Aircraft landing gear supporting rod lock mechanism

Abstract

The invention belongs to the technical field of aircraft landing gear supporting rod lock mechanism design, and particularly relates to an aircraft landing gear supporting rod lock mechanism which comprises a lower locking supporting rod, an upper locking supporting rod, a spring assembly and a spring shaft. One end of the lower locking support rod is hinged to the undercarriage main support rod, and the other end is hinged to one end of the upper locking support rod; the other end of the locking supporting rod is hinged to the undercarriage outer cylinder and is hinged to the unlocking actuating cylinder; when the aircraft landing gear supporting rod lock mechanism is in a locking state, downward deflection exists between the axis of the upper locking supporting rod and the axis of the lower locking supporting rod. The two spring shafts are connected to the lower lock supporting rod and the upper lock supporting rod; the two ends of the spring assembly are connected to spring shafts of the lower locking supporting rod and the upper locking supporting rod, and tension needed by the locking state of the aircraft landing gear supporting rod lock mechanism is provided. The spring assembly comprises a main spring, a protective spring, a spring mounting head, a spring connector, a main spring seat, a force sensor, a protective spring seat and a connecting bearing.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft landing gear strut lock mechanism design, specifically relating to an aircraft landing gear strut lock mechanism. Background Technology

[0002] The aircraft landing gear strut locking mechanism combines upper and lower locking into one unit, which can greatly save space and is widely used in landing gear design.

[0003] Enabling the locking mechanism during landing gear deployment is the primary requirement. An emergency deployment stop is typically included, currently integrated into the strut locking mechanism. If this emergency stop cracks or is damaged, the entire strut locking mechanism must be replaced, resulting in high costs. Furthermore, current strut locking mechanisms have complex spatial structures, insufficient locking capability, and fail to meet the functional requirements of monitoring spring status and observing whether the landing gear is fully deployed, making timely and accurate diagnosis difficult in case of malfunctions.

[0004] In view of the aforementioned technical deficiencies, this application is hereby filed. Summary of the Invention

[0005] The purpose of this application is to provide an aircraft landing gear strut locking mechanism to overcome or mitigate at least one of the known technical defects.

[0006] The technical solution of this application is:

[0007] An aircraft landing gear strut locking mechanism includes a lower locking strut, an upper locking strut, a spring assembly, and a spring shaft;

[0008] One end of the lower locking strut is hinged to the main landing gear strut, and the other end is hinged to one end of the upper locking strut; the other end of the upper locking strut is hinged to the outer cylinder of the landing gear and to the unlocking actuator cylinder.

[0009] When the aircraft landing gear strut locking mechanism is in the locked state, there is a downward deflection between the axes of the upper and lower locking struts;

[0010] There are two spring shafts, connected to the lower locking support rod and the upper locking support rod;

[0011] The spring assembly is connected at both ends to the spring shafts of the lower locking strut and the upper locking strut, providing the tension required for the aircraft landing gear strut locking mechanism to lock in the locked state;

[0012] The spring assembly includes a main spring, a protective spring, a spring mounting head, a spring connector, a main spring seat, a force sensor, a protective spring seat, and a connecting bearing;

[0013] There are two main spring seats, which are connected to the two ends of the main spring;

[0014] There are two spring connectors, which are threaded into the through holes of the two main spring seats;

[0015] There are two spring mounting heads, one end of which is threaded into the inner end of the two spring connector heads;

[0016] There are two connecting bearings, which are set in the bearing holes opened at the other end of the two spring mounting heads and are sleeved onto the two spring shafts;

[0017] There are two protective spring seats, which are connected to the two ends of the protective spring, and the protective spring is set inside the main spring;

[0018] There are two force sensors, which are installed in the guide sliding holes opened at the inner ends of the two spring connectors. The two ends are threadedly connected to the inner end of the spring mounting head and the outer end of the protective spring seat.

[0019] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the lower locking strut is connected to a double-eared connector provided on the main landing gear strut via a double-eared connector and a single-eared connector provided on the upper locking strut via a double-eared connector and a pin.

[0020] According to at least one embodiment of this application, in the above-mentioned aircraft landing gear strut locking mechanism, the unlocking actuator can provide unlocking driving force, push the locking strut to rotate over negative deflection, release the locking state of the aircraft landing gear strut locking mechanism, and then drive the landing gear to retract or lower using the retraction actuator.

[0021] When the landing gear is extended or retracted, the upper locking strut rotates around the outer cylinder of the landing gear, and the lower locking strut rotates around the main strut of the landing gear, creating a downward deflection that locks the aircraft landing gear strut locking mechanism into the locked state, locking the landing gear in the extended or retracted position.

[0022] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, an end bearing is installed on the locking strut, and the end bearing is connected to a double-ear connector provided on the outer cylinder of the landing gear by a pin. The locking strut is also formed with upward connecting double ears, which are connected to a single-ear connector provided on the unlocking actuator cylinder by a pin.

[0023] According to at least one embodiment of this application, in the above-mentioned aircraft landing gear strut locking mechanism, the lower locking strut and the upper locking strut have stop bosses, and stop pads are provided on the stop bosses of the lower locking strut and the upper locking strut. When the aircraft landing gear strut locking mechanism is in the locked state, the two stop pads are in contact.

[0024] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the stop boss on the lower locking strut is located at the bottom of the double-ear connector connecting the lower locking strut and the upper locking strut;

[0025] The upper locking strut has a stop boss located at the end of the single-ear connector connecting the upper and lower locking struts;

[0026] The locking bosses of the lower and upper locking struts are connected to the locking washers by bolts.

[0027] According to at least one embodiment of this application, in the above-mentioned aircraft landing gear strut locking mechanism, the lower locking strut and the upper locking strut have targets. When the aircraft landing gear strut locking mechanism is in the locked state, the targets on the lower locking strut and the upper locking strut are in the same plane, which can be captured by a camera in the landing gear bay.

[0028] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the target on the locking strut is located on the outer edge surface of the double-ear joint connecting the lower locking strut and the upper locking strut;

[0029] The target on the upper locking strut is located on the outer edge surface of the single-ear connector connecting the upper and lower locking struts;

[0030] The target areas on the lower and upper locking struts are marked in red.

[0031] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the non-cooperating areas of the two spring shafts and the connecting bearing adopt a variable cross-section design.

[0032] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the range of the force sensor exceeds the maximum operating tension of the protective spring;

[0033] The spring mounting head is equipped with an oil nozzle to lubricate the connecting bearing;

[0034] The spring mounting head also has a small hole in the middle, which allows it to be rotated with the help of a thin rod;

[0035] The main spring has small holes at both ends so that the main spring can be connected to the main spring seat with a fuse.

[0036] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, there are two spring assemblies connected between the two ends of two spring shafts.

[0037] According to at least one embodiment of this application, in the above-mentioned aircraft landing gear strut locking mechanism, two spring shafts are arranged in the support cylinders provided on the lower locking strut and the upper locking strut, with both ends extending out of the support cylinder. One end of the outer wall has a stop protrusion, and the other end of the outer wall is threaded with a stop sleeve. By using the stop protrusion and the stop sleeve to cooperate, the two ends of the support cylinder are clamped and fastened to the support cylinder.

[0038] According to at least one embodiment of this application, the aircraft landing gear strut locking mechanism described above also includes an emergency release block;

[0039] The emergency release block is bolted to the lower locking strut. When the unlocking actuator cannot provide the unlocking driving force normally, the mechanical emergency release device can drive the lower locking strut through the emergency release block to release the locking state of the aircraft landing gear strut lock mechanism.

[0040] According to at least one embodiment of this application, in the above-described aircraft landing gear strut locking mechanism, the emergency release block is connected to the single-ear connector provided on the lower locking strut by two bolts via a double-ear connector.

[0041] According to at least one embodiment of this application, in the above-mentioned aircraft landing gear strut locking mechanism, guide protrusions and guide grooves are provided between the double-ear joint and the single-ear joint between the emergency release block and the lower locking strut to prevent incorrect installation.

[0042] This application has at least the following beneficial technical effects:

[0043] This invention provides an aircraft landing gear strut locking mechanism, focusing on the design aspects of mechanism lifespan, reliability, and safety. The spring assembly integrates a force sensor and a protective spring, enabling real-time monitoring of the operating status. It also employs a split emergency release block, avoiding the need for complete replacement in case of cracks or damage to the emergency release block, thus improving maintainability. Furthermore, cameras are added to the upper and lower locking struts to identify targets, effectively observing the landing gear's lowered and locked status. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the aircraft landing gear strut locking mechanism provided in an embodiment of this application;

[0045] Figure 2 This is a schematic diagram of the lower locking strut provided in an embodiment of this application;

[0046] Figure 3 This is a schematic diagram of the locking support rod provided in an embodiment of this application;

[0047] Figure 4 This is a schematic diagram of the aircraft landing gear strut locking mechanism in the locked state provided in the embodiments of this application;

[0048] Figure 5 This is a schematic diagram showing the two stop pads fitting together when the aircraft landing gear strut locking mechanism provided in this application is in the locked state;

[0049] Figure 6 This is a schematic diagram showing that when the aircraft landing gear strut locking mechanism provided in this application is in the locked state, the targets on the lower locking strut and the upper locking strut are in the same plane;

[0050] Figure 7 This is a schematic diagram of the emergency release block provided in an embodiment of this application;

[0051] Figure 8 This is a schematic diagram of a single-ear connector for connecting an emergency release block to the lower locking support rod provided in an embodiment of this application;

[0052] Figure 9 This is a schematic diagram of the external shape of the spring assembly provided in the embodiments of this application;

[0053] Figure 10 This is a cross-sectional view of the spring assembly provided in an embodiment of this application;

[0054] Figure 11 This is a schematic diagram of the spring shaft being installed on the lower locking support rod according to an embodiment of this application;

[0055] in:

[0056] 1-Lower locking strut; 2-Upper locking strut; 3-Spring assembly; 4-Spring shaft; 5-Connecting lugs; 6-End bearing; 7-Stop washer; 8-Emergency release block;

[0057] 31-Main spring; 32-Protective spring; 33-Spring mounting head; 34-Spring connector head; 35-Main spring seat; 36-Force sensor; 37-Protective spring seat; 38-Connecting bearing.

[0058] To better illustrate this embodiment, some content in the accompanying drawings may be omitted, enlarged, or reduced. They are for illustrative purposes only and should not be construed as limiting the scope of this application. Detailed Implementation

[0059] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, and other related parts can be referred to the general design.

[0060] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The word "comprising" as used in this application description indicates that the concept preceding the word encompasses the concepts listed following the word and their equivalents, without excluding other related concepts.

[0061] Furthermore, the terms indicating location used in the description of this application are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. It should also be noted that, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0062] An aircraft landing gear strut locking mechanism, such as Figure 1 As shown, it includes a lower locking support rod 1, an upper locking support rod 2, a spring assembly 3, a spring shaft 4, and an emergency release block 8.

[0063] Lower locking strut 1 as Figure 2 As shown, one end is hinged to the main landing gear strut, specifically by connecting the double-eared connector on the main landing gear strut with a pin. The other end is hinged to one end of the locking strut 2, specifically by connecting the single-eared connector on the locking strut 2 with a pin.

[0064] Locking strut 2 Figure 3 As shown, the other end is hinged to the outer cylinder of the landing gear and to the unlocking actuator cylinder. When locked, there is a downward deflection between the axes of the upper locking strut 2 and the lower locking strut 1, as shown... Figure 4 As shown, the unlocking driving force is provided by the unlocking actuator, which pushes the locking support rod 2 to rotate through the negative deflection to release the locked state, thereby enabling the landing gear to be retracted or lowered by the retraction actuator.

[0065] Specifically, the locking strut 2 can be designed with an end bearing 6 installed on it, which is connected to the double-ear connector on the outer cylinder of the landing gear by a pin. The locking strut 2 can also be designed with upward-facing connecting double ears 5, which are connected to the single-ear connector on the unlocking actuator cylinder by a pin.

[0066] At the moment the aircraft landing gear strut locking mechanism locks, a significant impact occurs between the lower locking strut 1 and the upper locking strut 2. The lower locking strut 1 and upper locking strut 2 are designed with stop bosses, and stop washers 7 are installed on these stop bosses. When the aircraft landing gear strut locking mechanism is in the locked state, the two stop washers 7 are in contact. Figure 5 As shown, the stop bosses of the lower locking strut 1 and the upper locking strut 2 are structurally reinforced.

[0067] Specifically, a stop boss can be designed on the lower locking support rod 1, located at the bottom of the double-ear connector connecting the lower locking support rod 1 and the upper locking support rod 2; a stop boss on the upper locking support rod 2 can be located at the end of the single-ear connector connecting the upper locking support rod 2 and the lower locking support rod 1. The stop bosses of the lower locking support rod 1 and the upper locking support rod 2 are connected to the stop washer 7 by bolts. The stop boss on the lower locking support rod 1 is designed with high rigidity, and the stop boss on the upper locking support rod 2 uses reinforcing ribs to improve the stress state.

[0068] Both the lower locking strut 1 and the upper locking strut 2 have targets. When the aircraft landing gear strut locking mechanism is in the locked state, the targets on the lower locking strut 1 and the upper locking strut 2 are in the same plane. Figure 6 As shown, the system can collect and transmit data using a camera inside the landing gear bay, which makes it easier to determine whether the landing gear is down and locked in place, increasing the means of determining the locking margin.

[0069] The target on the upper locking strut 2 is located on the outer edge surface of the double-ear connector connecting the lower locking strut 1 and the upper locking strut 2; the target on the upper locking strut 2 is located on the outer edge surface of the single-ear connector connecting the upper locking strut 2 and the lower locking strut 1. The target areas on the lower locking strut 1 and the upper locking strut 2 are marked in red.

[0070] Emergency release block 8 Figure 7 As shown, the locking mechanism is bolted to the lower locking strut 1. When the unlocking actuator fails to provide the unlocking driving force normally, the mechanical emergency release device can drive the lower locking strut 1 through the emergency release block 8 to release the locked state, ensuring that the landing gear can be smoothly lowered under the drive of the actuator and gravity.

[0071] The emergency release block 8 and the lower locking support rod 1 adopt a split design. If the emergency release block 8 is cracked or damaged, it can be simply removed and replaced, making it easy to maintain.

[0072] Specifically, the emergency release block 8 can be designed to connect to the single-ear connector on the lower locking support rod 1 via a double-eared connector, using two bolts. A guide protrusion and guide groove are provided between the double-eared and single-eared connectors to prevent incorrect installation. The single-eared connector on the lower locking support rod 1 connects to the emergency release block 8. Figure 8 As shown, the design is located on the outer edge of one lug end of the double lug connector of the landing gear main strut on the lower locking strut 1.

[0073] There are two spring shafts 4, which are connected to the lower locking support rod 1 and the upper locking support rod 2.

[0074] Spring assembly 3, as Figure 9 Both ends are connected to the spring shaft 4 of the lower locking strut 1 and the upper locking strut 2, providing the tension required for the aircraft landing gear strut locking mechanism to lock in the retracted and extended positions.

[0075] Spring assembly 3 adopts a split design and incorporates real-time monitoring and anti-loosening / anti-breakage protection measures for easy installation and maintenance. It includes a main spring 31, a protective spring 32, a spring mounting head 33, a spring connector 34, a main spring seat 35, a force sensor 36, a protective spring seat 37, and a connecting bearing 38. Figure 10 As shown.

[0076] There are two main spring seats 35, which are connected to the two ends of the main spring 31.

[0077] There are two spring connectors 34, which are threaded into the through holes of the two main spring seats 35, and their inner ends are fitted with the stop of the main spring seats 35.

[0078] There are two spring mounting heads 33, one end of which is threaded into the inner end of the two spring connector heads 34 and fits with the stop between the spring connector heads 34.

[0079] There are two connecting bearings 38, which are set in the bearing holes opened at the other end of the two spring mounting heads 33 and are sleeved on the two spring shafts 4. The spring shafts 4 transmit the tension of the spring assembly 3 to the lower locking support rod 1 and the upper locking support rod 2. The two spring shafts 4 can be designed to be completely identical. The non-fitting area with the connecting bearings 38 adopts a variable cross-section design to reduce the processing and manufacturing cost. At the same time, the use of locking structures such as locking washers ensures a reliable connection with the connecting bearings 38.

[0080] There are two protective spring seats 37, which are connected to both ends of the protective spring 32. The protective spring 32 is set inside the main spring 31.

[0081] There are two force sensors 36, which are installed in the guide sliding holes opened at the inner ends of the two spring connectors 34. Both ends are threadedly connected to the spring mounting head 33 at one end of the spring connector 34 and the outer end of the protective spring seat 37.

[0082] The force sensor 36 has a range exceeding the maximum operating tensile force of the protective spring 32. The force sensor 36 can determine the operating tensile force of the spring assembly 3, providing timely warnings when the spring assembly 3 malfunctions. It also effectively assesses the normal condition of the spring assembly 3 during maintenance, providing real-time monitoring and anti-loosening / anti-breakage protection. It can achieve high load output to ensure locking capability. The two ends of the protective spring 32 are threadedly connected to the force sensor 36 via protective spring seats 37, reducing the possibility of breakage.

[0083] The spring mounting head 33 is equipped with an oil nozzle to ensure sufficient lubrication and smooth rotation of the connecting bearing 38. A small hole is also designed in the center of the spring mounting head 33 to facilitate rotation via a thin rod, used for the installation and adjustment of the spring assembly 3. The main spring 31 has a small hole at each end. After the spring assembly 3 is assembled and the force value adjusted, the main spring 31 is connected to the main spring seat 35 with a fuse, serving both as an anti-loosening measure and a warning.

[0084] There are two spring assemblies 3, which are connected between the two ends of the two spring shafts 4. The size of the spring assembly 3 can be controlled while ensuring the locking capability. It is a double-margin design, which can improve the reliability and safety redundancy of the mechanism.

[0085] Two spring shafts 4 are installed in the support cylinders on the lower locking support rod 1 and the upper locking support rod 2. Both ends extend from the support cylinders; one end has a stop protrusion on its outer wall, and the other end has a threaded stop sleeve connected to its outer wall. The stop protrusion and stop sleeve work together to clamp both ends of the support cylinder and secure it to the support cylinder. The spring shafts 4 are installed on the lower locking support rod 1 as follows: Figure 11 As shown.

[0086] The aircraft landing gear strut locking mechanism disclosed in the above embodiments allows the upper locking strut 2 to rotate around the outer cylinder of the landing gear and the lower locking strut 1 to rotate around the main strut of the landing gear when the landing gear is lowered or retracted. Under the action of the spring, the upper locking strut 2 and the lower locking strut 1 fold and move until the two stop pads 7 are in contact, and a downward deflection is formed between the upper locking strut 2 and the lower locking strut 1, reaching the locked state and fixing the landing gear in the lowered or retracted position.

[0087] When the lock is released, the unlocking actuator can drive the locking strut 2 to rotate, overcoming the spring force, so that the locking strut 2 rotates upward to overcome the deflection to unlock, and the landing gear can be folded under the drive of the landing gear retraction actuator.

[0088] The aircraft landing gear strut locking mechanism disclosed in the above embodiments focuses on the design of mechanism life, reliability and safety, improves the load-bearing capacity and fault monitoring capability of spring assembly 3 in the mechanism, optimizes the anti-impact design of the locking impact area, and adopts a split design for emergency release block 8, which can avoid the situation of replacing the whole block when the emergency release block 8 cracks or is damaged, thus improving maintainability. Furthermore, cameras are added to the upper locking strut 2 and the lower locking strut 1 to judge the target, which can effectively observe the landing gear deployment status.

[0089] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A landing gear strut locking mechanism for aircraft, characterized in that, Includes a lower locking strut (1), an upper locking strut (2), a spring assembly (3), and a spring shaft (4); One end of the lower locking strut (1) is hinged to the main strut of the landing gear, and the other end is hinged to one end of the upper locking strut (2); the other end of the upper locking strut (2) is hinged to the outer cylinder of the landing gear and to the unlocking actuator cylinder. When the aircraft landing gear strut locking mechanism is in the locked state, there is a downward deflection between the axes of the upper locking strut (2) and the lower locking strut (1); There are two spring shafts (4), which are connected to the lower locking support rod (1) and the upper locking support rod (2); The spring assembly (3) is connected at both ends to the spring shaft (4) of the lower locking strut (1) and the upper locking strut (2), providing the tension required for the aircraft landing gear strut locking mechanism to lock in the locked state; The spring assembly (3) includes a main spring (31), a protective spring (32), a spring mounting head (33), a spring connector (34), a main spring seat (35), a force sensor (36), a protective spring seat (37), and a connecting bearing (38); There are two main spring seats (35), which are connected to the two ends of the main spring (31); There are two spring connectors (34), which are threaded into the through holes of the two main spring seats (35); There are two spring mounting heads (33), one end of which is threaded into the inner end of the two spring connectors (34); There are two connecting bearings (38), which are set in the bearing holes opened at the other end of the two spring mounting heads (33) and are sleeved onto the two spring shafts (4); There are two protective spring seats (37), which are connected to both ends of the protective spring (32), and the protective spring (32) is set inside the main spring (31); There are two force sensors (36), which are installed in the guide sliding holes opened at the inner ends of the two spring connectors (34). The two ends are threadedly connected to the spring mounting head (33) at one end of the spring connector (34) and at the outer end of the protective spring seat (37).

2. The aircraft landing gear strut locking mechanism according to claim 1, characterized in that, The lower locking strut (1) is connected by a pin to the double-ear joint on the main landing gear strut and by a pin to the single-ear joint on the upper locking strut (2).

3. The aircraft landing gear strut locking mechanism according to claim 2, characterized in that, The unlocking actuator can provide unlocking driving force, push the locking strut (2) to rotate over negative deflection, release the locking state of the aircraft landing gear strut lock mechanism, and then drive the landing gear to retract or lower with the retraction actuator; When the landing gear is lowered or retracted, the upper locking strut (2) rotates around the outer cylinder of the landing gear, and the lower locking strut (1) rotates around the main strut of the landing gear, forming a downward deflection, so that the aircraft landing gear strut locking mechanism reaches the locked state, locking the landing gear in the lowered or retracted position.

4. The aircraft landing gear strut locking mechanism according to claim 3, characterized in that, The locking strut (2) is equipped with an end bearing (6), which is connected to the double-ear connector on the outer tube of the landing gear by a pin. The locking strut (2) is also formed with upward connecting double ears (5), which are connected to the single-ear connector on the unlocking actuator by a pin.

5. The aircraft landing gear strut locking mechanism according to claim 4, characterized in that, The lower locking strut (1) and the upper locking strut (2) have a stop boss. Stop pads (7) are provided on the stop bosses of the lower locking strut (1) and the upper locking strut (2). When the aircraft landing gear strut locking mechanism is in the locked state, the two stop pads (7) are in contact.

6. The aircraft landing gear strut locking mechanism according to claim 5, characterized in that, The upper stop boss of the lower locking strut (1) is located at the bottom of the double-ear connector connecting the lower locking strut (1) and the upper locking strut (2); The upper locking support rod (2) has a stop boss located at the end of the single-ear connector connecting the upper locking support rod (2) and the lower locking support rod (1); The locking bosses of the lower locking strut (1) and the upper locking strut (2) are connected to the locking washer (7) by bolts.

7. The aircraft landing gear strut locking mechanism according to claim 6, characterized in that, The lower locking strut (1) and upper locking strut (2) have targets. When the aircraft landing gear strut locking mechanism is in the locked state, the targets on the lower locking strut (1) and upper locking strut (2) are in the same plane, which can be collected by a camera in the landing gear bay.

8. The aircraft landing gear strut locking mechanism according to claim 7, characterized in that, The upper target of the locking rod (2) is located on the outer edge surface of the double-ear joint connecting the lower locking rod (1) and the upper locking rod (2); The upper target of the upper locking strut (2) is located on the outer edge surface of the single-ear connector connecting the upper locking strut (2) and the lower locking strut (1); The target areas on the lower locking strut (1) and upper locking strut (2) are marked in red.

9. The aircraft landing gear strut locking mechanism according to claim 8, characterized in that, The non-fitting areas of the two spring shafts (4) and the connecting bearing (38) adopt a variable cross-section design.

10. The aircraft landing gear strut locking mechanism according to claim 9, characterized in that, The range of the force sensor (36) exceeds the maximum operating force of the protective spring (32); The spring mounting head (33) is equipped with an oil nozzle to lubricate the connecting bearing (38); The spring mounting head (33) also has a small hole in the middle so that it can be rotated with the help of a thin rod; The main spring (31) has small holes at both ends so that the main spring (31) can be connected to the main spring seat (35) with a fuse.

11. The aircraft landing gear strut locking mechanism according to claim 10, characterized in that, There are two spring assemblies (3), which are connected between the two ends of the two spring shafts (4).

12. The aircraft landing gear strut locking mechanism according to claim 11, characterized in that, Two spring shafts (4) are set in the support cylinders set on the lower locking support rod (1) and the upper locking support rod (2). Both ends extend out of the support cylinder. One end has a stop protrusion on its outer wall, and the other end has a stop sleeve threaded on its outer wall. By using the stop protrusion and the stop sleeve to cooperate, the two ends of the support cylinder are clamped and fastened to the support cylinder.

13. The aircraft landing gear strut locking mechanism according to claim 12, characterized in that, It also includes an emergency release block (8); The emergency release block (8) is bolted to the lower locking strut (1). When the unlocking actuator cannot provide the unlocking driving force normally, the mechanical emergency release device can drive the lower locking strut (1) through the emergency release block (8) to release the locking state of the aircraft landing gear strut lock mechanism.

14. The aircraft landing gear strut locking mechanism according to claim 13, characterized in that, The emergency release block (8) is connected to the single-ear connector on the lower locking rod (1) by two bolts via a double-ear connector.

15. The aircraft landing gear strut locking mechanism according to claim 14, characterized in that, Between the emergency release block (8) and the lower locking rod (1), the double-ear joint and the single-ear joint are equipped with guide protrusions and guide grooves to prevent incorrect installation.

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