Stability augmentation hub of aircraft undercarriage

Abstract

The invention discloses a stability augmentation hub of an aircraft undercarriage and relates to the technical field of aircrafts, an undercarriage body of the stability augmentation hub is composed of a trapezoidal main plate, a fixing plate, an L-shaped plate and a pair of triangular plates, an inverted trapezoidal plate is hinged to the front ends of the triangular plates, a hollow cylinder is fixedly arranged in the middle of the inverted trapezoidal plate, and the L-shaped plate is connected with the hollow cylinder through a hinge mechanism. A center shaft is slidably inserted into the hollow cylinder, and the fixing plate is connected with the center shaft through a driving mechanism; a piston cavity is formed in the lower middle section of the center shaft, a piston sliding rod is inserted into the cavity in a sliding mode, a double-end rod-shaped ring is fixed to the bottom end of the piston sliding rod, a pair of T-shaped sliding rods are fixed to the two ends of the piston sliding rod, fixing shafts are fixed to the outer ends of the T-shaped sliding rods, the hub bodies are rotationally sleeved with the fixing shafts, and the T-shaped sliding rods are connected with the side hub bodies through ratchet wheel assemblies. By means of cooperation of all the parts, stability augmentation, folding and unfolding, steering adjustment and damping buffering are excellent, it is guaranteed that the undercarriage stably and accurately operates in different scenes in an all-around mode, and the ground movement safety and reliability of an aircraft are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft, in particular to a stability-enhanced hub of an aircraft landing gear. BACKGROUND

[0002] In the scenarios of aircraft ground sliding, taking off and landing, the stability of the landing gear hub is crucial. The traditional landing gear hub is prone to reverse rotation during sliding due to the lack of effective one-way limiting structure, which leads to the loss of control of the aircraft attitude and increases the safety hazard. Moreover, most of the hubs do not have shock-absorbing components designed for rough roads, and the bumping during driving is obvious, which not only affects the service life of the hub, but also may cause additional impact on the aircraft fuselage, making it difficult to meet the stable operation requirements in complex ground environment.

[0003] The folding and unfolding and steering adjustment functions of the existing aircraft landing gear hub are mostly driven by independent structures, which have poor coordination. During folding and unfolding, the control accuracy is insufficient, and it is easy to cause jamming or position deviation, which affects the switching efficiency of the landing gear; the steering adjustment response is lagging, and it is difficult to quickly adapt to the change of ground sliding direction. At the same time, the lack of unified linkage design of each functional module leads to complicated overall operation, which cannot efficiently meet the multifunctional and high-reliability use requirements of the aircraft for the landing gear hub. SUMMARY

[0004] The purpose of the present application is to solve the problems existing in the prior art, and a structure of a stability-enhanced hub of an aircraft landing gear is proposed.

[0005] In order to solve the problems existing in the prior art, the present application adopts the following technical scheme:

[0006] A stability-enhanced hub of an aircraft landing gear, comprising a trapezoidal main plate, a vertical distribution of a fixed plate is fixed on the top of the front surface of the trapezoidal main plate, an L-shaped plate is fixed on the front end of the fixed plate, a pair of symmetrically distributed triangular plates are fixed on both sides of the front surface of the trapezoidal main plate, and a reverse trapezoidal plate is hingedly connected between the front end of the pair of triangular plates, a hollow cylinder is fixed in the middle of the reverse trapezoidal plate, the L-shaped plate is connected with the hollow cylinder through a hinge mechanism, and the trapezoidal main plate, the fixed plate, the L-shaped plate and the pair of triangular plates constitute a landing gear body.

[0007] A center shaft is slidably inserted in the hollow cylinder, the fixed plate is connected with the center shaft through a driving mechanism, a piston cavity is formed in the middle and lower segment of the center shaft, a piston slide rod is slidably inserted in the piston cavity, a double-headed rod-shaped ring is fixed on the bottom end of the piston slide rod, a pair of symmetrically distributed T-shaped slide rods are fixed on both ends of the double-headed rod-shaped ring, a fixed shaft is fixed on the outer end of the T-shaped slide rod, a fixed sleeve is rotatably sleeved on the fixed shaft, a hub body is fixedly sleeved on the outer side of the fixed sleeve, and the T-shaped slide rod is connected with the hub body on the same side through a ratchet assembly.

[0008] Preferably, the two ends of the inverted trapezoidal plate are fixedly provided with a pair of fixed pin shafts, the outer ends of the fixed pin shafts are rotatably inserted into the front end of the triangular plate on the same side, and the top end of the piston sliding rod is fixedly provided with a rubber piston which is slidingly engaged in the piston cavity.

[0009] Preferably, the hinge mechanism comprises a U-shaped connecting plate and a first connecting rod, the front bottom of the hollow cylinder is provided with a rectangular notch, the two side walls of the rectangular notch are fixedly provided with a pair of first ear seats, a T-shaped connecting seat is hingedly arranged between the pair of first ear seats, the bottom end of the L-shaped plate is fixedly provided with a pair of third ear seats, a U-shaped connecting plate is hingedly arranged between the pair of third ear seats, the open end of the U-shaped connecting plate is hingedly provided with a first connecting rod, the bottom end of the first connecting rod is U-shaped and open, and the bottom end of the first connecting rod is hingedly connected with the outer end of the T-shaped connecting seat.

[0010] Preferably, the inner top end of the L-shaped plate is fixedly provided with a pair of fourth ear seats, a first single ear seat is hingedly arranged between the pair of fourth ear seats, the outer end of the first single ear seat is fixedly connected with the cylinder body of the electric telescopic cylinder, the telescopic rod end of the electric telescopic cylinder is fixedly provided with a second single ear seat, a pair of vertically distributed second ear seats are fixedly provided on the U-shaped connecting plate, and the outer end of the second single ear seat is hingedly installed between the pair of second ear seats.

[0011] Preferably, the driving mechanism comprises a servo motor, a second connecting rod and a third connecting rod, the top surface of the fixed plate is fixedly provided with a servo motor with the output end downward, the motor shaft end of the servo motor is rotatably penetrated through the fixed plate and fixedly provided with a fixed column, the bottom surface of the fixed column is provided with a second connecting rod which is hingedly connected, the bottom end of the second connecting rod is provided with a third connecting rod which is hingedly connected, and the bottom end of the third connecting rod is hingedly connected with the top end of the central shaft.

[0012] Preferably, the bottom surface of the fixed column is fixedly provided with a U-shaped seat one, the top end of the second connecting rod is U-shaped and open, the top end of the second connecting rod is hingedly connected with the U-shaped seat one through a cross pin shaft one, the two ends of the third connecting rod are U-shaped and open, the top end of the third connecting rod is hingedly connected with the bottom end of the second connecting rod, the top end of the central shaft is fixedly provided with a U-shaped seat two, and the bottom end of the third connecting rod is hingedly connected with the U-shaped seat two through a cross pin shaft two.

[0013] Preferably, the bottom end of the central shaft is fixedly provided with a fixed ring which is throughly distributed with the piston cavity, the lower half of the piston sliding rod is sleeved with a buffer spring, and the upper and lower ends of the buffer spring are fixedly connected with the fixed ring and the double-headed rod-shaped ring respectively.

[0014] Preferably, a pair of fifth ear seats are fixedly provided on the back of the fixed ring, and a fifth connecting rod is hinged between the pair of fifth ear seats. A pair of parallel fourth connecting rods are hinged to the bottom end of the fifth connecting rod. A third single ear seat is fixedly provided on the back of the double-headed rod ring, and the third single ear seat is movably hinged to the bottom end of the pair of fourth connecting rods.

[0015] Preferably, the ratchet assembly includes a reverse ratchet and a hollow ratchet. The reverse ratchet is fixedly sleeved on the inner side of the fixed sleeve. The reverse ratchet is integrally formed with the hub body. The hollow ratchet is slidably sleeved on the T-shaped slide bar. The ratchet teeth of the hollow ratchet and the ratchet teeth of the reverse ratchet are arranged oppositely, and the reverse ratchet rotates in the same direction along the hollow ratchet.

[0016] Preferably, the hollow ratchet has a square sliding hole in the middle, the T-shaped slide bar is slidably inserted into the square sliding hole, and a tension spring is sleeved on the T-shaped slide bar, with the two ends of the tension spring being fixedly connected to the T-shaped slide bar and the hollow ratchet respectively.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] 1. In this invention, when the aircraft moves on the ground, the tension spring pushes the hollow ratchet to mesh tightly with the reverse ratchet. Because the ratchet teeth of the two are opposite, the reverse ratchet can only rotate in the same direction, driving the hub body to rotate in one direction, avoiding its reverse rotation and causing instability in attitude, ensuring stability during taxiing, take-off and landing, and adapting to the needs of ground movement.

[0019] 2. In this invention, the electric telescopic cylinder drives the telescopic rod to extend and retract, causing the U-shaped connecting plate to swing. Through the first connecting rod and the T-shaped connecting seat, the hollow cylinder and the inverted trapezoidal plate are driven to rotate around the fixed pin shaft, so as to realize the folding and storage or unfolding of the central shaft and the wheel hub body. The control is precise and stable, and meets the switching of different working states of the landing gear.

[0020] 3. In this invention, the servo motor drives the fixed column to rotate, which in turn drives the second and third links to swing, causing the central shaft to rotate. Then, through the fixed ring and the fifth link, the hub body rotates synchronously, achieving precise steering adjustment to meet the directional requirements of the aircraft during ground taxiing or takeoff and landing.

[0021] 4. In this invention, when the wheel hub encounters a bumpy road surface, the impact pushes it upward, causing the buffer spring to compress and deform to absorb energy, the piston slide rod and rubber piston to slide, and the fifth link and fourth link to close together to assist in buffering, reducing bumps and improving the stability of the landing gear.

[0022] In summary, this invention, through the synergy of its various components, demonstrates outstanding performance in terms of stability enhancement, folding and unfolding, steering adjustment, and shock absorption, comprehensively ensuring the stable and precise operation of aircraft landing gear under different operating scenarios, and improving the safety and reliability of aircraft ground movement. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0024] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0025] Figure 2 This is a schematic diagram of the overall structure of the present invention from another perspective;

[0026] Figure 3 This is a schematic front sectional view of the overall structure of the present invention;

[0027] Figure 4 This is a right-side cross-sectional view of the overall structure of the present invention;

[0028] Figure 5 This is an exploded view of the overall structure of the present invention;

[0029] Figure 6 This is an exploded view of the ratchet assembly of the present invention;

[0030] The numbers in the diagram are as follows: 100. Trapezoidal main plate; 101. Triangular plate; 102. Inverted trapezoidal plate; 103. Hollow cylinder; 104. First ear seat; 105. T-shaped connecting seat; 106. Fixing plate; 107. L-shaped plate; 108. U-shaped connecting plate; 109. First connecting rod; 110. Second ear seat; 111. Electric telescopic cylinder; 112. Servo motor; 113. Fixing column; 115. Second connecting rod; 116. Third connecting rod; 117. Third ear seat; 118. Fourth ear. 119. Seat; 200. Fixed pin; 201. Central shaft; 202. Fixed ring; 203. Piston slide rod; 204. Double-headed rod ring; 205. Buffer spring; 206. Fourth link; 207. Fifth link; 208. T-shaped slide rod; 209. Fixed shaft; 210. Fixed sleeve; 211. Hollow ratchet; 212. Tension spring; 213. Reverse ratchet; 214. Hub body; 215. Piston cavity; 216. Fifth ear seat; 217. Rubber piston. Detailed Implementation

[0031] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0032] Example 1: This example provides a stabilizing hub for aircraft landing gear. See [link to example]. Figures 1 to 6Specifically, the system includes a trapezoidal main plate 100, with vertically distributed fixed plates 106 fixed to the top front of the trapezoidal main plate 100. An L-shaped plate 107 is fixed to the front end of the fixed plate 106. A pair of symmetrically distributed triangular plates 101 are fixed to both sides of the front of the trapezoidal main plate 100. An inverted trapezoidal plate 102 is hinged between the front ends of the pair of triangular plates 101. A pair of fixed pins 119 are fixed to both ends of the inverted trapezoidal plate 102. The outer ends of the fixed pins 119 are rotatably inserted into the front ends of the triangular plates 101 on the same side. The inverted trapezoidal plate 102 can rotate around the fixed pins 119 to drive the central shaft 200 and the hub body 213 to move. A hollow cylinder 103 is fixed through the middle of the inverted trapezoidal plate 102. The L-shaped plate 107 is connected to the hollow cylinder 103 through a hinge mechanism. The trapezoidal main plate 100, fixed plate 106, L-shaped plate 107 and a pair of triangular plates 101 constitute the landing gear body.

[0033] A central shaft 200 is slidably inserted inside the hollow cylinder 103. A fixed plate 106 is connected to the central shaft 200 via a drive mechanism. A piston cavity 214 is formed in the lower middle section of the central shaft 200. A piston rod 202 is slidably inserted inside the piston cavity 214. The piston rod 202 can transmit the impact of the hub body 213 and drive the rubber piston 216 to slide. A rubber piston 216 is fixed at the top end of the piston rod 202. The rubber piston 216 is slidably engaged in the piston cavity 214. The rubber piston 216 moves along with the piston rod 202. The piston slide rod 202 has a double-headed rod-shaped ring 203 fixed at its bottom end. A pair of symmetrically distributed T-shaped slide rods 207 are fixed at both ends of the double-headed rod-shaped ring 203. A fixed shaft 208 is fixed at the outer end of the T-shaped slide rod 207. A fixed sleeve 209 is rotatably sleeved on the fixed shaft 208. The fixed sleeve 209 can drive the hub body 213 and the reverse ratchet 212 to rotate synchronously. The hub body 213 is fixedly sleeved on the outer side of the fixed sleeve 209, and the T-shaped slide rod 207 is connected to the hub body 213 on the same side through the ratchet assembly.

[0034] It should be noted that: such as Figure 5 and Figure 6 As shown, the ratchet assembly includes a reverse ratchet 212 and a hollow ratchet 210. The reverse ratchet 212 is fixedly sleeved on the inner side of the fixed sleeve 209, and can only rotate in the same direction as the teeth of the hollow ratchet 210, restricting the hub body 213 from rotating in the opposite direction. The reverse ratchet 212 is integrally formed with the hub body 213. The hollow ratchet 210 is slidably sleeved on the T-shaped slide bar 207. The ratchet teeth of the hollow ratchet 210 are arranged opposite to the ratchet teeth of the reverse ratchet 212, and the reverse ratchet 212 rotates in the same direction as the hollow ratchet 210.

[0035] A square sliding hole is provided in the middle of the hollow ratchet 210. The T-shaped slide bar 207 is slidably inserted into the square sliding hole, and a tension spring 211 is sleeved on the T-shaped slide bar 207 to maintain tension. The two ends of the tension spring 211 are fixedly connected to the T-shaped slide bar 207 and the hollow ratchet 210 respectively. The hollow ratchet 210 is kept engaged with the reverse ratchet 212 by the tension spring 211, which restricts the rotation direction of the reverse ratchet 212.

[0036] The working principle of this embodiment is as follows: the hollow cylinder 103 and the inverted trapezoidal plate 102 are driven to rotate along a pair of fixed pins 119 through the hinge mechanism, thereby driving the central shaft 200 and a pair of wheel hub bodies 213 to move synchronously. When flipped upward, the overall structure is folded and stored, and when flipped downward, it is unfolded to meet the working requirements of the landing gear.

[0037] The angle of the central shaft 200 is adjusted by the drive mechanism. Since the central shaft 200 is linked with the hub body 213 through the piston slide rod 202, double-headed rod ring 203, T-shaped slide rod 207, fixed shaft 208, and fixed sleeve 209, the steering adjustment of the central shaft 200 will simultaneously drive a pair of hub bodies 213 to complete the precise control of the steering angle, so as to adapt to the directional requirements of the aircraft when taxiing or taking off and landing on the ground.

[0038] When the hub body 213 rolls on the ground to move the aircraft, the tension spring 211 remains under tension. This tension continuously pushes the hollow ratchet 210 to move towards the reverse ratchet 212, ensuring that the two remain tightly engaged. Due to the reverse ratchet tooth design, the reverse ratchet 212 can only rotate in the same direction as the teeth of the hollow ratchet 210 and cannot rotate in the opposite direction. The hub body 213 is restricted to unidirectional rotation synchronously with the reverse ratchet 212, effectively avoiding the attitude instability caused by the reverse rotation of the hub body 213 when the aircraft moves on the ground, thus achieving a stabilization function.

[0039] Example 2: Based on Example 1, this example solves the problems of unclear drive and insufficient folding / unfolding control precision in Example 1 by using a hinge mechanism composed of a U-shaped connecting plate 108, a first connecting rod 109, and an electric telescopic cylinder 111. This achieves precise and stable drive for folding and unfolding the hollow cylinder 103, the central shaft 200, and the hub body 213. It also includes:

[0040] In the specific implementation process, such as Figure 5 and Figure 6As shown, the hinge mechanism includes a U-shaped connecting plate 108 and a first connecting rod 109. A rectangular notch is provided at the bottom front of the hollow cylinder 103. A pair of first ear seats 104 are fixed on both sides of the rectangular notch, and a T-shaped connecting seat 105 is hinged between the pair of first ear seats 104. The T-shaped connecting seat 105 can transmit the force of the first connecting rod 109, driving the hollow cylinder 103 and the inverted trapezoidal plate 102 to rotate. A pair of third ear seats 117 are fixed at the bottom end of the L-shaped plate 107, and the pair of third ear seats... A U-shaped connecting plate 108 is hinged between the seats 117. The U-shaped connecting plate 108 can swing under the drive of the electric telescopic cylinder 111, driving the first connecting rod 109 to move. The first connecting rod 109 is hinged to the open end of the U-shaped connecting plate 108. The first connecting rod 109 can transmit the force of the U-shaped connecting plate 108 to pull or push the T-shaped connecting seat 105. The bottom end of the first connecting rod 109 is U-shaped and is movably hinged to the outer end of the T-shaped connecting seat 105.

[0041] A pair of fourth ear seats 118 are fixedly provided at the inner top end of the L-shaped plate 107, and a first single ear seat is hinged between the pair of fourth ear seats 118. The outer end of the first single ear seat is fixedly connected to the cylinder body of the electric telescopic cylinder 111. The electric telescopic cylinder 111 can drive the U-shaped connecting plate 108 to swing by extending or shortening the telescopic rod, thereby realizing the folding and unfolding of the stabilizing hub. A second single ear seat is fixedly provided at the end of the telescopic rod of the electric telescopic cylinder 111. A pair of vertically distributed second ear seats 110 are fixedly provided on the U-shaped connecting plate 108. The outer end of the second single ear seat is hinged between the pair of second ear seats 110.

[0042] The working principle of this embodiment is as follows: When the stabilizer hub needs to be folded and stored, the electric telescopic cylinder 111 is activated and its telescopic rod is extended. Since the electric telescopic cylinder 111 is hinged between a pair of fourth ear seats 118 through the first single ear seat, and the end of its telescopic rod is hinged between the second ear seats 110 through the second single ear seat, the extension of the telescopic rod will cause the U-shaped connecting plate 108 to swing upward around its hinge point with a pair of third ear seats 117.

[0043] As the U-shaped connecting plate 108 swings upward, the first connecting rod 109 is pulled simultaneously, which in turn drives the T-shaped connecting seat 105. The force on the T-shaped connecting seat 105 will drive the hollow cylinder 103 and the inverted trapezoidal plate 102 to flip upward along a pair of fixed pins 119, and finally drive the central shaft 200 and a pair of wheel hub bodies 213 to flip upward simultaneously, completing the folding of the overall structure.

[0044] When the stabilizing hub needs to be unfolded to meet the work requirements, the electric telescopic cylinder 111 drives its telescopic rod to shorten. The shortening of the telescopic rod will pull the U-shaped connecting plate 108 to swing downward around its hinge point with a pair of third lugs 117.

[0045] When the U-shaped connecting plate 108 swings downward, it pushes the T-shaped connecting seat 105 through the first connecting rod 109, causing the T-shaped connecting seat 105 to drive the hollow cylinder 103 to flip downward, thereby simultaneously driving the central shaft 200 and a pair of wheel hub bodies 213 to flip downward, ultimately realizing the deployment of the stabilized wheel hub and providing support for the subsequent operation of the aircraft landing gear.

[0046] Example 3: Based on Example 2, this example solves the problems of unclear steering adjustment drive and lack of shock absorption function of the wheel hub in Example 2 by using a drive mechanism composed of servo motor 112, second link 115, and third link 116, and a shock absorption structure composed of buffer spring 204, fifth link 206, and fourth link 205. It achieves precise steering adjustment of the wheel hub body 213 and shock absorption when rolling on bumpy roads. It also includes:

[0047] In the specific implementation process, such as Figure 5 and Figure 6 As shown, the drive mechanism includes a servo motor 112, a second link 115, and a third link 116. The servo motor 112 with its output end facing downward is fixedly installed in the middle of the top surface of the fixed plate 106. The servo motor 112 can drive the fixed column 113 to rotate, providing power for the steering of the hub body 213. The end of the motor shaft of the servo motor 112 rotates through the fixed plate 106 and is fixedly sleeved on the fixed column 113. The fixed column 113 can rotate synchronously with the motor shaft of the servo motor 112, causing the second link 115 to swing. The bottom surface of the fixed column 113 is provided with a movable hinged second link 115. The second link 115 can swing with the rotation of the fixed column 113, transmitting driving force to the third link 116. The bottom end of the second link 115 is provided with a movable hinged third link 116. The bottom end of the third link 116 is movablely hinged to the top end of the central shaft 200. The third link 116 can transmit the swing of the second link 115, causing the central shaft 200 to rotate.

[0048] A U-shaped seat is fixed to the bottom surface of the fixed column 113. The top end of the second connecting rod 115 is U-shaped and hinged to the U-shaped seat through a cross pin. Both ends of the third connecting rod 116 are U-shaped and hinged to the bottom end of the second connecting rod 115. A U-shaped seat is fixed to the top end of the central shaft 200. The bottom end of the third connecting rod 116 is hinged to the U-shaped seat through a cross pin.

[0049] The bottom end of the central shaft 200 is fixed with a fixed ring 201 that communicates with the piston cavity 214. The lower half of the piston slide rod 202 is fitted with a buffer spring 204. The upper and lower ends of the buffer spring 204 are fixed to the fixed ring 201 and the double-headed rod ring 203, respectively. The buffer spring 204 can absorb the impact energy of the hub body 213 through compression deformation to achieve shock absorption.

[0050] A pair of fifth ear seats 215 are fixedly provided on the back of the fixed ring 201, and a fifth connecting rod 206 is hinged between the pair of fifth ear seats 215. The fifth connecting rod 206 can swing with the movement of the double-headed rod ring 203 to help buffer the impact. A pair of parallel fourth connecting rods 205 are hinged at the bottom end of the fifth connecting rod 206. The fourth connecting rods 205 can close towards the middle with the swing of the fifth connecting rod 206 to help buffer the impact. A third single ear seat is fixedly provided on the back of the double-headed rod ring 203. The third single ear seat is movably hinged to the bottom end of the pair of fourth connecting rods 205.

[0051] The working principle of this embodiment is as follows: When the steering adjustment of the wheel hub body 213 is required, the servo motor 112 is started. The motor shaft of the servo motor 112 drives the fixed column 113 to rotate synchronously. The rotation of the fixed column 113 will drive the second link 115 to swing synchronously. Therefore, the swing of the second link 115 will drive the third link 116 and the central shaft 200 to rotate in sequence. The rotation of the central shaft 200 will drive the double-headed rod ring 203, the T-shaped slide bar 207, the fixed shaft 208, the fixed sleeve 209 and the wheel hub body 213 to rotate synchronously through the fixed ring 201, the fifth link 206 and the fourth link 205, thus completing the precise steering adjustment.

[0052] When the wheel hub body 213 rolls on the ground and encounters an uneven road surface, the impact of the ground will push the wheel hub body 213 to move upward, and then drive the double-headed rod ring 203 to move upward through the fixed sleeve 209, fixed shaft 208, and T-shaped slide bar 207.

[0053] When the double-headed rod ring 203 moves upward, it will simultaneously drive the piston slide rod 202 to slide upward along the piston cavity 214 of the central axis 200, and the rubber piston 216 will also slide upward along the piston cavity 214; at the same time, the buffer spring 204 will be compressed and deformed due to the upward movement of the double-headed rod ring 203, and the elastic deformation of the spring will absorb part of the impact energy.

[0054] During this process, the fifth link 206 moves upward along with the double-headed rod-shaped ring 203 and moves synchronously towards the middle with a pair of fourth links 205, further assisting in buffering the impact, and finally achieving shock absorption and buffering of a pair of wheel hub bodies 213 when rolling on bumpy roads, thereby improving the running stability of the aircraft landing gear.

[0055] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A stability augmented wheel hub for an aircraft landing gear comprising a trapezoidal main plate (100), characterised in that: The front top of the trapezoidal main plate (100) is fixedly provided with a vertically distributed fixed plate (106), the front end of the fixed plate (106) is fixedly provided with an L-shaped plate (107), the front end of the trapezoidal main plate (100) is fixedly provided with a pair of symmetrically distributed triangular plates (101), and a reverse trapezoidal plate (102) is hingedly arranged between the front end of the pair of triangular plates (101), the middle part of the reverse trapezoidal plate (102) is fixedly provided with a hollow cylinder (103) which is distributed in a penetrating manner, the L-shaped plate (107) is connected with the hollow cylinder (103) through a hinge mechanism, and the trapezoidal main plate (100), the fixed plate (106), the L-shaped plate (107) and the pair of triangular plates (101) constitute a landing gear body. The inside of the hollow cylinder (103) is slidably inserted with a penetratingly distributed central shaft (200), the fixed plate (106) is connected with the central shaft (200) through a driving mechanism, the middle and lower section of the central shaft (200) is separately provided with a piston cavity (214), the inside of the piston cavity (214) is slidably inserted with a piston sliding rod (202), the bottom end of the piston sliding rod (202) is fixedly provided with a double-headed rod-shaped ring (203), the two ends of the double-headed rod-shaped ring (203) are fixedly provided with a pair of symmetrically distributed T-shaped sliding rods (207), the outer end of the T-shaped sliding rod (207) is fixedly provided with a fixed shaft (208), the fixed shaft (208) is rotatably sleeved with a fixed sleeve (209), the outer side of the fixed sleeve (209) is fixedly sleeved with a hub body (213), and the T-shaped sliding rod (207) is connected with the hub body (213) on the same side through a ratchet assembly.

2. A stability augmented wheel hub for an aircraft landing gear as defined in claim 1, characterized in that: The two ends of the reverse trapezoidal plate (102) are fixedly provided with a pair of fixed pin shafts (119), the outer end of the fixed pin shaft (119) is rotatably inserted into the front end of the triangular plate (101) on the same side, the top end of the piston sliding rod (202) is fixedly provided with a rubber piston (216), and the rubber piston (216) is slidably clamped in the piston cavity (214).

3. A stability augmented wheel hub for an aircraft landing gear as defined in claim 1, wherein: The hinge mechanism comprises a U-shaped connecting plate (108) and a first connecting rod (109), the front top of the hollow cylinder (103) is provided with a rectangular notch, the two side walls of the rectangular notch are fixedly provided with a pair of first ear seats (104), a T-shaped connecting seat (105) is hingedly arranged between the pair of first ear seats (104), the bottom end of the L-shaped plate (107) is fixedly provided with a pair of third ear seats (117), a U-shaped connecting plate (108) is hingedly arranged between the pair of third ear seats (117), the open end of the U-shaped connecting plate (108) is hingedly provided with a first connecting rod (109), the bottom end of the first connecting rod (109) is in a U-shaped opening shape, and the bottom end of the first connecting rod (109) is movably hingedly connected with the outer end of the T-shaped connecting seat (105).

4. A stability augmented wheel hub for an aircraft landing gear as claimed in claim 3 wherein: The inner top end of the L-shaped plate (107) is fixedly provided with a pair of fourth lugs (118), and a first single lug is hingedly arranged between the pair of fourth lugs (118), the outer end of the first single lug is fixedly connected with the cylinder body of the electric telescopic cylinder (111), the telescopic rod end of the electric telescopic cylinder (111) is fixedly provided with a second single lug, and a pair of vertically distributed second lugs (110) are fixedly arranged on the U-shaped connecting plate (108), and the outer end of the second single lug is hingedly arranged between the pair of second lugs (110).

5. A stability augmented wheel hub for an aircraft landing gear as defined in claim 1, wherein: The driving mechanism comprises a servo motor (112), a second connecting rod (115) and a third connecting rod (116), the top surface of the fixed plate (106) is fixedly provided with the servo motor (112) with the output end downward, the motor shaft end of the servo motor (112) is rotatably penetrated through the fixed plate (106) and fixedly provided with a fixed column (113), the bottom surface of the fixed column (113) is movably hingedly provided with the second connecting rod (115), the bottom end of the second connecting rod (115) is movably hingedly provided with the third connecting rod (116), and the bottom end of the third connecting rod (116) is movably hingedly connected with the top end of the central shaft (200).

6. A stability augmented wheel hub for an aircraft landing gear as defined in claim 5, characterised in that: The bottom surface of the fixed column (113) is fixedly provided with a U-shaped seat one, the top end of the second connecting rod (115) is in the form of a U-shaped opening, the top end of the second connecting rod (115) is movably hingedly connected with the U-shaped seat one through a cross pin shaft one, the two ends of the third connecting rod (116) are in the form of a U-shaped opening, the top end of the third connecting rod (116) is movably hingedly connected with the bottom end of the second connecting rod (115), the top end of the central shaft (200) is fixedly provided with a U-shaped seat two, and the bottom end of the third connecting rod (116) is movably hingedly connected with the U-shaped seat two through a cross pin shaft two.

7. A stability augmented wheel hub for an aircraft landing gear as defined in claim 1, wherein: The bottom end of the central shaft (200) is fixedly provided with a fixed ring (201) penetratingly arranged with the piston cavity (214), the lower half of the piston sliding rod (202) is sleeved with a buffer spring (204), and the upper and lower ends of the buffer spring (204) are fixedly connected with the fixed ring (201) and a double-headed rod-shaped ring (203) respectively.

8. A stability augmented wheel hub for an aircraft landing gear as defined in claim 7, characterized by: The back surface of the fixed ring (201) is fixedly provided with a pair of fifth lugs (215), and a fifth connecting rod (206) is movably arranged between the pair of fifth lugs (215), the bottom end of the fifth connecting rod (206) is movably hingedly provided with a pair of fourth connecting rods (205) arranged in parallel, the back surface of the double-headed rod-shaped ring (203) is fixedly provided with a third single lug, and the third single lug is movably hingedly connected with the bottom ends of the pair of fourth connecting rods (205).

9. A stability augmented wheel hub for an aircraft landing gear as defined in claim 1, wherein: The ratchet wheel assembly comprises a reverse ratchet wheel (212) and a hollow ratchet wheel (210), the reverse ratchet wheel (212) is fixedly sleeved on the inner side of the fixing sleeve (209), the reverse ratchet wheel (212) is integrally formed with a hub body (213), the hollow ratchet wheel (210) is slidably sleeved on the T-shaped sliding rod (207), the teeth of the hollow ratchet wheel (210) are oppositely arranged with the teeth of the reverse ratchet wheel (212), and the reverse ratchet wheel (212) rotates in the same direction along the hollow ratchet wheel (210).

10. A stability augmented wheel hub for an aircraft landing gear as defined in claim 9, characterized by: The middle part of the hollow ratchet wheel (210) is provided with a square sliding hole, the T-shaped sliding rod (207) is slidably inserted into the square sliding hole, and the T-shaped sliding rod (207) is sleeved with a tension spring (211), and the two ends of the tension spring (211) are respectively fixedly connected with the T-shaped sliding rod (207) and the hollow ratchet wheel (210).

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