Aircraft brake auxiliary undercarriage with sensing deviation correction function

Abstract

The invention provides an aircraft brake auxiliary undercarriage with a sensing correction function, belongs to the technical field of undercarriages, and solves the problem that the prior art does not have the tire posture and the deflection and deformation correction function in the brake operation process. The device comprises a wheel cabin, a supporting mechanism is arranged on the wheel cabin, a wheel carrier is connected to the supporting mechanism, a tire is rotationally installed on the wheel carrier, an inclination sensor and an offset sensor are installed on the supporting mechanism, and a deviation correction adjusting mechanism electrically connected with the inclination sensor and the offset sensor is arranged on the supporting mechanism. An inclination sensor is arranged to measure the variable of inclination of the lower portion relative to the upper portion, an offset sensor is arranged to measure the deflection amount between the tire direction and the needed rotation direction of a steering wheel, the posture of a tire is monitored, deflection and deformation in the tire braking operation process are corrected through a deviation correction adjusting mechanism, and meanwhile when an undercarriage is folded, the deviation correction adjusting mechanism is used for correcting the deflection and deformation. And tire positioning is assisted.

Description

Technical Field

[0001] The present invention belongs to the technical field of landing gears, and more specifically to an aircraft braking auxiliary landing gear with sensing and deviation correction. Background Art

[0002] The landing gear is an important component of an aircraft with load-bearing and maneuverability functions. It plays an extremely important role in the safe takeoff and landing of the aircraft. At the same time, the landing gear is also a necessary support system for the aircraft during taxiing, ground movement, and parking, and is one of the important components of the aircraft.

[0003] The existing landing gears generally only have the function of detecting wheel speed, do not have the functions of tire attitude and correction of deflection and deformation during the braking operation, and at the same time, cannot assist in tire positioning when the landing gear is retracted. Summary of the Invention

[0004] Aiming at the above problems, the purpose of the present invention is to provide an aircraft braking auxiliary landing gear with sensing and deviation correction, which sets an inclination sensor to measure the variable of the inclination of the lower part relative to the upper part, and an offset sensor to measure the deflection amount between the tire direction and the rotation direction required by the steering wheel, so as to realize real-time monitoring of the tire attitude, and correct the deflection and deformation during the braking operation of the tire through a deviation correction adjustment mechanism. At the same time, when the landing gear is retracted, it assists in tire positioning.

[0005] The technical solution adopted by the present invention is as follows:[[]]

[0006] An aircraft braking auxiliary landing gear with sensing and deviation correction includes a wheel compartment, a support mechanism is arranged on the wheel compartment, a wheel frame is connected to the support mechanism, a tire is rotatably installed on the wheel frame, an inclination sensor and an offset sensor are installed on the support mechanism, the inclination sensor is used to measure the variable of the inclination of the lower part relative to the upper part, the offset sensor is used to measure the deflection amount between the tire direction and the rotation direction required by the steering wheel, and a deviation correction adjustment mechanism electrically connected to the inclination sensor and the offset sensor is arranged on the support mechanism.

[0007] Preferably, the support mechanism includes a hydraulic rod, a power block rotatably connected to the wheel frame is fixedly arranged at the telescopic end of the hydraulic rod, one end of the wheel frame is rotatably connected to a first connecting rod, a second connecting rod is rotatably connected to the first connecting rod, the second connecting rod is rotatably connected to the fixed end of the hydraulic rod, the second connecting rod is connected to a third connecting rod driven to deflect by the second connecting rod, a fourth connecting rod is rotatably connected to the third connecting rod, a swing arm driven to deflect by the fourth connecting rod and rotatably connected to the fourth connecting rod is rotatably arranged at the fixed end of the hydraulic rod, and the swing arm is rotatably connected to the wheel compartment.

[0008] Preferably, a fifth link rod which is driven by the swing arm to deflect is rotatably connected to the swing arm. A sixth link rod and a seventh link rod are rotatably connected to the fifth link rod. The seventh link rod is rotatably connected to the wheel housing. The sixth link rod is rotatably connected to an eighth link rod. The eighth link rod is rotatably connected to a ninth link rod which rotates around the rotation point between the swing arm and the wheel housing.

[0009] Preferably, a stay bar which is rotatably connected to the wheel housing is rotatably arranged at the fixed end of the hydraulic rod. The deviation rectifying and adjusting mechanism is arranged on the stay bar.

[0010] Preferably, the deviation rectifying and adjusting mechanism includes a steering gear installed on the support mechanism. The output shaft of the steering gear is fixedly connected with a fixed shaft arranged radially along the output shaft. An installation plate is fixedly connected to the fixed shaft. A motor is installed on the installation plate. The motor is connected with a driving gear. A driven gear which meshes with the driving gear is rotatably sleeved on the fixed shaft. A driving bevel gear is fixedly connected to the driven gear. Two vertically arranged and symmetrically upper and lower swing shafts are rotatably connected to the fixed shaft. Driven bevel gears which mesh with the driving bevel gear are fixedly sleeved on the swing shafts. Flow spoilers are fixedly connected to the swing shafts.

[0011] Preferably, a stabilizing bevel gear which meshes with the driven bevel gear is rotatably sleeved on the fixed shaft.

[0012] Preferably, a wheel speed sensor is arranged on the wheel carrier.

[0013] In summary, due to the adoption of the above technical solutions, the beneficial effects of the present invention are as follows:

[0014] An inclination sensor is set to measure the variable of the inclination of the lower part relative to the upper part, and an offset sensor is set to measure the deflection amount between the tire direction and the rotation direction required by the steering wheel, so as to realize real-time monitoring of the tire attitude. The deviation rectifying and adjusting mechanism corrects the deflection and deformation during the braking operation of the tire, and at the same time, assists in the positioning of the tire when the landing gear is retracted. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0016] Figure 1 It is a schematic diagram of the deployed state of the landing gear provided by the embodiment of the present invention;

[0017] Figure 2 It is a schematic three-dimensional structure diagram of the deviation rectifying and adjusting mechanism provided by the embodiment of the present invention;

[0018] Figure 3 Schematic diagram of the swing arm and related connecting rods provided by the embodiment of the present invention;

[0019] Figure 4 Schematic diagram of the landing gear in the stowed state provided by the embodiment of the present invention.

[0020] Reference numerals: 1 - wheel bay; 2 - deviation correction adjustment mechanism; 201 - steering gear; 202 - fixed shaft; 203 - motor; 204 - driving gear; 205 - swing shaft; 206 - spoiler; 207 - mounting plate; 208 - driven gear; 209 - driving bevel gear; 210 - driven bevel gear; 211 - stabilizing bevel gear; 3 - sixth connecting rod; 4 - seventh connecting rod; 5 - eighth connecting rod; 6 - fifth connecting rod; 7 - tilt sensor; 8 - strut; 9 - second connecting rod; 10 - first connecting rod; 11 - wheel speed sensor; 12 - offset sensor; 13 - power block; 14 - wheel carrier; 15 - tire; 16 - third connecting rod; 17 - hydraulic rod; 18 - fourth connecting rod; 19 - swing arm; 20 - ninth connecting rod. Detailed implementation manners

[0021] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. Generally, the components of the embodiments of the present invention described and illustrated herein can be arranged and designed in various different configurations.

[0022] Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed present invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0023] In the description of the present invention, it should be noted that if terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are used to indicate the orientation or positional relationship, it is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of this application is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0024] The following will be combined with Figures 1 - 4 to describe the present invention in detail.

[0025] Embodiment

[0026] An aircraft braking auxiliary landing gear with sensing and deviation correction, including a wheel bay 1, a support mechanism is arranged on the wheel bay 1, a wheel carrier 14 is connected to the support mechanism, a tire 15 is rotatably installed on the wheel carrier 14, an inclination sensor 7 and a deviation sensor 12 are installed on the support mechanism, the inclination sensor 7 is used to measure the variable of the inclination of the lower part relative to the upper part, and the deviation sensor 12 is used to measure the deflection between the direction of the tire 15 and the required rotation direction of the steering wheel. A deviation correction adjustment mechanism 2 electrically connected to the inclination sensor 7 and the deviation sensor 12 is arranged on the support mechanism.

[0027] The inclination sensor 7 is set to measure the variable of the inclination of the lower part relative to the upper part under the influence of wind force and vibration; due to the influence of vibration, wheel wear, uneven road surface, normal bending deformation of mechanical mechanisms, etc., a certain deflection will occur. Therefore, the deviation sensor 12 is set to measure the deflection between the direction of the tire 15 and the required rotation direction of the steering wheel; the inclination sensor 7 and the deviation sensor 12 monitor the attitude of the tire 15. The inclination sensor 7 and the deviation sensor 12 are connected to a controller (not shown in the figure, which is prior art). The signals detected by the inclination sensor 7 and the deviation sensor 12 are transmitted to the controller, and the controller controls the deviation correction adjustment mechanism 2 to correct the deflection and deformation during the braking operation of the tire 15, ensuring that the tire 15 touches the ground in the correct attitude during the braking operation, ensuring the safety of the aircraft landing, and at the same time assisting in the positioning of the tire 15 when it is retracted, that is, the tire 15 can be accurately placed into the wheel bay 1.

[0028] The support mechanism includes a hydraulic rod 17. A power block 13 rotatably connected to the wheel carrier 14 is fixedly arranged at the telescopic end of the hydraulic rod 17. One end of the wheel carrier 14 is rotatably connected to a first connecting rod 10. A second connecting rod 9 is rotatably connected to the first connecting rod 10. The second connecting rod 9 is rotatably connected to the fixed end of the hydraulic rod 17. The second connecting rod 9 is connected to a third connecting rod 16 that is driven to deflect by the second connecting rod 9. A fourth connecting rod 18 is rotatably connected to the third connecting rod 16. A swing arm 19 that is rotatably connected to the fourth connecting rod 18 and is driven to deflect by the fourth connecting rod 18 is rotatably arranged at the fixed end of the hydraulic rod 17. The swing arm 19 is rotatably connected to the wheel bay 1.

[0029] Wherein, the third connecting rod 16 rotates around the rotation point between the second connecting rod 9 and the hydraulic rod 17, that is, a shaft rod is fixedly arranged on the hydraulic rod 17, and both the second connecting rod 9 and the third connecting rod 16 are rotatably sleeved on the shaft rod; the second connecting rod 9 and the third connecting rod 16 can be connected by a hinge, and the hinge can transmit power after rotating a certain angle, providing redundancy, that is, the second connecting rod 9 swings a certain angle and then drives the third connecting rod 16 to swing; the second connecting rod 9 and the third connecting rod 16 can also be fixedly connected, and the second connecting rod 9 drives the third connecting rod 16 to swing synchronously while swinging.

[0030] Such as Figure 1As shown, the support mechanism is in the deployed state to support the tire 15. When it is necessary to be stored in the state as shown in Figure 4 shown, the hydraulic rod 17 is controlled by the controller to extend. Then, the wheel carrier 14 deflects around the rotation connection of the power block 13. The wheel carrier 14 drives the first link 10 to deflect clockwise. The first link 10 drives the second link 9 to deflect counterclockwise. The second link 9 drives the third link 16 to swing counterclockwise, thereby pushing the fourth link 18 upward. The fourth link 18 drives the swing arm 19 to swing, so as to complete the folding and storage of the swing arm 19 and the hydraulic rod 17 in the wheel housing 1. When it is necessary to deploy the support mechanism, the hydraulic rod 17 is controlled to contract to perform the deployment.

[0031] A fifth link 6 is rotatably connected to the swing arm 19 and is driven by the swing arm 19 to deflect. A sixth link 3 and a seventh link 4 are rotatably connected to the fifth link 6. The seventh link 4 is rotatably connected to the wheel housing 1. The sixth link 3 is rotatably connected to an eighth link 5. The eighth link 5 is rotatably connected to a ninth link 20 that rotates around the rotation point between the swing arm 19 and the wheel housing 1.

[0032] To ensure the stability of the swing arm 19 during the swinging process and provide auxiliary support after the swing arm 19 swings in place, the fifth link 6 is set to swing with the swing arm 19, thereby driving the sixth link 3, the seventh link 4, the eighth link 5, and the ninth link 20 to swing and fold.

[0033] The fixed end of the hydraulic rod 17 is rotatably provided with a stay bar 8 that is rotatably connected to the wheel housing 1. The stay bar 8 can support the deployed hydraulic rod 17 to ensure the stability of the hydraulic rod 17 under high loads. The deviation correction adjustment mechanism 2 is provided on the stay bar 8. The tilt sensor 7 is provided on the stay bar 8, and the offset sensor 12 is provided on the power block 13.

[0034] The deviation correction adjustment mechanism 2 includes a servo motor 201 installed on the support mechanism. The output shaft of the servo motor 201 is fixedly connected with a fixed shaft 202 arranged radially along the output shaft. A mounting plate 207 is fixedly connected to the fixed shaft 202. A motor 203 is installed on the mounting plate 207. The motor 203 is connected with a driving gear 204. A driven gear 208 meshing with the driving gear 204 is rotatably sleeved on the fixed shaft 202. A driving bevel gear 209 is fixedly connected to the driven gear 208. Two vertically arranged and symmetrically upper and lower swing shafts 205 are rotatably connected to the fixed shaft 202. Driven bevel gears 210 meshing with the driving bevel gear 209 are fixedly sleeved on the swing shafts 205. A spoiler 206 is fixedly connected to the swing shafts 205. In this application, a servo motor 201 with a relatively large output power is selected to resist the deflection torque on the fixed shaft 202.

[0035] The controller is connected to the steering gear 201 and the motor 203; when deviation correction adjustment is required, the steering gear 201 rotates the output shaft to cause the fixed shaft 202 and the related structures on the fixed shaft 202 to swing together, so that the spoiler 206 swings in place; the controller controls the motor 203 to rotate reciprocally, so that the driving gear 204 drives the driven gear 208 to rotate, the driving bevel gear 209 rotates synchronously with the driven gear 208, and then drives the engaged driven bevel gear 210 to rotate reciprocally, and finally realizes the reciprocating swing of the swing shaft 205 and the spoiler 206. The upper and lower spoilers 206 have opposite angles. After the spoiler 206 is supported, the tire 15 will tilt to the left or right. Adjustment is made according to the deflection amount of the tire 15, so as to correct and make up for the deflection amount; and the reciprocating swing of the spoiler 206 generates turbulent flow, which can also play a role in reducing speed.

[0036] When the tire 15 is retracted into the wheel well 1, the tire 15 is in the airflow disturbance area of the spoiler 206, so that the tire 15 is aligned and retracted into the wheel well 1.

[0037] A stabilizing bevel gear 211 meshing with the driven bevel gear 210 is rotatably sleeved on the fixed shaft 202. The stabilizing bevel gear 211 can increase the stability of the driven bevel gear 210 during rotation.

[0038] A wheel speed sensor 11 is provided on the wheel carrier 14. The wheel speed sensor 11 measures the rotational speed of the tire during the takeoff and landing stages of the aircraft. During the takeoff and landing of the aircraft, the rotational speed of the tire 15 can reflect the dynamic characteristics when the landing gear contacts the ground. If the rotational speed of the tire 15 is abnormal, it may mean that there is a fault or damage in the landing gear, which will affect the landing safety of the aircraft.

[0039] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An aircraft brake auxiliary landing gear with sensor correction, comprising a wheel bay (1), characterized in that: The wheel bay (1) is provided with a support mechanism, the support mechanism is connected to a wheel frame (14), a tire (15) is rotatably mounted on the wheel frame (14), a tilt sensor (7) and an offset sensor (12) are mounted on the support mechanism, the tilt sensor (7) is used to measure the variable of the lower tilt relative to the upper tilt, the offset sensor (12) is used to measure the deflection between the direction of the tire (15) and the required rotation direction of the steering wheel, and the support mechanism is provided with a deviation correction adjustment mechanism (2) electrically connected to the tilt sensor (7) and the offset sensor (12).

2. The aircraft brake auxiliary landing gear with sensor correction according to claim 1, characterized in that: The support mechanism comprises a hydraulic rod (17), a power block (13) rotatably connected to a wheel frame (14) is fixedly provided at a telescopic end of the hydraulic rod (17), a first connecting rod (10) is rotatably connected to one end of the wheel frame (14), a second connecting rod (9) is rotatably connected to the first connecting rod (10), the second connecting rod (9) is rotatably connected to the fixed end of the hydraulic rod (17), the second connecting rod (9) is connected to a third connecting rod (16) for being driven to deflect by the second connecting rod (9), the third connecting rod (16) is rotatably connected to a fourth connecting rod (18), a swing arm (19) rotatably connected to the fourth connecting rod (18) and for being driven to deflect by the fourth connecting rod (18) is rotatably provided at the fixed end of the hydraulic rod (17), and the swing arm (19) is rotatably connected to the wheel compartment (1).

3. The aircraft brake auxiliary landing gear with sensor correction according to claim 2, characterized in that: The swing arm (19) is rotatably connected to a fifth connecting rod (6) for being driven to deflect by the swing arm (19); the fifth connecting rod (6) is rotatably connected to a sixth connecting rod (3) and a seventh connecting rod (4); the seventh connecting rod (4) is rotatably connected to the wheel bay (1); the sixth connecting rod (3) is rotatably connected to an eighth connecting rod (5); the eighth connecting rod (5) is rotatably connected to a ninth connecting rod (20) that rotates around a rotation point between the swing arm (19) and the wheel bay (1).

4. The aircraft brake auxiliary landing gear with sensor correction according to claim 2, characterized in that: The fixed end of the hydraulic rod (17) is rotatably provided with an oblique support rod (8) rotatably connected to the wheel compartment (1), and the deviation correction adjustment mechanism (2) is arranged on the oblique support rod (8).

5. The aircraft brake auxiliary landing gear with sensor correction according to claim 1, characterized in that: The deviation correction adjustment mechanism (2) comprises a steering gear (201) mounted on a supporting mechanism, the output shaft of the steering gear (201) is fixedly connected to a fixed shaft (202) arranged along the radial direction of the output shaft, the fixed shaft (202) is fixedly connected to a mounting plate (207), a motor (203) is mounted on the mounting plate (207), the motor (203) is connected to a driving gear (204), a driven gear (208) meshing with the driving gear (204) is rotatably sleeved on the fixed shaft (202), a driving bevel gear (209) is fixedly connected to the driven gear (208), two vertically arranged and vertically symmetrical swing shafts (205) are rotatably connected to the fixed shaft (202), a driven bevel gear (210) meshing with the driving bevel gear (209) is fixedly sleeved on the swing shaft (205), and a spoiler (206) is fixedly connected to the swing shaft (205).

6. The aircraft brake auxiliary landing gear with sensor correction according to claim 5, characterized in that: The fixed shaft (202) is rotatably sleeved with a stabilizing bevel gear (211) meshing with the driven bevel gear (210).

7. The aircraft brake auxiliary landing gear with sensor correction according to claim 1, characterized in that: A wheel speed sensor (11) is arranged on the wheel frame (14).

Images