support rod 61 outward, so that the bent support rod 6 gradually unfolds, and the tire assembly 5 gradually lowers with the swing of the wheel arm 4 until it rotates to the preset position, and the swing part 42 of the wheel arm 4 is basically perpendicular to the horizontal baseline of the hull, thereby realizing the lowering of the landing wheels. Figure 1 and Figure 2 At this time, the hinge assembly 8 on the support rod 6 rotates relatively to the extreme fitting position, and the wheel electromagnetic assembly 72 is energized so that the support rod 6 remains in a straight state.

[0079] The present invention can effectively disperse the forces acting on the landing wheels during travel while realizing the retraction and extension of the landing wheels, thereby improving the reliability of the connection between the landing wheels and the hull, and greatly contributing to improving the hull structure design of the composite material ground effect wing vehicle.

[0080] The above description is an explanation of the present invention, not a limitation of the present invention. The scope of the present invention is defined in the claims. Any modifications may be made within the scope of protection of the present invention.

Claims

1. A three-point load distribution type ground effect wing landing wheel device, comprising a first transverse strong frame (11) and a second transverse strong frame (12) arranged at intervals along the longitudinal direction of the hull, characterized in that: A support seat (3) is installed between the lower part of the first transverse strong frame (11) located in the hull and the hull floor, and a bracket 2 (32) is installed on the side of the first transverse strong frame (11) located at the end of the support seat (3), and the bracket 2 (32) and the support seat (3) jointly support and install a wheel arm (4); the wheel arm (4) includes a transverse portion (41) installed on the bracket 2 (32) along the transverse direction of the hull, and a swing portion (42) extends vertically from the end of the transverse portion (41) extending outward from the hull, and a tire assembly (5) is rotatably installed at the end of the swing portion (42); the support seat (3) is fixed with the bracket 1 (31), and the bracket 1 (31) and the bracket 2 (32) are connected. The support rods (6) are arranged in parallel along the length direction of the transverse portion (41), and a bushing is installed on the inner ring of the bracket (31). The transverse portion (41) passes through the bearing (33) toward the inside of the hull and then passes through the bushing. The support rod (6) is also included, which is bendable in the length direction. One end of the support rod (6) is rotatably mounted on the outer side of the second transverse strong frame (12), and the other end of the support rod (6) is rotatably mounted on the wall surface of the swing portion (42) located above the tire assembly (5). The support rod (6) is expanded or bent under the push-pull action of the retractable push rod (2), driving the swing portion (42) to rotate with the axial direction of the transverse portion (41) as the center of the circle, thereby switching the tire assembly (5) to be retracted upward or pushed downward.

2. The three-point load distribution type ground effect vehicle landing wheel device according to claim 1, characterized in that: The load in the direction perpendicular to the ground, the load in the lateral direction of the hull, and the load in the braking direction borne by the tire assembly (5) during travel are dispersed to three points, namely, the first transverse strong frame (11), the second transverse strong frame (12), and the support seat (3), through the second bracket (32), the first bracket (31), the support seat (3), and the end of the support rod (6).

3. The three-point load distribution type ground effect vehicle landing wheel device according to claim 2, characterized in that: It also includes a skin (13), a second bracket (32) is arranged on the inner side of the skin (13), a bearing (33) is fixedly installed on the inner ring of the second bracket (32), and a transverse portion (41) of the wheel arm (4) passes through the inner hole of the bearing (33) to form a rotating installation; the vertical load applied to the tire assembly (5) by the ground is distributed to the first transverse strong frame (11) through the bearing (33) and the second bracket (32).

4. The three-point load distribution type ground effect vehicle landing wheel device according to claim 2, characterized in that: A limiting ring 1 (44) and a limiting ring 2 (45) are spaced apart and sleeved on the transverse portion (41) between the bearing (33) and the bushing. The side surface of the limiting ring 1 (44) is arranged close to the bearing (33), and the side surface of the limiting ring 2 (45) is arranged close to the bushing. A limiting pin (46) is installed along the radial direction through the transverse portion (41) and the limiting ring 1 (44). The same limiting pin (46) is installed along the radial direction through the transverse portion (41) and the limiting ring 2 (45). The limiting ring 1 (44) and the limiting ring 2 (45) constitute a limit for the wheel arm (4) along the direction of the transverse portion (41).

5. The three-point load distribution type ground effect vehicle landing wheel device according to claim 2, characterized in that: The second transverse strong frame (12) is located behind the first transverse strong frame (11). When the tire assembly (5) is on the ground and running, the support rod (6) is unfolded in a straight line, and the reverse braking force borne by the tire assembly (5) is transmitted and dispersed to the second transverse strong frame (12) at the rear via the support rod (6).

6. The three-point load distribution type ground effect vehicle landing wheel device according to claim 5, characterized in that: The support rod (6) is a two-section structure, comprising an upper support rod (61) and a lower support rod (62) rotatably connected via a hinge assembly (8), the upper support rod (61) and the lower support rod (62) being rotated to be located in the same axial direction or forming an angle; a distance exists between the geometric axes of the respective length directions of the upper support rod (61) and the lower support rod (62) and the rotation axes of their relative rotation.

7. The three-point load distribution type ground effect wing landing wheel device according to claim 6, characterized in that: The opposite ends of the upper support rod (61) and the lower support rod (62) are respectively installed with a concave part (83) and a convex part (81), the convex part (81) extends to the inner side of the concave part (83) and is penetrated by a rotating shaft (82) to form a rotation connection, and there is a distance between the axial direction of the rotating shaft (82) and the axial direction of the upper support rod (61) and the axial direction of the lower support rod (62); when the upper support rod (61) and the lower support rod (62) rotate to be located in the same straight line, the adjacent sides of the concave part (83) and the convex part (81) are abutted.

8. The three-point load distribution type ground effect vehicle landing wheel device according to claim 6, characterized in that: The upper support rod (61) and the lower support rod (62) are also commonly mounted with a wheel retracting electromagnetic assembly (71) and a wheel releasing electromagnetic assembly (72); when the upper support rod (61) and the lower support rod (62) rotate relative to each other to the same straight line, the two electromagnets in the wheel releasing electromagnetic assembly (72) come into contact with each other and are energized and attracted; when the upper support rod (61) and the lower support rod (62) rotate relative to each other to a preset angle, the two electromagnets in the wheel retracting electromagnetic assembly (71) come into contact with each other and are energized and attracted.

9. The three-point load distribution type wing-in-ground-effect vehicle landing wheel device according to claim 1, characterized in that: A retractable and extendable position limiting assembly (10) is installed between the tail end of the transverse portion (41) and the support seat (3) when the transverse portion (41) is rotated in two directions. The retractable and extendable position limiting assembly (10) is also included. When the tire assembly (5) is retracted upward, the retractable and extendable position limiting assembly (9) locks the transverse portion (41) from rotating in the opposite direction.

10. The three-point load distribution type wing-in-ground-effect vehicle landing wheel device according to claim 9, characterized in that: The structure of the retractable and extendable limit assembly (10) is as follows: it includes an extension portion (43) extending outward from the tail end of the transverse portion (41) of the wheel arm (4); two limit blocks (101) are provided on the outer wall surface of the extension portion (43); the two limit blocks (101) are located at different axial positions of the extension portion (43) and are staggered with each other in the circumferential direction; and it also includes a limit wheel (102) corresponding to the two limit blocks (101); the contact between the limit wheel (102) and the limit block (101) serves as a contact point of the limit switch, and after the limit switch senses the contact, the retractable and extendable pusher (2) stops.

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