Locking mechanism for an aircraft landing gear and aircraft landing gear

Abstract

The application relates to a locking mechanism of an airplane landing gear and the airplane landing gear, the locking mechanism of the airplane landing gear comprising a push-pull connecting rod, a locking device, a driving component, an upper support rod and a lower support rod. The airplane landing gear comprises the locking mechanism, a wheel, a main body structure and an actuator. The upper support rod is movably connected with the lower support rod, and the actuator drives the push-pull connecting rod and the driving component to enable the upper support rod and the lower support rod to be folded and unfolded, thereby completing the folding and unfolding of the airplane landing gear. According to the locking mechanism of the airplane landing gear and the airplane landing gear provided by the application, linkage locking is realized through the push-pull connecting rod, the locking device, the driving component, the upper support rod, the lower support rod and the actuator, the folding and unfolding of the airplane landing gear can be completed, a separate hydraulic device is not needed, the weight of the airplane system is reduced, the performance of the airplane is improved, the system complexity is simplified, the use and maintenance cost of the whole system is reduced, the manufacturing cost is low, and mass production is facilitated.

Description

Technical Field

[0001] This application relates to the aviation field, and more particularly to a locking mechanism for aircraft landing gear and aircraft landing gear. Background Technology

[0002] Currently, existing fixed-wing aircraft primarily use hydraulic systems to drive and lock their retractable landing gear.

[0003] However, its system is complex, has high operating and maintenance costs, and requires a separate hydraulic submodule, increasing the weight of the aircraft system. Summary of the Invention

[0004] In view of the above-mentioned problems in the prior art, this application provides a locking mechanism for aircraft landing gear and aircraft landing gear.

[0005] According to a first aspect of this application, a locking mechanism for aircraft landing gear is provided, comprising:

[0006] The driving component includes a first interface, a second interface, and a third interface;

[0007] Locking device, including a locking hook;

[0008] A push-pull linkage, one end of which is connected to the first interface of the drive component, and the other end of which is connected to the locking device;

[0009] The upper support rod includes a driving end and a non-driving end. The driving end includes an oblong hole and a fixing hole. The fixing hole is movably connected to a second interface of the driving component, and the oblong hole is movably connected to a third interface of the driving component. The non-driving end is movably connected to the locking device.

[0010] The lower strut includes a locking end, an end, and a fixing pin. The locking end is movably connected to the non-drive end. The fixing pin is located at the locking end and is used for hooking the locking hook. The end is used for connecting to other components of the aircraft landing gear.

[0011] According to some embodiments, the locking mechanism of the aircraft landing gear also includes a locking mechanism flange, which is connected to the fixing hole of the upper strut for connecting the upper strut to the aircraft fuselage.

[0012] According to some embodiments, the fixing hole of the upper support rod is provided with a first bearing, which is connected to the locking mechanism flange and the second interface of the driving component respectively.

[0013] According to some embodiments, the number of the push-pull linkage, the drive component, the locking device, and the fixing pin is one or more.

[0014] According to some embodiments, when there are multiple push-pull links, multiple drive components and multiple locking devices, the multiple push-pull links, multiple drive components and multiple locking devices are respectively connected into a whole by bolts.

[0015] According to a second aspect of this application, an aircraft landing gear is provided, comprising:

[0016] The locking mechanism as described in the first aspect;

[0017] Wheels;

[0018] The main structure includes a main strut, a buffer, a rocker arm, and a locking mechanism joint. The top of the main strut is connected to the aircraft fuselage, and the bottom is movably connected to one end of the rocker arm, serving as the main load-bearing structure of the aircraft landing gear. The buffer is a telescopic structure, with one end connected to the main strut and the other end connected to the other end of the rocker arm, serving as the main energy-absorbing structure of the aircraft landing gear. The main strut, the buffer, and the rocker arm form a deformable triangular structure. The locking mechanism joint is connected to the main strut and is used to connect to the end of the lower support rod.

[0019] An actuator, one end of which is connected to the main support column and the other end of which is connected to the first interface of the drive component, is used to provide power for the folding and unfolding of the locking mechanism.

[0020] According to some embodiments, the main structure further includes ribs, crossbeams, main support flanges, and buffer joints. The ribs are connected to the main support and the locking mechanism joint respectively to strengthen the connection between the locking mechanism joint and the main support. The crossbeam is movably connected to the aircraft fuselage through the main support flange and is connected to the main support. The buffer joint is used to connect the buffer and the main support.

[0021] According to some embodiments, the main support includes an inclined column and an upright column. The inclined column includes a large-diameter end and a small-diameter end. The large-diameter end is connected to the crossbeam, the small-diameter end is connected to the upper end of the upright column, and the lower end of the upright column is connected to the rocker arm.

[0022] According to some embodiments, each end of the crossbeam is provided with a second bearing and a shaft joint, the shaft joint being matched and connected to the second bearing and the main support flange, and the second bearing being connected to the main support flange through the shaft joint.

[0023] According to some embodiments, the aircraft landing gear also includes a brake and a spring. The brake is connected to the wheel and is used to stop the wheel. The two ends of the spring are respectively connected to the two ends of the actuator to provide preload force when the locking mechanism is deployed, so as to prevent the aircraft landing gear from retracting unexpectedly.

[0024] According to the aircraft landing gear locking mechanism and aircraft landing gear provided in this application, the aircraft landing gear can be retracted and extended by means of a push-pull linkage, a locking device, a drive component, an upper support rod, a lower support rod and an actuator, which do not require a separate hydraulic device. This reduces the weight of the aircraft landing gear, improves the performance of the aircraft, simplifies the complexity of the aircraft landing gear, reduces the use and maintenance costs of the entire aircraft landing gear system, and makes the manufacturing cost lower, which is conducive to mass production. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings, without exceeding the scope of protection claimed by this application.

[0026] Figure 1 This is an assembly diagram (locking hook position) of a locking mechanism for an aircraft landing gear according to an embodiment of this application.

[0027] Figure 2 This is an assembly diagram showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application (locking hook locked in the initial position).

[0028] Figure 3 This is an assembly diagram (lock hook open position) showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application.

[0029] Figure 4 This is an assembly diagram of the main structure of an aircraft landing gear according to an embodiment of this application.

[0030] Figure 5 This is an exploded schematic diagram of the main structure of an aircraft landing gear according to an embodiment of this application.

[0031] Figure 6 This is a comparative schematic diagram of an aircraft landing gear before and after compression, according to an embodiment of this application.

[0032] Figure 7 This is an exploded schematic diagram of the main strut structure of an aircraft landing gear according to an embodiment of this application.

[0033] Figure 8 This is an exploded schematic diagram of an aircraft landing gear according to an embodiment of this application.

[0034] Figure 9 This is a schematic diagram (first isometric view) of an aircraft landing gear assembly according to an embodiment of this application.

[0035] Figure 10 This is a schematic diagram (second isometric view) of the assembly of an aircraft landing gear according to an embodiment of this application.

[0036] Figure 11 This is a side view of an assembly diagram of an aircraft landing gear according to an embodiment of this application.

[0037] Figure 12 This is a schematic diagram (heading view) of the aircraft landing gear assembly according to one embodiment of this application.

[0038] Figure 13 This is an assembly diagram (upper and lower strut folding positions) showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application.

[0039] Figure 14 This is a schematic diagram comparing the aircraft landing gear before and after retraction according to an embodiment of this application.

[0040] Figure label:

[0041] 10 Aircraft fuselage, 11 Locking structure, 101 Upper strut, 201 Drive end, 301 Fixing hole, 302 Waist-shaped hole, 312 First waist recess, 322 Second waist recess, 202 Non-drive end, 102 Lower strut, 203 Locking end, 204 End, 205 Fixing pin, 103 Drive component, 206 First interface, 207 Second interface, 208 Third interface, 104 Locking device, 209 Locking hook, 105 Push-pull linkage, 106 Locking mechanism flange, 12 Main structure, 107 Main support column, 210 Inclined column, 211 Vertical column, 108 Buffer, 109 Rocker arm, 110 Locking mechanism joint, 111 Rib, 112 Crossbeam, 212 Second bearing, 213 Shaft joint, 113 Main support flange, 114 Buffer joint, 13 Actuator, 130E point, 14 Wheel, 15 Spring, 16 Brake. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] The landing gear is a crucial component of an aircraft. When the aircraft is in flight, the landing gear retracts; when the aircraft is on the ground, the landing gear extends to contact the ground. The locking mechanism, main structure, and actuators of the landing gear work together to complete the retraction and extension of the landing gear. The aircraft's wheels are primarily responsible for ground contact. Among these, the locking mechanism is the key to the retraction and extension of the landing gear.

[0044] Figure 1 This is an assembly diagram (locking hook position) of a locking mechanism for an aircraft landing gear according to an embodiment of this application. Figure 2 This is an assembly diagram (locking position) showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application. Figure 3 This is an assembly diagram (lock hook open position) showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application. Figure 1 , 2 As shown in Figure 3, the locking mechanism of the aircraft landing gear includes an upper strut, a lower strut, a drive component, a locking device, and a push-pull linkage. The actuator is the driving force for the locking mechanism of the aircraft landing gear.

[0045] According to some embodiments, the actuator is the power mechanism of the aircraft landing gear, which can extend and retract to drive the aircraft landing gear to retract and lower. This application uses an electric cylinder as the actuator. According to one embodiment, the root point E of the actuator is a fixed point.

[0046] According to some embodiments, the upper support rod includes a driving end and a non-driving end, and the lower support rod includes a locking end and an end. The non-driving end of the upper support rod and the locking end of the lower support rod are movably connected (e.g., by bearings, hinges, or bolts). The upper and lower support rods can rotate around their connection point. Hollow holes can be provided on both the upper and lower support rods to reduce weight; the size, shape, and number of these holes can be determined according to actual needs.

[0047] According to some embodiments, the number of drive components is one or more, and their shape and structure can be various. According to one embodiment, the drive component has a triangular-like structure and is provided with a first interface, a second interface, and a third interface. There are two drive components, which are connected as a whole by bolts. The first interface of the drive component is connected to the actuator.

[0048] According to some embodiments, the drive end of the upper support rod is provided with a fixing hole and an oblong hole. The fixing hole is movably connected to the second interface of the drive component through bearings or bolts, etc., and the drive component can rotate around the fixing hole. The oblong hole has two oblong recesses inside, namely a first oblong recess and a second oblong recess. The oblong hole is movably connected to the third interface of the drive component through bolts, and the drive component can reciprocate between the first oblong recess and the second oblong recess of the oblong hole.

[0049] According to some embodiments, the length of the push-pull linkage is similar to or equal to the length of the upper support rod, and there may be one or more of them. One end of the push-pull linkage is connected to the first interface of the drive component, and the other end is connected to the locking device.

[0050] According to some embodiments, the locking device is used to lock and release the upper and lower support rods. The shape and structure of the locking device can be varied, and its number can also be set according to actual needs. According to one embodiment, the locking device has a triangular structure, including a locking hook. There are two locking devices, which are bolted together as a whole and movably connected to the non-drive end of the upper support rod (e.g., with a hinge or bolt). The locking device can rotate around its movable connection with the non-drive end of the upper support rod.

[0051] According to some embodiments, a fixing pin is provided at the locking end of the lower support rod to cooperate with the locking hook of the locking device. The number of fixing pins can be set to one or more depending on the number of locking hooks of the locking device.

[0052] According to some embodiments, the upper support rod, driving component, push-pull linkage, and locking device form a freely deformable quadrilateral, which is driven to deform by an actuator. When the actuator extends, it causes the second interface of the driving component to rotate around the fixing hole of the upper support rod, and causes the third interface of the driving component to move from the first recess of the oblong hole of the upper support rod to the second recess, thereby driving the push-pull linkage to disengage the locking hook of the locking device from the fixing pin. When the actuator retracts, it causes the second interface of the driving component to rotate around the fixing hole of the upper support rod, and causes the driving component to return from the second recess of the oblong hole of the upper support rod to the first recess, thereby driving the push-pull linkage to lock the locking hook of the locking device into the fixing pin.

[0053] Figure 4 This is an assembly diagram of the main structure of an aircraft landing gear according to an embodiment of this application. Figure 5 This is an exploded schematic diagram of the main structure of an aircraft landing gear according to an embodiment of this application. Figure 6 This is an exploded view of the main strut structure of an aircraft landing gear according to an embodiment of this application. Figure 4 , 5 As shown in Figure 6, the main structure of the aircraft landing gear includes the main strut, buffer, rocker arm, locking mechanism joint, plate reinforcement, crossbeam and buffer joint.

[0054] According to some embodiments, the main strut of the aircraft landing gear is the primary load-bearing structure of the landing gear. The top of the main strut can be directly connected to the fuselage, and the bottom end is movably connected to one end of a rocker arm. The aircraft wheels are connected to the other end of the rocker arm, which can swing around its connection point with the bottom end of the main strut according to the force on the wheels during actual aircraft operation. The aircraft wheels are equipped with brakes to control wheel stopping.

[0055] According to some embodiments, in order to enable better connection of the buffer to the main strut, and better connection of the main strut to the aircraft fuselage, the main strut is configured as two sections, including a slanted section and a vertical section. For example... Figure 6 As shown, one end of the inclined column of the main strut of the aircraft landing gear is connected to the upper end of the upright column, and the other end is connected to the crossbeam. To ensure a more stable connection between the main strut and the crossbeam, the diameter of the section connecting the inclined column and the crossbeam is increased. Since producing a complete inclined column with two ends of different diameters is difficult and costly, this application connects two semi-cylindrical pieces into an inclined column with different ends, and adds reinforcing ribs at the connection point to strengthen the connection and increase its load-bearing capacity. The diameter of the end of the inclined column connected to the upper end of the upright column is relatively small and is the same as the upper end diameter of the upright column.

[0056] According to some embodiments, such as Figure 5 and 6 As shown, the locking mechanism joint is connected to the main support column, and a reinforcing plate is provided at the connection point to strengthen the connection with the main support column, thereby making it more resistant to stress. The locking mechanism joint is connected to the end of the lower support rod of the locking mechanism, and the locking mechanism is connected to the main support column through the locking mechanism joint.

[0057] Figure 7 This is an exploded schematic diagram of an aircraft landing gear according to an embodiment of this application.

[0058] According to some embodiments, such as Figure 7 As shown, each end of the crossbeam is provided with a second bearing and a shaft joint. The shaft joint is matched and connected to the second bearing and the main support flange. The second bearing is connected to the main support flange through the shaft joint. The main support flange connects the crossbeam to the aircraft fuselage.

[0059] According to some embodiments, such as Figure 7 As shown, the upper support rod of the locking mechanism is provided with a first bearing in its fixing hole. The first bearing is connected to the locking mechanism flange and the second interface of the drive component, respectively. The upper support rod of the locking mechanism is connected to the aircraft fuselage through the locking mechanism flange.

[0060] Figure 8 This is a comparative schematic diagram of an aircraft landing gear before and after compression, according to an embodiment of this application.

[0061] According to some embodiments, the buffer is the main energy-absorbing structure and auxiliary load-bearing structure of the aircraft landing gear, such as Figure 8 As shown, the buffer can extend and retract according to the stress on the aircraft wheels during actual operation, reducing the impact of gravity on the aircraft. The buffer joint is welded to the main strut, with one end of the buffer connected to the main strut via the buffer joint, and the other end movably connected to the other end of the rocker arm.

[0062] According to some embodiments, the main strut, buffer, and rocker arm form a deformable triangular structure that can change the angles of the three interior angles according to the force on the wheels during actual aircraft operation.

[0063] Figure 9 This is a schematic diagram (first isometric view) of an aircraft landing gear assembly according to an embodiment of this application. Figure 10 This is a schematic diagram (second isometric view) of the assembly of an aircraft landing gear according to an embodiment of this application. Figure 11 This is a side view of an assembly diagram of an aircraft landing gear according to an embodiment of this application. Figure 12 This is a schematic diagram (heading view) of an aircraft landing gear assembly according to an embodiment of this application. Figure 9 , 10 As shown in Figures 11 and 12, the aircraft landing gear includes a locking mechanism, actuators, main structure, and wheels.

[0064] According to some embodiments, such as Figure 9 and 10 As shown, one end of the actuator is connected to the first interface of the drive component, and the other end is connected to the crossbeam. The actuator is equipped with a matching spring, with its two ends connected to the two ends of the actuator, providing preload force when the locking mechanism is deployed to prevent the aircraft landing gear from retracting unexpectedly. The number of springs can be set according to actual needs.

[0065] Figure 13 This is an assembly diagram (upper and lower strut folding positions) showing the connection between the locking mechanism and the actuator of an aircraft landing gear according to an embodiment of this application. Figure 14 This is a schematic diagram comparing the aircraft landing gear before and after retraction according to an embodiment of this application.

[0066] According to some embodiments, such as Figure 13 and 14As shown, when the actuator slowly extends, it drives the second interface of the drive component to rotate around the fixing hole of the upper support rod, causing the push-pull linkage to disengage the locking hook of the locking device from the fixing pin. This causes the third interface of the drive component to move from the first recess of the waist-shaped hole in the upper support rod to the second recess. The actuator continues to extend slowly, and the third interface of the drive component stops at the second recess of the waist-shaped hole in the upper support rod. The second interface of the drive component continues to rotate around the fixing hole of the upper support rod. At this time, the lower support rod of the locking mechanism rotates around its connection point with the upper support rod (the upper and lower support rods fold), thereby causing the aircraft landing gear to retract.

[0067] According to some embodiments, when the aircraft landing gear needs to be lowered after being retracted, the actuator slowly retracts, causing the second interface of the drive component to rotate around the fixing hole of the upper strut. The drive component moves back from the second recess of the waist-shaped hole of the upper strut to the first recess, driving the push-pull linkage to lock the locking hook of the locking device to lock the fixing pin, thereby lowering the aircraft landing gear.

[0068] According to the aircraft landing gear locking mechanism and aircraft landing gear provided in this application, the aircraft landing gear can be retracted and extended by means of a push-pull linkage, a locking device, a drive component, an upper support rod, a lower support rod and an actuator, which do not require a separate hydraulic device. This reduces the weight of the aircraft landing gear, improves the performance of the aircraft, simplifies the complexity of the aircraft landing gear, reduces the use and maintenance costs of the entire aircraft landing gear system, and makes the manufacturing cost lower, which is conducive to mass production.

[0069] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. Furthermore, any changes or modifications made by those skilled in the art based on the ideas of this application, and on the specific implementation methods and application scope of this application, are all within the scope of protection of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A locking mechanism for aircraft landing gear, characterized in that, include: The driving component includes a first interface, a second interface, and a third interface; Locking device, including a locking hook; A push-pull linkage, one end of which is connected to the first interface of the drive component, and the other end of which is connected to the locking device; The upper support rod includes a driving end and a non-driving end. The driving end includes an oblong hole and a fixing hole. The fixing hole is movably connected to the second interface of the driving component, and the oblong hole is movably connected to the third interface of the driving component. The non-driving end is movably connected to the locking device. as well as The lower strut includes a locking end, an end, and a fixing pin. The locking end is movably connected to the non-drive end. The fixing pin is located at the locking end and is used for hooking the locking hook. The end is used for connecting to other components of the aircraft landing gear.

2. The locking mechanism according to claim 1, characterized in that, It also includes a locking mechanism flange, which is connected to the fixing hole of the upper support rod for connecting the upper support rod to the aircraft fuselage.

3. The locking mechanism according to claim 2, characterized in that, The fixing hole of the upper support rod is provided with a first bearing, which is connected to the flange of the locking mechanism and the second interface of the driving component.

4. The locking mechanism according to claim 1, characterized in that, The number of the push-pull linkage, the drive component, the locking device, and the fixing pin is one or more.

5. The locking mechanism according to claim 4, characterized in that, When there are multiple push-pull linkages, driving components, and locking devices, the multiple push-pull linkages, driving components, and locking devices are respectively connected into a whole by bolts.

6. An aircraft landing gear, characterized in that, include: The locking mechanism as described in any one of claims 1 to 5; Wheels; The main structure includes a main strut, a buffer, a rocker arm, and a locking mechanism joint. The top of the main strut is connected to the aircraft fuselage, and the bottom is movably connected to one end of the rocker arm, serving as the main load-bearing structure of the aircraft landing gear. The buffer is a telescopic structure, with one end connected to the main strut and the other end connected to the other end of the rocker arm, serving as the main energy-absorbing structure of the aircraft landing gear. The main strut, the buffer, and the rocker arm form a deformable triangular structure. The locking mechanism joint is connected to the main strut and is used to connect to the end of the lower support rod. An actuator, one end of which is connected to the main support column and the other end of which is connected to the first interface of the drive component, is used to provide power for the folding and unfolding of the locking mechanism.

7. The aircraft landing gear according to claim 6, characterized in that, The main structure also includes ribs, crossbeams, main support flanges, and buffer joints. The ribs are connected to the main support and the locking mechanism joint respectively to strengthen the connection between the locking mechanism joint and the main support. The crossbeam is movably connected to the aircraft fuselage through the main support flange and is connected to the main support. The buffer joint is used to connect the buffer and the main support.

8. The aircraft landing gear according to claim 7, characterized in that, The main support includes an inclined column and an upright column. The inclined column has a large-diameter end and a small-diameter end. The large-diameter end is connected to the crossbeam, the small-diameter end is connected to the upper end of the upright column, and the lower end of the upright column is connected to the rocker arm.

9. The aircraft landing gear according to claim 7, characterized in that, Each end of the crossbeam is provided with a second bearing and a shaft joint. The shaft joint is matched and connected to the second bearing and the main support flange. The second bearing is connected to the main support flange through the shaft joint.

10. The aircraft landing gear according to any one of claims 6 to 9, characterized in that, It also includes a brake and a spring. The brake is connected to the wheel and is used to stop the wheel. The two ends of the spring are respectively connected to the two ends of the actuator and are used to provide preload force when the locking mechanism is deployed to prevent the aircraft landing gear from retracting unexpectedly.

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