Aircraft emergency landing device

Abstract

The application discloses an aircraft emergency landing device. The application comprises a main body, a bottom plate and a shaft assembly. The main body is a trapezoidal frame. A mounting seat is arranged at the top of the main body. A hole is arranged in the mounting seat. The axis of the hole is parallel to the ground. The bottom edge of the main body is welded with the bottom plate. The mounting seat is fixedly installed with the shaft assembly in the axial direction. The two ends of the shaft assembly are respectively an installation part and a limiting part. A bearing part is arranged between the installation part and the limiting part. The installation part of the shaft assembly is fixedly installed with the mounting seat in the axial direction. The installation part is tangent to the hole of the mounting seat. Through the application, the problem of safe landing of an aircraft after tire burst during landing in the related art is solved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more particularly to an emergency landing device for aircraft. Background Technology

[0002] Landing gear is a crucial structure for the safe takeoff and landing of aircraft, and a vital factor in ensuring pilots and maintenance personnel can successfully complete flight plans. Especially for aircraft in flight, landing gear directly impacts the safety of equipment and personnel; therefore, landing gear malfunction poses a severe challenge to an aircraft in flight. As a vital force in national defense, the flight safety of military helicopters is of paramount importance.

[0003] In recent years, with the increase and intensification of realistic combat training exercises, a certain type of helicopter has begun to experience tire blowouts during landing. A tire blowout during landing occurs when a helicopter's tire suddenly bursts upon touchdown. Forcing a landing in this situation can easily cause the helicopter to roll over, experience ground resonance, or cause equipment damage or even casualties. Therefore, when a tire blowout occurs during landing, the pilot needs to immediately pull up the collective pitch control stick and coordinate with ground maintenance personnel to change the landing method.

[0004] Therefore, the technical problem of safe landing of aircraft after a tire blowout during landing has not yet been effectively solved in related technologies. Summary of the Invention

[0005] The purpose of this invention is to provide an emergency landing device for aircraft to solve the problem of safe landing of aircraft after a tire blowout during landing in related technologies.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: An emergency landing device for an aircraft includes a main body, a base plate, and a shaft assembly. The main body is a trapezoidal frame with a mounting base at its top. The mounting base has a hole with its axis parallel to the ground. The bottom edge of the main body is welded to the base plate. The mounting base and the shaft assembly are axially fixed. The two ends of the shaft assembly are a mounting part and a limiting part, respectively. The load-bearing part is located between the mounting part and the limiting part. The mounting part of the shaft assembly is axially fixed to the mounting base, and the mounting part is connected to the hole in the mounting base.

[0007] A further feature is provided: the top of the limiting part has a cut along the diameter of the limiting part, and the direction of the cut is perpendicular to the ground.

[0008] Further configuration: the mounting part, the limiting part, and the load-bearing part are all cylindrical, with the diameter of the load-bearing part being larger than that of the limiting part.

[0009] Further configuration: The main body is fixedly connected to the base plate with two reinforcing ribs, the reinforcing ribs include a long plate and a short plate, the long plate and the short plate are perpendicular to each other.

[0010] A further feature is provided: a support block is fixedly connected at the angle between the long and short plates.

[0011] Further configuration: holes are provided on the short plate and the long plate, and holes corresponding to the holes on the reinforcing ribs are provided on the main body and the bottom plate. The holes on the reinforcing ribs are connected to the holes on the main body and the bottom plate by bolts.

[0012] Further configuration: A support member is fixedly connected to the base plate, and a U-shaped component is provided at the top of the support member, with the support member located below the shaft assembly.

[0013] Further configuration: Axial fixing elements are provided on both sides of the mounting base.

[0014] Further configuration: A rubber pad is adhered to the bottom of the base plate.

[0015] Further configuration: Each of the four bottom corners of the base plate is provided with a mounting base.

[0016] Compared with the prior art, the beneficial technical effects of the present invention are as follows: This invention is robust and lightweight, yet maintains its required strength without residual deformation, making it convenient for maintenance personnel. It does not affect the use of jacks, facilitates tire replacement after landing, has a long service life, and provides secure fixation after installation. The invention is primarily axially fixed and will not detach. When using this device, the pilot only needs to maintain a certain hovering height to allow maintenance personnel easy installation, making it relatively lenient in terms of environmental requirements and requiring lower technical skills from both pilots and maintenance personnel. For maintenance personnel, it enables rapid handling of tire blowouts, ensuring safe landings and facilitating quick tire replacements, thus ensuring the successful completion of flight missions. It also enhances the engineering skills of maintenance personnel, accumulates experience in designing maintenance tools, and improves the overall level of aircraft maintenance work. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is an isometric view of the present invention; Figure 2 This is the front view of the present invention; Figure 3 This is a right view of the present invention; Figure 4This is a top view of the present invention; Figure 5 This is a schematic diagram of the present invention installed on a wheel and axle; Figure 6 This is an isometric view of the main body of the present invention; Figure 7 This is an enlarged schematic diagram of the mounting base of the present invention.

[0019] Reference numerals: 100, main body; 101, mounting base; 102, axial fastener; 200, shaft assembly; 300, reinforcing rib; 400, support; 500, base plate; 600, rubber pad; 700, axle. Detailed Implementation

[0020] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. Example

[0023] Reference Figures 1-4This invention discloses an emergency landing device for aircraft, comprising: a main body 100, a base plate 500, and a shaft assembly 200. The main body 100 is a trapezoidal frame, with a mounting base 101 at its top. The mounting base 101 has a hole, the axis of which is parallel to the ground. The trapezoidal shape of the main body 100 provides space for the rocker arm of the main landing gear, and the trapezoidal design allows for the addition of a mounting base 101 for the shaft assembly 200 at its top. A triangular area is hollowed out in the middle of the trapezoid. The bottom edge of the main body 100 is welded to the base plate 500, and the mounting base 101 is axially fixed to the shaft assembly 200. Based on the shape of the main body 100, a mounting base 101 is designed on the upper part of the main body 100. Mounting base 101 is part of the main body 100 and is integrally machined with the main body 100. The two ends of the shaft assembly 200 are mounting part and limiting part, respectively, and the load-bearing part is between the mounting part and the limiting part. The mounting part of the shaft assembly 200 is axially fixed to the mounting base 101. The mounting part is connected to the hole of the mounting base 101. A flange is designed on the mounting part of the shaft assembly 200. When the shaft assembly 200 is inserted into the shaft mounting hole of the mounting base 101, the flange plays a role in axial fixation. The shaft assembly 200 and the mounting base 101 can be directly installed according to the axial installation relationship.

[0024] Specifically, the main body 100 and the mounting base 101 are integrally machined. The main body 100 and mounting base 101 have a simple structure, making integral machining relatively easy. Furthermore, the forces between the two structures are significant and complex, and integral machining minimizes the risk of damage. The shaft assembly 200 and the mounting base 101 can be directly installed axially. The flange on the shaft assembly 200 serves to limit axial displacement and also to withstand bending moments, thus relieving load on the shaft assembly 200. The main body 100 and the base plate 500 are welded together. The forces between the main body 100 and the base plate 500 are significant and complex, but integral machining is difficult; therefore, welding is used to ensure high strength and reliability at the weld joint. While maintaining structural strength, a triangular plate area is hollowed out in the middle of the trapezoid to reduce structural weight.

[0025] Alternatively, the shaft assembly 200 and the mounting base 101 can be connected by welding, resulting in a more robust connection. If the overall weight is too high, the shaft assembly 200 can be hollowed out to reduce the overall weight of the device.

[0026] Reference Figure 5The installation method of this invention is as follows: the main body 100 and the base plate 500 are laterally positioned by the reinforcing ribs 300, and then the main body 100 and the base plate 500 are welded together. When installing the device of this invention onto the axle 700 of the aircraft, the axle assembly 200 is installed first, the tire fixing bolts are positioned at the cut of the axle assembly 200, and then the main body 100 is fitted onto the axle assembly 200.

[0027] How to use this invention: When a tire blowout occurs on either side, use the device on both sides simultaneously. Step 1: After the helicopter has hovered and stabilized, insert the shaft assembly 200 into the wheel axle 700 from the inside of the helicopter, rotate the shaft assembly 200 to engage the tire fixing bolts into the cutouts of the shaft assembly 200, then install the safety limiting bolts at the end of the shaft assembly 200 and secure the safety nut.

[0028] Step 2: Install the main body 100 onto the shaft assembly 200, and then use nylon rope to secure the retaining ring on the mounting base 101 to the support column on the wheel axle 700.

[0029] Step 3: The helicopter lands.

[0030] Disassembly: Step 1: Use jacks to lift the helicopter, and then remove the emergency landing gear.

[0031] Step 2: First, untie the nylon rope and remove it.

[0032] Step 3: Remove the safety nut and retaining bolt, and pull out the axle assembly 200. If it is too tight, you can insert a steel wire through the pre-drilled hole at the head of the axle assembly 200 and use other equipment to pull it out. After the axle assembly 200 is removed, you can proceed to the next step of tire replacement.

[0033] In one alternative embodiment, the top of the limiting part has a notch along its diameter, with the notch direction perpendicular to the ground. The mounting part, limiting part, and load-bearing part are all cylindrical, with the load-bearing part having a larger diameter than the limiting part. The shaft assembly 200 has two shafts of different sizes. The thicker inner shaft section is the load-bearing part, which fits well with the inner wall of the wheel axle 700. The thinner outer shaft section of the shaft assembly 200 is the limiting part, which can pass through three shaft cavities of different sizes within the wheel axle 700 and through a notch at its end to allow the tire fixing bolts to pass through. Its main function is to limit the circumferential rotational movement of the shaft assembly 200.

[0034] Specifically, the top of the limiting part is used to connect with the wheel axle 700. The fixing bolts that pass through the wheel axle 700 through the cut can limit the circumferential movement of the shaft assembly 200. The load-bearing part is the thickest part and is mainly used to bear most of the weight.

[0035] In an optional embodiment, the main body 100 and the base plate 500 are fixedly connected by two reinforcing ribs 300. Each reinforcing rib 300 includes a long plate and a short plate, which are perpendicular to each other. Based on the structural configuration of the main body 100 and the base plate 500, and considering the position of the main landing gear tires, the reinforcing rib is designed with this structural configuration. The reinforcing rib 300 serves to bear part of the bending moment and connects with the base plate 500. Analysis of the bending moment of the main body 100 shows that the bending moment is greatest at the center of the edge line; therefore, the reinforcing rib 300 is designed to be located at the center of the edge line, and its lower installation position avoids the reinforcing beam under the base plate 500.

[0036] Specifically, the perpendicular design of the long and short plates significantly enhances the rigidity of the main body 100 and the base plate 500. This structure effectively withstands and disperses external forces, preventing localized bending or deformation. The reinforcing rib 300 is designed at the center of the edge line, a location that represents the point of maximum bending moment in bending moment analysis. This means that the reinforcing rib 300 can better withstand bending moments, further enhancing the structural stability. The connection design between the reinforcing rib 300 and the base plate 500 ensures a strong bond between them, reducing the risk of loosening or displacement caused by external forces or loads. The lower mounting position avoids the reinforcing beam under the base plate 500, thus avoiding potential stress concentration points and ensuring the overall structural stability. This reinforcing rib 300 design is relatively simple, facilitating production and assembly, and reducing manufacturing costs. The location design of the reinforcing rib 300 makes it easier to inspect and maintain, and allows for easier replacement or repair if necessary.

[0037] In one alternative embodiment, a support block is fixedly connected at the angle between the long plate and the short plate. Holes are provided on the short plate and the long plate, and holes corresponding to the holes on the reinforcing rib 300 are provided on both the main body 100 and the base plate 500. The holes on the reinforcing rib 300 are bolted to the holes on the main body 100 and the base plate 500. The reinforcing member is bolted to the main body 100 and the base plate 500. Since the reinforcing member mainly bears part of the bending moment and there is no significant stress concentration between it and the main body 100 and the base plate 500, a complex and robust connection method is not required. Furthermore, the bolted connection facilitates the replacement of damaged reinforcing members.

[0038] Specifically, the design of the support blocks further increases the rigidity and stability of the structure, reducing the possibility of bending and deformation. The design of holes and bolt connections allows the reinforcing ribs 300 to be easily connected to or disassembled from the main body 100 and the base plate 500, which is highly beneficial for maintenance and component replacement. The reinforcing ribs 300 primarily bear part of the bending moment; through reasonable design, the distribution of bending moment can be optimized, reducing the risk of stress concentration. Since the reinforcing members primarily bear part of the bending moment, the connection between them and the main body 100 and the base plate 500 does not require overly complex securing methods. This reduces the complexity of design and manufacturing. Due to the bolted connections, if a reinforcing member is damaged, it can be easily replaced without replacing the entire structure. This design not only improves the stability of the structure but also reduces manufacturing and maintenance costs.

[0039] In one alternative embodiment, a support member 400 is fixedly connected to the base plate 500. A U-shaped component is provided at the top of the support member 400, and the support member 400 is located below the shaft assembly 200. The support member 400 primarily serves a preventative function, bearing part of the load to prevent bending of the shaft assembly 200 under overload conditions and potential uncontrollable accidents. The support member 400 is positioned below the center of the stress-bearing section of the shaft assembly 200.

[0040] Specifically, in order to improve the reliability of the emergency landing device, a support member 400 is installed on the base plate 500 assembly below the load-bearing section of the shaft assembly 200. The support member 400 can contact the shaft assembly 200 and bear the load in the event of overload deformation of the shaft assembly 200.

[0041] In one alternative embodiment, a rubber pad 600 is bonded to the bottom of the base plate 500. The base plate 500 and the rubber pad 600 are connected by adhesive bonding. First, the metal surface is treated with sandblasting, and then the metal base plate 500 and the rubber pad 600 are bonded together using a polymer adhesive. This structural design is relatively simple, can withstand a large load, and the rubber, being a polymer material, has superior performance. This structure offers good shock absorption, is easy to design, and is inexpensive. It meets certain design requirements for skidding and landing, and resists crosswinds, and has a large ground contact area. However, during use and placement, attention should be paid to preventing corrosion and aging, and regular inspection and maintenance are necessary.

[0042] Specifically, the rubber pad 600 has good shock absorption performance, capable of absorbing and dispersing some of the impact and vibration, thereby reducing damage to structural components. Fixing the rubber pad 600 to the base plate 500 by adhesive bonding ensures that there is no relative displacement between the rubber pad 600 and the base plate 500, further enhancing the stability of the structure. This structural design is relatively simple, convenient for production and installation, and also reduces stress concentration at the joints. Rubber, as a polymer material, has good elasticity and durability, and can withstand large loads. This structural design is relatively simple, and the material cost is low, making it relatively inexpensive. This structure can meet design requirements such as skidding and landing and crosswind resistance, improving the adaptability of the structure. Due to the large area of ​​the rubber pad 600, it can provide a larger contact area, thereby dispersing the load and reducing local pressure. Although attention needs to be paid to corrosion and aging prevention during use and placement, overall, this structure is easy to inspect and maintain.

[0043] In one optional embodiment, a mounting base is provided at each of the four bottom corners of the base plate 500. The upper part of the base plate 500 is designed with mounting grooves for the main body 100. The lower part is designed with mounting grooves for rubber pads 600 and reinforcing beams for the base plate 500 according to the type of ground contact component. The protruding mounting seats 101 on the four corners of the base plate 500 serve both to install the ground contact component and to fix and limit the displacement of the ground contact component in various directions.

[0044] Reference Figure 6 and Figure 7 Axial fasteners 102 are provided on both sides of the mounting base 101. The axial fasteners 102 consist of two nylon strap retaining rings designed on each side of the mounting base 101 of the shaft assembly 200. The axial fasteners 102 firmly secure the device to the main landing gear, preventing axial detachment during use. Nylon material has high mechanical strength, good toughness, light weight, high tensile strength, and excellent fatigue resistance.

[0045] The working principle and beneficial effects of this invention are as follows: This invention is robust in construction and lightweight, yet maintains its required strength without residual deformation, making it convenient for maintenance personnel to use. This invention does not affect the use of jacks, facilitates tire replacement after landing, has a long service life, and provides excellent fixation after installation. Furthermore, this invention is primarily securely fixed axially, preventing detachment. When using this device, the pilot only needs to maintain a certain hovering height to allow maintenance personnel easy installation, making the requirements for the operating environment relatively relaxed and the technical requirements for both pilots and maintenance personnel lower. For maintenance personnel, it enables rapid handling of tire blowouts, ensuring safe landings, and facilitating quick tire replacements, ensuring the successful completion of flight missions. It can also improve the engineering skills of maintenance personnel, accumulate experience in designing maintenance tools, and enhance the level of aircraft maintenance work.

[0046] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An emergency landing device for aircraft, characterized in that, include: The main body (100), the base plate (500), and the shaft assembly (200) are provided. The main body (100) is a trapezoidal frame. The top of the main body (100) is provided with a mounting base (101). The mounting base (101) has a hole. The axis of the hole is parallel to the ground. The bottom edge of the main body (100) is welded to the base plate (500). The mounting base (101) is axially fixed to the shaft assembly (200). The shaft assembly (200) has a mounting part and a limiting part at its two ends, respectively. The mounting part and the limiting part are a load-bearing part. The mounting part of the shaft assembly (200) is axially fixed to the mounting base (101). The mounting part is connected to the hole of the mounting base (101). The top of the limiting part has a cut along the diameter of the limiting part, and the direction of the cut is perpendicular to the ground; When installing the emergency landing device of the aircraft with the axle (700) of the aircraft, first install the axle assembly (200), and after positioning the tire fixing bolts in the cut of the axle assembly (200), then put the main body (100) onto the axle assembly (200).

2. The aircraft emergency landing device according to claim 1, characterized in that, include: The mounting part, the limiting part, and the load-bearing part are all cylindrical, and the diameter of the load-bearing part is larger than that of the limiting part.

3. The aircraft emergency landing device according to claim 1, characterized in that, include: The main body (100) is fixedly connected to the base plate (500) by two reinforcing ribs (300), each reinforcing rib (300) comprising a long plate and a short plate, the long plate and the short plate being perpendicular to each other.

4. The aircraft emergency landing device according to claim 3, characterized in that, include: A support block is fixedly connected at the angle between the long plate and the short plate.

5. The aircraft emergency landing device according to claim 3, characterized in that, include: The short plate and the long plate are provided with holes, and the main body (100) and the bottom plate (500) are provided with holes corresponding to the holes on the reinforcing rib (300). The holes on the reinforcing rib (300) are connected to the holes on the main body (100) and the bottom plate (500) by bolts.

6. The aircraft emergency landing device according to claim 1, characterized in that, include: A support member (400) is fixedly connected to the base plate (500), and a U-shaped component is provided at the top of the support member (400). The support member (400) is located below the shaft assembly (200).

7. The aircraft emergency landing device according to claim 1, characterized in that, include: Axial fixing members (102) are provided on both sides of the mounting base (101).

8. The aircraft emergency landing device according to claim 1, characterized in that, include: A rubber pad (600) is bonded to the bottom of the base plate (500).

9. The aircraft emergency landing device according to claim 1, characterized in that, include: The bottom of the base plate (500) is provided with a mounting base at each of the four corners.

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