Aircraft landing gear
By employing a buffer adaptation structure in the aircraft landing gear, the buffering force is automatically adjusted according to load changes, solving the problems of comfort under light load and stability under heavy load, and achieving a balance between safety and comfort under complex runway conditions.
Patent Information
- Application Number
- CN202511378062.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-25
- Publication Date
- 2025-11-21
AI Technical Summary
Existing aircraft landing gear cannot dynamically adjust buffer parameters according to different operating conditions, resulting in an inability to simultaneously meet the requirements of passenger comfort under light loads and structural stability under heavy loads under complex runway conditions.
An aircraft landing gear was designed with a buffer adaptation structure, including two springs arranged in a cross configuration. Through the cooperation of a toothed ring and a pressure relief hole, the buffering force is automatically adjusted, softening the buffering under light load and hardening the load under heavy load, thus achieving self-adaptive buffering.
It effectively absorbs vibration energy under light loads, improving ride comfort and protecting the stable operation of precision equipment; under heavy loads, it provides sufficient support to avoid excessive compression and ensure take-off and landing safety and structural stability.
Smart Images
Figure CN120986664A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application relates to the landing gear technical field, in particular to an airplane landing gear. BACKGROUND
[0002] With the improvement of the safety, economy and comfort requirements of air transportation, the existing passive buffer design cannot meet the diversified working condition requirements: on the one hand, the simple airport runway commonly used by branch airlines (many of which have gravel and potholes) increases the frequency of jolt impact; on the other hand, the integration degree of the front cabin avionics equipment of wide-body passenger planes is improved (such as a multi-sensor fusion system), and the precision requirement for vibration control is higher, therefore, solving the problem of the adaptability deficiency of the front landing gear buffer system becomes a key technical direction for reducing structural damage, improving landing safety and controlling maintenance cost, and therefore, an active adaptive structure which dynamically adjusts buffer parameters according to jolt conditions needs to be designed. SUMMARY
[0003] The application aims at solving the problems in the background art and provides an airplane landing gear.
[0004] In order to achieve the above-mentioned purpose, the application adopts the following technical scheme: An airplane landing gear, comprising a wheel, a support installed on the wheel through a bearing, an outer cylinder installed on the support through an anti-twist structure, an inner cylinder fixedly installed on the support, a support column fixedly installed on the upper end of the inner cylinder, and a buffer adaptive structure jointly installed between the inner cylinder and the outer cylinder, which automatically adjusts the buffer intensity according to the impact degree encountered in the landing or taxiing process, and self-adapts between soft buffer in light load and hard resistance to load in heavy load.
[0005] In the airplane landing gear, the anti-twist structure comprises a lower anti-twist arm rotatably arranged on the support, and an upper anti-twist arm rotatably installed on the lower anti-twist arm through a lock pin, and the upper anti-twist arm is fixedly connected with the outer cylinder.
[0006] In the airplane landing gear, the buffer adaptive structure comprises two spring ones and two spring twos fixedly installed on the upper end of the inner cylinder, one end of each of the two spring ones is fixedly installed with a bottom plate two, one end of each of the two spring twos is fixedly installed with a bottom plate one, and the rigidity of the spring twos is greater than that of the spring ones.
[0007] In the airplane landing gear, a fixed ring is fixedly installed in the outer cylinder, two guide holes are formed in the fixed ring, an installation groove is formed in the fixed ring, a gear ring is rotatably installed in the installation groove, a rotating groove two is formed in the outer cylinder, the gear ring is rotatably arranged in the rotating groove two, two pressure relief holes matched with the two guide holes are formed in the gear ring, and the diameters of the two guide holes are greater than that of the bottom plate one and smaller than that of the bottom plate two.
[0008] In the aircraft landing gear, the stop bar is fixedly installed on the strut, the abutting block is fixedly installed on the inner side of the gear ring, and the stop bar and the abutting block are used in cooperation, one end of the abutting block is fixedly installed with an arc spring, the inner side of the fixed ring is provided with a sliding groove, and the sliding groove is communicated with the mounting groove, the abutting block is used in sliding in the sliding groove, and the inner side of the fixed ring is fixedly installed with a fixed block.
[0009] In the aircraft landing gear, the fixed pressing block is fixedly installed on the inner upper end of the outer cylinder, the movable pressing block used in cooperation with the fixed pressing block is rotatably arranged in the outer cylinder, and the inclined surfaces of the fixed pressing block and the movable pressing block are matched.
[0010] In the aircraft landing gear, the fixed plug cover is fixedly installed in the outer cylinder, the second oil hole is formed in the fixed plug cover, and the strut is used in sliding in the fixed plug cover.
[0011] In the aircraft landing gear, the rotating plug is sealingly and rotatably installed in the fixed plug cover, and the rotating plug is sealingly and rotatably arranged in the outer cylinder, the first oil hole is formed in the rotating plug, and the first oil hole and the second oil hole are used in cooperation, the outer side of the rotating plug is fixedly installed with two arc-shaped tooth rods, the outer cylinder is provided with a rotating groove one, and the two arc-shaped tooth rods are rotatably arranged in the rotating groove one.
[0012] In the aircraft landing gear, two vertical grooves are formed in the outer cylinder, the two vertical grooves are communicated with the rotating groove one and the rotating groove two, rotating rods are rotatably installed in the two vertical grooves, gear two is fixedly installed on the upper ends of the two rotating rods, and the gear two is used in meshing with the gear ring, gear one is fixedly installed on the lower ends of the two rotating rods, and the two gear ones are used in meshing with the corresponding arc-shaped tooth rods.
[0013] In the aircraft landing gear, the rotating sleeve is fixedly installed between the rotating plug and the movable pressing block, the guide grooves are formed in the rotating sleeve and the rotating plug, the upper end of the strut is fixedly installed with a guide rod, and the guide rod is always used in sliding in the guide groove.
[0014] Compared with the prior art, the aircraft landing gear can acutely sense the impact strength of landing and sliding, dynamically adjust the buffer according to the impact strength, soften the buffer strength when the load is small, fully absorb the vibration energy, filter the jolt feeling transmitted to the fuselage, protect the stable operation of the front cabin precision avionics equipment, and improve the riding comfort of the passengers, automatically strengthen the support rigidity when the load is heavy and the impact is strong, avoid excessive compression of the buffer, firmly resist the great impact force, protect the fuselage structure and landing stability, and solve the adaptation problem of the traditional landing gear which is rigid to the end, and still maintain good buffer effect under complex runway conditions. BRIEF DESCRIPTION OF DRAWINGS
[0015] Figure 1 A schematic diagram of the structure of an aircraft landing gear according to the present application; Figure 2 A top view of the present application; Figure 3 A schematic diagram of the structure of a part of the present application Figure 2 A schematic diagram of the structure of a part of the present application Figure 4 A schematic diagram of the exploded structure of the inner tube of the present application Figure 5 A schematic diagram of the structure of a part of the present application Figure 4 Figure 6 A schematic diagram of the structure of a part of the present application Figure 5 Figure 7 A schematic diagram of the structure of the oil hole two and the fixed ring of the present application.
[0016] In the figure: 1, outer tube; 2, inner tube; 3, upper anti-twist arm; 4, lower anti-twist arm; 5, wheel; 6, bracket; 7, fixed pressing block; 8, spring one; 9, fixed plug cover; 10, gear ring; 11, pressure relief hole; 12, spring two; 13, bottom plate one; 14, bottom plate two; 15, movable pressing block; 16, rotating sleeve; 17, oil hole one; 18, arc-shaped toothed rod; 19, fixed ring; 20, fixed block; 21, arc-shaped spring; 22, rotating groove one; 23, rotating groove two; 24, guide groove; 25, oil hole two; 26, gear one; 27, rotating rod; 28, gear two; 29, stop block; 30, guide rod; 31, guide hole; 32, stop bar; 33, support column. DETAILED DESCRIPTION
[0017] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the protection scope of the present application.
[0018] Reference Figures 1-3 An aircraft landing gear, comprising a wheel 5, a support 6 mounted on the wheel 5 through a bearing, an outer cylinder 1 mounted on the support 6 through an anti-twist structure, the anti-twist structure comprising a lower anti-twist arm 4 rotatably arranged on the support 6, the lower anti-twist arm 4 rotatably mounted with an upper anti-twist arm 3 through a locking pin, and the upper anti-twist arm 3 fixedly connected with the outer cylinder 1, the anti-twist structure preventing the outer cylinder 1 on the landing gear from twisting around the axis of the wheel 5 when the landing gear is sliding on the ground (such as braking, turning) or landing impact, avoiding the internal hydraulic pipeline and sealing element from being damaged due to the twisting, and ensuring the movement direction of the wheel 5 stable (only left and right swing turning, without additional twisting). When the support 6 swings left and right by 42° (turning stroke), the turning movement is guided through the hinged structure of the upper anti-twist arm 3 and the lower anti-twist arm 4.
[0019] Referring to Figures 3-7 , the support 6 is fixedly mounted with an inner cylinder 2, the inner cylinder 2 is filled with hydraulic oil between the inner cylinder 2 and a fixed plug cover 9 for buffering operation, the inner cylinder 2 is fixedly mounted with a support column 33 at the upper end, and the inner cylinder 2 is jointly mounted with the outer cylinder 1 with a buffer matching structure, the buffer matching structure automatically adjusts the buffering degree according to the impact degree encountered in the landing or sliding process, and automatically adjusts between soft buffering in light load and hard resistance in heavy load, the buffer matching structure comprises two spring one 8 and two spring two 12 fixedly installed on the upper end of the inner cylinder 2, the two spring one 8 and the two spring two 12 are evenly arranged in cross, one end of the two spring one 8 is fixedly installed with a bottom plate two 14, one end of the two spring two 12 is fixedly installed with a bottom plate one 13, the rigidity of the spring two 12 is greater than that of the spring one 8, the outer cylinder 1 is fixedly installed with a fixed ring 19, two guide holes 31 are formed in the fixed ring 19, the guide holes 31 are circular, an installation groove is formed in the fixed ring 19, a gear ring 10 is rotatably installed in the installation groove, a rotating groove two 23 is formed in the outer cylinder 1, and the gear ring 10 is rotatably arranged in the rotating groove two 23, two pressure relief holes 11 are formed in the gear ring 10 for cooperating with the two guide holes 31, the diameters of the two guide holes 31 are greater than that of the bottom plate one 13 and less than that of the bottom plate two 14, so as to prevent the bottom plate two 14 from entering the guide hole 31, a blocking strip 32 is fixedly installed on the support column 33, the lowest point of the blocking strip 32 is lower than the highest point of the spring one 8 and the spring two 12, a stop block 29 is fixedly installed on the inner side of the gear ring 10, the stop block 29 is L-shaped, and the blocking strip 32 and the stop block 29 cooperate, the blocking strip 32 can slide in the "concave" position of the stop block 29 (far away from the support column 33), one end of the stop block 29 is fixedly installed with an arc-shaped spring 21, a sliding groove is formed in the inner side of the fixed ring 19, and the sliding groove is in communication with the installation groove, the stop block 29 slides in the sliding groove for use, a fixed block 20 is fixedly installed on the inner side of the fixed ring 19, and one end of the arc-shaped spring 21 is fixedly connected with the fixed block 20.
[0020] When the arc spring 21 is in the state of no tension and no compression, the two pressure relief holes 11 are misaligned with the two guide holes 31 (not connected) at this time, and the tooth ring 10 rotates to drive the abutting block 29 to rotate, which will extrude the arc spring 21. At the same time, the two pressure relief holes 11 will be connected with the guide holes 31 when they are rotated by an angle R (the specific angle is set according to the load size adaptability), at this time, the two bottom plates 13 will move upward through the guide holes 31 and the pressure relief holes 11, and will no longer abut against the fixed ring 19. The elastic compression amount of the spring 12 is reduced, and the distance between the fixed plug cover 9 and the fixed ring 19 is set to change the demand for elastic compression amount; when it is rotated to R+r and the tooth ring 10 stops rotating, the pressure relief hole 11 is not connected with the corresponding guide hole 31.
[0021] The fixed pressure block 7 is fixedly installed at the upper end in the outer cylinder 1, the movable pressure block 15 is rotatably arranged in the outer cylinder 1 and cooperates with the fixed pressure block 7, the inclined surfaces of the fixed pressure block 7 and the movable pressure block 15 are matched, the fixed plug cover 9 is fixedly installed in the outer cylinder 1, the oil hole 25 is formed in the fixed plug cover 9, the support 33 slides in the fixed plug cover 9, the rotating plug is sealingly and rotatably installed in the fixed plug cover 9 and is sealingly and rotatably arranged in the outer cylinder 1, the oil hole 17 is formed in the rotating plug and cooperates with the oil hole 25, the end face diameter of the oil hole 17 gradually increases, the arc length formed by the oil hole 17 is greater than the arc length formed by the oil hole 25, the two arc-shaped tooth rods 18 are fixedly installed on the outer side of the rotating plug, the rotating groove 22 is formed in the outer cylinder 1, the two arc-shaped tooth rods 18 are rotatably arranged in the rotating groove 22, two vertical grooves are formed in the outer cylinder 1 and are connected with the rotating groove 22 and the rotating groove 23, the rotating rod 27 is rotatably installed in the two vertical grooves, the gear 28 is fixedly installed on the upper end of the two rotating rods 27 through the damping bearing and meshes with the tooth ring 10, the gear 1 is fixedly installed on the lower end of the two rotating rods 27, the two gears 1 mesh with the corresponding arc-shaped tooth rods 18, the rotating sleeve 16 is fixedly installed between the rotating plug and the movable pressure block 15, the leakage hole is formed in the rotating sleeve 16, the hydraulic oil in the rotating sleeve 16 can enter the fixed pressure block 7 and the movable pressure block 15 through the leakage hole, be extruded by the fixed pressure block 7, pass through the oil hole 17 and the oil hole 25 again, and return to the space between the fixed plug cover 9 and the inner cylinder 2 again, the guide grooves 24 are formed in the rotating sleeve 16 and the rotating plug, the guide rod 30 is fixedly installed on the upper end of the support 33 and always slides in the guide groove 24.
[0022] When the aircraft is in a light load state, such as empty or less passenger and cargo load, the ground impact load is relatively small. At this time, the displacement of the inner cylinder 2 moving upward driven by the wheel 5 is small, the inner cylinder 2 drives the two springs one 8 and the two springs two 12 to close to the fixed ring 19, and the guide rod 30 cooperates with the guide groove 24 to drive the rotating plug and the rotating sleeve 16 to rotate, the rotating sleeve 16 drives the movable pressing block 15 to rotate, and the distance between the movable pressing block 15 and the fixed pressing block 7 gradually increases. The rotating plug drives the two arc-shaped tooth rods 18 to rotate, and the two arc-shaped tooth rods 18 rotate by an angle (less than R) without engaging with the two gear wheels one 26 (still a distance apart). In this primary buffering stage, the internal hydraulic oil is prevented from flowing out through the relief hole 11 and the guide hole 31 (the gear wheel one 26 does not rotate, and the gear ring 10 does not rotate, and if the gear ring 10 rotates, the relief hole 11 and the guide hole 31 are connected to accelerate the flow of hydraulic oil, the shock displacement is larger, and obvious jolt feeling is produced).
[0023] When the rotating angle of the two arc-shaped tooth rods 18 is greater than R, the arc-shaped tooth rods 18 engage with the two gear wheels one 26 and drive them to rotate, the two gear wheels one 26 rotate to drive the two gear wheels two 28 to rotate through the two rotating rods 27, the two gear wheels two 28 rotate to drive the gear ring 10 to rotate, and the gear ring 10 rotates to connect the two relief holes 11 and the guide holes 31. At this time, the two bottom plates two 14 driven by the two springs two 12 enter the guide holes 31, and gradually approach the fixed plug cover 9 through the two relief holes 11, reducing the rebound force of the springs two 12. At this time, in the normal setting state, the hydraulic oil is used to buffer and shock between the springs one 8 and the springs two 12, reduce the additional elastic force of the springs two 12, and reduce the overall stiffness of the buffering system. The lower stiffness makes the buffering system produce greater elastic deformation when subjected to small load impact, more fully absorbs and buffers energy, and reduces vibration transmission to the fuselage. For example, when the aircraft is empty and slides on uneven road surface to produce small jolt, the buffering system with lower stiffness can effectively filter vibration and improve the riding comfort of passengers on the aircraft, and also reduce the vibration interference to the precise instruments and equipment on the aircraft (this is the intermediate shock absorption).
[0024] When the aircraft is in heavy load state, such as full load of passengers and cargo, the ground load received during landing or taxiing is larger. At this time, the displacement of the inner cylinder 2 moved upward by the wheels 5 is larger (continues to move upward on the basis of the above, the rotation angle is larger than R+r), at this time, the two arc-shaped tooth rods 18 are separated from the two tooth gears 26 again, at this time, under the rebounding force of the arc-shaped spring 21, the tooth ring 10 is reversely rotated through the abutting block 29, and the distance between the pressure relief hole 11 and the guide hole 31 on the horizontal plane is smaller than the diameter of the spring 12, so that the spring 12 is clamped at this place (at this time, under the up-and-down floating inertia of the shock, the blocking strip 32 is on the side away from the arc-shaped spring 21 of the abutting block 29, and the blocking strip 32 and the abutting block 29 are arranged to ensure that the tooth ring 10 will not reversely rotate due to the pressure of the spring 12), the elasticity of the spring 12 and the spring 8 is concentrated, more springs are reserved to maintain higher stiffness of the damping system, sufficient supporting force can be provided to prevent the damping system from being excessively compressed, avoid dangerous situations such as the landing gear touching the bottom, and ensure the buffering stability and safety of the aircraft under heavy load. For example, when the aircraft lands with full load, the high-stiffness damping system can effectively resist the huge impact force and maintain the fuselage stable, protecting the fuselage structure from being damaged.
[0025] Further, the fixed connection should be understood in a broad sense unless otherwise specified and limited, for example, it can be welding, or gluing, or integrally formed with the commonly used means known to those skilled in the art.
[0026] The above is only the preferred embodiment of the present application, but the protection scope of the present application is not limited thereto, any skilled person in the art can make equivalent replacement or change according to the technical solution and the inventive concept of the present application within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.
Claims
1. An aircraft landing gear comprising a wheel (5), characterized in that, The machine wheel (5) is installed with a support (6) through a bearing, the support (6) is installed with an outer cylinder (1) through an anti-twisting structure, the support (6) is fixedly installed with an inner cylinder (2), the upper end of the inner cylinder (2) is fixedly installed with a support column (33), a buffer matching structure is jointly installed between the inner cylinder (2) and the outer cylinder (1), the buffer matching structure automatically adjusts the buffer degree according to the impact degree encountered in the landing or sliding process, and self-adapting is matched between soft buffering in light load and hard resistance load in heavy load.
2. An aircraft landing gear according to claim 1, characterised in that, The anti-twisting structure comprises a lower anti-twisting arm (4) rotatably arranged on the support (6), and the lower anti-twisting arm (4) is rotatably installed with an upper anti-twisting arm (3) through a lock pin, and the upper anti-twisting arm (3) is fixedly connected with the outer cylinder (1).
3. An aircraft landing gear according to claim 1, wherein, The buffer matching structure comprises two spring ones (8) and two spring twos (12) fixedly installed on the upper end of the inner cylinder (2), one end of each of the two spring ones (8) is fixedly installed with a bottom plate two (14), one end of each of the two spring twos (12) is fixedly installed with a bottom plate one (13), and the rigidity of the spring two (12) is greater than that of the spring one (8).
4. An aircraft landing gear according to claim 3, wherein, The outer cylinder (1) is fixedly installed with a fixed ring (19) inside, two guide holes (31) are formed in the fixed ring (19), an installation groove is formed in the fixed ring (19), a gear ring (10) is rotatably installed in the installation groove, a rotating groove two (23) is formed in the outer cylinder (1), the gear ring (10) is rotatably arranged in the rotating groove two (23), two pressure relief holes (1) (1) matched with the two guide holes (31) are formed in the gear ring (10), and the diameters of the two guide holes (31) are greater than that of the bottom plate one (13) and less than that of the bottom plate two (14).
5. An aircraft landing gear according to claim 4, wherein, The support column (33) is fixedly installed with a blocking strip (32), the inner side of the gear ring (10) is fixedly installed with an abutting block (29), and the blocking strip (32) and the abutting block (29) are used in cooperation, one end of the abutting block (29) is fixedly installed with an arc-shaped spring (21), a sliding groove is formed in the inner side of the fixed ring (19), and the sliding groove is in communication with the installation groove, the abutting block (29) is used in sliding in the sliding groove, and a fixed block (20) is fixedly installed on the inner side of the fixed ring (19), and one end of the arc-shaped spring (21) is fixedly connected with the fixed block (20).
6. An aircraft landing gear according to claim 5, wherein, The outer cylinder (1) is fixedly installed with a fixed pressing block (7) at the upper end, the outer cylinder (1) is rotatably provided with a movable pressing block (15) matched with the fixed pressing block (7), and the inclined surfaces of the fixed pressing block (7) and the movable pressing block (15) are matched.
7. An aircraft landing gear according to claim 4, wherein, The outer cylinder (1) is fixedly installed with a fixed plug cover (9), the fixed plug cover (9) is provided with an oil hole two (25), and the support column (33) is used in sliding in the fixed plug cover (9).
8. An aircraft landing gear according to claim 7, characterised in that, The fixed plug cover (9) is sealed and rotatably installed with a rotating plug, and the rotating plug is sealed and rotatably arranged in the outer cylinder (1), an oil hole one (17) is formed in the rotating plug, and the oil hole one (17) is used in cooperation with an oil hole two (25), two arc-shaped tooth rods (18) are fixedly installed on the outer side of the rotating plug, a rotating groove one (22) is formed in the outer cylinder (1), and the two arc-shaped tooth rods (18) are rotatably arranged in the rotating groove one (22).
9. An aircraft landing gear according to claim 8, characterised in that, Two vertical grooves are formed in the outer cylinder (1) and are communicated with the rotating groove one (22) and the rotating groove two (23), a rotating rod (27) is rotatably installed in each of the two vertical grooves, a gear two (28) is fixedly installed at the upper end of each of the two rotating rods (27), the gear two (28) is used in meshing with the tooth ring (10), a gear one (26) is fixedly installed at the lower end of each of the two rotating rods (27), and the two gear ones (26) are used in meshing with the corresponding arc-shaped tooth rods (18).
10. An aircraft landing gear according to claim 9, characterised in that, A rotating sleeve (16) is fixedly installed between the rotating plug and the movable pressing block (15), guide grooves (24) are formed in the rotating plug and the rotating sleeve (16), a guide rod (30) is fixedly installed at the upper end of the support column (33), and the guide rod (30) is always used in sliding in the guide groove (24).