Brake redundancy conversion device for trolley type undercarriage of airplane

Abstract

The invention belongs to the technical field of airplane braking, and particularly relates to a braking redundancy conversion device for an airplane trolley type undercarriage, which comprises a conversion valve, a first rotating joint and a second rotating joint, the change-over valve is installed on an air cylinder seat of the brake device, the two oil inlets are fixedly connected with the first rotating connector and the second rotating connector respectively, the first rotating connector, the second rotating connector, the air cylinder seat and the change-over valve form a four-connecting-rod mechanism, and the first rotating connector and the second rotating connector are symmetrically arranged through the change-over valve. The ends, away from the change-over valve, of the first rotating connector and the second rotating connector are connected with connecting points on the frame respectively. When the vehicle frame is retracted or released or the ground pitching motion causes relative rotation of the airplane wheel and the wheel axle, the first rotating joint and the second rotating joint absorb the torque between the airplane wheel and the wheel axle to rotate, switching between a normal brake pipeline and a standby brake pipeline is carried out, and the problem of short service life caused by hose connection is avoided.

Description

Technical Field

[0001] This application belongs to the field of aircraft braking technology, and specifically relates to a brake redundancy conversion device for aircraft trolley-type landing gear. Background Technology

[0002] Aircraft braking systems often employ dual-redundant or triple-redundant configurations, but the braking devices are primarily single-piston configurations. Therefore, the normal and backup braking systems need to be switched, typically using a switching valve. For bogie-type landing gear, the chassis attitude needs to be adjusted during landing gear retraction and extension to meet space requirements. Simultaneously, the chassis attitude also moves during aircraft touchdown and taxiing, causing relative rotation of the brake cylinder seats relative to the wheel axles. Typically, hoses are used to connect the brake lines on the chassis to the cylinder seats. However, when switching between the normal and backup braking system lines on the brake cylinder seats, two hoses are insufficient to meet the large retraction and extension angles required by the chassis, making such a layout impractical. Furthermore, hoses are finite-life components, requiring multiple replacements throughout the aircraft's lifespan, resulting in poor economic efficiency.

[0003] Therefore, how to solve the problem of short software lifespan and achieve the connection and redundancy switching of braking system pipelines in small space with large rotation angle is a problem that needs to be solved. Summary of the Invention

[0004] The purpose of this application is to provide a brake redundancy conversion device for aircraft trolley-type landing gear, in order to solve the problems of low service life, low economy, difficulty in achieving brake system pipeline connection in small space and large rotation angle, and poor economy in existing chassis.

[0005] The technical solution of this application is: a brake redundancy conversion device for an aircraft trolley-type landing gear, comprising a conversion valve, a first rotary joint, and a second rotary joint; the conversion valve is installed on the cylinder seat of the brake device, and the conversion valve has two oil inlets, which are respectively fixedly connected to the first rotary joint and the second rotary joint; the first rotary joint, the second rotary joint, the cylinder seat, and the conversion valve form a four-bar linkage mechanism; the first rotary joint and the second rotary joint are symmetrically arranged through the conversion valve; the ends of the first rotary joint and the second rotary joint away from the conversion valve are respectively connected to connection points on the chassis, and both the first rotary joint and the second rotary joint are connected to the normal brake line and the spare brake line on the chassis; the first rotary joint and the second rotary joint rotate after being subjected to the torque between the wheel and the axle.

[0006] Preferably, the switching valve is mounted on the cylinder seat of the brake device, and the base of the switching valve is in contact with the cylinder seat.

[0007] Preferably, the switching valve is connected to the cylinder seat by four bolts.

[0008] Preferably, the first rotary joint includes a first hollow connecting rod, a second hollow connecting rod, and a first rotary joint assembly. The first rotary joint assembly is connected to a connection point on the main landing gear frame. The second hollow connecting rod is connected between the first hollow connecting rod and the first rotary joint assembly. The end of the first hollow connecting rod is provided with the second rotary joint assembly, and the second rotary joint assembly is connected to the switching valve.

[0009] Preferably, the second rotary joint includes a fourth hollow connecting rod, a fifth hollow connecting rod, and a third rotary joint assembly. The third rotary joint assembly is connected to a connection point on the main landing gear frame. The fifth hollow connecting rod is connected between the fourth hollow connecting rod and the third rotary joint assembly. The end of the fourth hollow connecting rod away from the fifth hollow connecting rod is connected to a switching valve.

[0010] Preferably, the second rotary joint and the first rotary joint are connected to the normal brake line and the spare brake line, respectively.

[0011] Preferably, the first rotary joint and the second rotary joint are integrated with the two nozzles of the switching valve.

[0012] Preferably, the second hollow link, the fourth hollow link, and the fifth hollow link all include a link portion and a rotary joint assembly. The rotary joint assembly is provided with two fixing interfaces, and the axial directions of the two interfaces are perpendicular to each other.

[0013] Preferably, all rods have an S-shaped bending structure.

[0014] Preferably, both the first rotary joint assembly and the third rotary joint assembly have support plates at their ends, and the support plates have two connection holes for connection to the connection points on the main landing gear frame.

[0015] The brake redundancy switching device for aircraft trolley-type landing gear of this application, wherein a four-bar linkage consisting of a first rotary joint, a second rotary joint, a cylinder seat and a switching valve absorbs the movement of the chassis while transmitting brake hydraulic oil from the normal brake or the backup brake to the switching valve.

[0016] When the frame is retracted or the ground is pitched, causing the wheels and axles to rotate relative to each other, the first and second rotary joints absorb the torque between the wheels and axles and rotate to switch between the normal brake line and the backup brake line, thus avoiding the problem of short lifespan caused by hose connections. Attached Figure Description

[0017] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this application.

[0018] Figure 1 This is a schematic diagram of the overall structure of this application.

[0019] 1. Switching valve; 2. First rotary joint; 2-1. First hollow connecting rod; 2-2. Second hollow connecting rod; 2-3. First rotary joint assembly; 3. Second rotary joint; 3-1. Fourth hollow connecting rod; 3-2. Fifth hollow connecting rod; 3-3. Third rotary joint assembly. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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] A brake redundancy conversion device for aircraft trolley-type landing gear, such as Figure 1 As shown, the system includes a switching valve 1, a first rotary joint 2, and a second rotary joint 3. The switching valve 1 is mounted on the cylinder seat of the brake device and has two oil inlets, which are fixedly connected to the first rotary joint 2 and the second rotary joint 3, respectively. The first rotary joint 2, the second rotary joint 3, the cylinder seat, and the switching valve 1 form a four-bar linkage. The first rotary joint 2 and the second rotary joint 3 are symmetrically arranged through the switching valve 1. The ends of the first rotary joint 2 and the second rotary joint 3 furthest from the switching valve 1 are connected to connection points on the frame, and both are connected to the normal brake lines and the spare brake lines on the frame. The first rotary joint 2 and the second rotary joint 3 rotate under the torque between the wheel and the axle.

[0022] The four-bar linkage consisting of the first rotary joint 2, the second rotary joint 3, the cylinder seat, and the switching valve 1 absorbs the movement of the vehicle frame while transmitting the brake hydraulic oil of the normal brake or the backup brake to the switching valve 1.

[0023] When the frame is retracted or the ground is pitched, causing the wheels and axles to rotate relative to each other, the first rotary joint 2 and the second rotary joint 3 absorb the torque between the wheels and axles and rotate to switch between the normal brake line and the backup brake line, thus avoiding the problem of short lifespan caused by hose connections.

[0024] Preferably, the switching valve 1 is installed on the cylinder seat of the brake device, and the base of the switching valve 1 fits snugly against the cylinder seat, ensuring stable installation.

[0025] Preferably, the switching valve 1 is connected to the cylinder seat by four bolts.

[0026] Preferably, the first rotary joint 2 includes a first hollow connecting rod 2-1, a second hollow connecting rod 2-2, and a first rotary joint assembly 2-3. The first rotary joint assembly 2-3 is connected to a connection point on the main landing gear frame. The second hollow connecting rod 2-2 is connected between the first hollow connecting rod 2-1 and the first rotary joint assembly 2-3. The end of the first hollow connecting rod 2-1 is provided with the second rotary joint assembly, and the second rotary joint assembly is connected to the switching valve 1.

[0027] Preferably, the second rotary joint 3 includes a fourth hollow connecting rod 3-1, a fifth hollow connecting rod 3-2, and a third rotary joint assembly 3-3. The third rotary joint assembly 3-3 is connected to a connection point on the main landing gear frame. The fifth hollow connecting rod 3-2 is connected between the fourth hollow connecting rod 3-1 and the third rotary joint assembly 3-3. The end of the fourth hollow connecting rod 3-1 away from the fifth hollow connecting rod 3-2 is connected to the switching valve 1.

[0028] The second rotary joint 3 and the first rotary joint 2 are respectively connected to the normal brake line and the spare brake line.

[0029] Preferably, the first rotary joint 2 and the second rotary joint 3 are integrated with the two nozzles of the switching valve 1.

[0030] Preferably, the second hollow connecting rod 2-2, the fourth hollow connecting rod 3-1, and the fifth hollow connecting rod 3-2 all include a rod portion and a rotary joint assembly. The rotary joint assembly is provided with two fixing interfaces, and the axial directions of the two interfaces are perpendicular to each other.

[0031] Preferably, the rod has an S-shaped curved structure.

[0032] Preferably, the ends of the first rotary joint assembly 2-3 and the third rotary joint assembly 3-3 are provided with support plates, and the support plates are provided with two connection holes, which are connected to the connection points on the main landing gear frame through the support plates.

[0033] Finally, it should be noted that the accompanying drawings of the embodiments disclosed in this invention only involve the structures involved in the embodiments disclosed in this invention. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this invention can be combined with each other.

[0034] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A brake redundancy conversion device for aircraft trolley-type landing gear, characterized in that: It includes a switching valve (1), a first rotary joint (2), and a second rotary joint (3); the switching valve (1) is installed on the cylinder seat of the brake device, and the switching valve (1) is provided with two oil inlets, which are fixedly connected to the first rotary joint (2) and the second rotary joint (3) respectively. The first rotary joint (2), the second rotary joint (3), the cylinder seat and the switching valve (1) form a four-bar linkage mechanism. The first rotary joint (2) and the second rotary joint (3) are symmetrically arranged through the switching valve (1); the ends of the first rotary joint (2) and the second rotary joint (3) away from the switching valve (1) are respectively connected to the connection points on the frame. At the same time, the first rotary joint (2) and the second rotary joint (3) are both connected to the normal brake line and the spare brake line on the frame; the first rotary joint (2) and the second rotary joint (3) rotate after being subjected to the torque between the wheel and the axle.

2. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 1, characterized in that: The switching valve (1) is installed on the cylinder seat of the brake device, and the base of the switching valve (1) is in contact with the cylinder seat.

3. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 2, characterized in that: The switching valve (1) is connected to the cylinder seat by four bolts.

4. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 1, characterized in that: The first rotary joint (2) includes a first hollow connecting rod (2-1), a second hollow connecting rod (2-2), and a first rotary joint assembly (2-3). The first rotary joint assembly (2-3) is connected to the connection point on the main landing gear frame. The second hollow connecting rod (2-2) is connected between the first hollow connecting rod (2-1) and the first rotary joint assembly (2-3). The end of the first hollow connecting rod (2-1) is provided with the second rotary joint assembly, and the second rotary joint assembly is connected to the switching valve (1).

5. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 4, characterized in that: The second rotary joint (3) includes a fourth hollow connecting rod (3-1), a fifth hollow connecting rod (3-2), and a third rotary joint assembly (3-3). The third rotary joint assembly (3-3) is connected to the connection point on the main landing gear frame. The fifth hollow connecting rod (3-2) is connected between the fourth hollow connecting rod (3-1) and the third rotary joint assembly (3-3). The end of the fourth hollow connecting rod (3-1) away from the fifth hollow connecting rod (3-2) is connected to the switching valve (1).

6. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 5, characterized in that: The second rotary joint (3) and the first rotary joint (2) are respectively connected to the normal brake line and the spare brake line.

7. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 5, characterized in that: The first rotary joint (2) and the second rotary joint (3) are integrated with the two nozzles of the switching valve (1).

8. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 5, characterized in that: The second hollow link (2-2), the fourth hollow link (3-1), and the fifth hollow link (3-2) all include a link and a rotary joint assembly. The rotary joint assembly is provided with two fixing interfaces, and the axial directions of the two interfaces are perpendicular to each other.

9. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 8, characterized in that: All rods have an S-shaped bending structure.

10. The brake redundancy conversion device for aircraft trolley-type landing gear as described in claim 5, characterized in that: The ends of the first rotary joint assembly (2-3) and the third rotary joint assembly (3-3) are both provided with support plates, and the support plates are provided with two connection holes, which are connected to the connection points on the main landing gear frame.

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