Aircraft landing gear and aircraft

Abstract

The invention provides an aircraft landing gear and an aircraft, and relates to the technical field of aircrafts. The aircraft landing gear comprises a sleeve assembly, one end of the sleeve assembly is connected with an aircraft body, and a sliding cavity is formed in the other end of the sleeve assembly; one end of the supporting column assembly is arranged in the sliding cavity, and the supporting column assembly can slide relative to the sleeve assembly; the damping assembly comprises a screw rod which is located in the supporting column assembly, and the two ends of the screw rod are connected with the sleeve assembly and the supporting column assembly correspondingly; the elastic damping element is arranged outside the screw rod in a sleeving manner; and the plurality of separation elements are arranged outside the screw rod in a sleeving manner and divide the elastic damping element into a plurality of parts. Energy of forward and reverse strokes is reduced and absorbed through the damping assembly, and buffering is provided for the sleeve assembly. And the whole structure is simple, the requirement for structural machining precision is lowered, a finished product can be machined, oil gas shock absorption is not needed, no airtight requirement exists, and the production and maintenance cost is reduced.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more particularly to an aircraft landing gear and an aircraft. Background Technology

[0002] Modern aircraft landing gear is divided into strut type and rocker arm type. In strut type landing gear, the shock absorber and the load-bearing strut are integrated. Its shock absorber uses a hydropneumatic damping principle, with an internal oil-gas seal. The load-bearing strut is machined from a single forging, characterized by high machining precision requirements, high cost, and difficult maintenance. The sealing surfaces of the cylinder, barrel, and piston rod in strut type landing gear need to be ground to meet sealing requirements. However, the piston rod of strut type landing gear is subjected to both axial force and bending moment during operation. Under bending moment, the sealing rings at the mating surfaces are prone to wear, affecting sealing performance and overall effectiveness. Summary of the Invention

[0003] Based on this, this application provides an aircraft landing gear and an aircraft, which can reduce processing difficulty and production costs, and facilitate maintenance.

[0004] The aircraft landing gear provided in this application includes:

[0005] The sleeve assembly has one end connected to the aircraft fuselage and the other end forming a sliding cavity;

[0006] The support assembly has one end located in the sliding cavity and is able to slide relative to the sleeve assembly;

[0007] The damping component includes a screw rod located inside the strut assembly, with its two ends connected to the sleeve assembly and the strut assembly, respectively.

[0008] An elastic damping element is sleeved on the outside of the screw;

[0009] Multiple separating elements are fitted around the screw, dividing the elastic damping element into multiple parts.

[0010] Optionally, the sleeve assembly includes:

[0011] The inner tube of the sleeve is connected to the aircraft fuselage at one end and has a through hole at the other end. One end of the screw passes through the through hole and is slidably connected to the inner tube of the sleeve.

[0012] The outer sleeve is located outside the inner sleeve and forms a sliding cavity with it.

[0013] Optionally, the end of the screw connected to the inner tube of the sleeve has a protrusion with a diameter larger than the through hole, so as to confine one end of the screw inside the inner tube of the sleeve.

[0014] Optionally, the support assembly includes:

[0015] The support body has one end disposed in the sliding cavity and has at least two bosses that cooperate with the sliding cavity and can slide relative to the sleeve assembly.

[0016] The lower connecting block is located at the other end of the support body and is connected to the shock absorption component;

[0017] The base plate is located at the other end of the support body.

[0018] Optionally, the damping components also include:

[0019] Limit blocks are located at both ends of the elastic damping element and are used to contact the sleeve assembly and the support assembly, respectively.

[0020] A protective pad is disposed at least once between the screw and the support assembly and between the screw and the sleeve assembly;

[0021] An anti-loosening connector is provided at the end where the screw connects to the support assembly.

[0022] Optionally, the protective padding includes at least one gasket and / or washer.

[0023] Optionally, the support assembly also includes:

[0024] The tow bar connector is located on the support body and is used to connect the tow bar to facilitate the towing of the aircraft body.

[0025] Optionally, the aircraft landing gear may also include:

[0026] The landing gear outer cylinder is located on the outer periphery of the sleeve assembly and is used for connection with the aircraft fuselage.

[0027] Optionally, the landing gear outer cylinder includes:

[0028] The outer cylinder body is disposed on the outer periphery of the sleeve assembly;

[0029] Wear-resistant bushing, installed between the outer cylinder body and the sleeve assembly;

[0030] Connecting brackets are located on both sides of the outer cylinder body;

[0031] The pivot is located at the free end of the connecting frame, and the connecting frame is connected to the aircraft fuselage through the pivot.

[0032] Optionally, the aircraft landing gear also includes a guide assembly, which includes:

[0033] A limiting groove is provided on the sleeve assembly;

[0034] A limiting component is provided in the support assembly and located within the limiting groove to limit the relative rotation between the support assembly and the sleeve assembly;

[0035] A limiting hole is provided on the support assembly and cooperates with the limiting member to accommodate the limiting member.

[0036] Optionally, the aircraft landing gear may also include:

[0037] A rotating device is located at the end of the sleeve assembly that connects to the aircraft fuselage, and is used to drive the sleeve assembly to move.

[0038] Optionally, the sliding cavity is provided with a stop protection element for contacting the support assembly to protect the surface of the support assembly.

[0039] Optionally, the aircraft landing gear may also include:

[0040] The wheel assembly of the forklift is located at the other end of the support assembly.

[0041] This application also provides an aircraft, including the aforementioned aircraft landing gear.

[0042] The aircraft landing gear and overall aircraft structure provided in this application are simple, with reduced requirements for structural machining precision. They can be manufactured using finished products, eliminating the need for oil and gas shock absorption and airtightness requirements, thereby reducing production and maintenance costs.

[0043] By compressing the elastic damping element in the shock absorption assembly, the energy of the forward and reverse strokes is reduced and absorbed by the damping characteristics of the elastic damping element itself, thus providing a buffer to the sleeve assembly.

[0044] By dividing the elastic damping element into multiple parts using a separator, the axial length of each elastic damping element is reduced, thus preventing excessive deformation of the sidewall of the elastic damping element during compression, which could cause the elastic damping element to break. This improves safety and the uniformity of force distribution.

[0045] If one or more of the elastic damping elements fail, the entire elastic damping system will not fail, improving redundancy and fault safety under single-point failure conditions. During maintenance, only one or more of the faulty elastic damping elements need to be replaced, reducing costs and simplifying replacement. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings, without exceeding the scope of protection claimed by this application.

[0047] Figure 1 This is a structural schematic diagram of the aircraft landing gear provided in this application;

[0048] Figure 2This is a structural cross-sectional view along AA;

[0049] Figure 3 This is a structural schematic diagram of the sleeve assembly in the aircraft landing gear provided in this application;

[0050] Figure 4 This is a structural schematic diagram of the strut assembly in the aircraft landing gear provided in this application;

[0051] Figure 5 This is a structural schematic diagram of the shock absorption assembly in the aircraft landing gear provided in this application;

[0052] Figure 6 This is a structural schematic diagram of the outer cylinder of the aircraft landing gear provided in this application;

[0053] Figure 7 This is an enlarged schematic diagram of the structure of the guide assembly in the aircraft landing gear provided in this application.

[0054] Explanation of reference numerals in the attached drawings: 1. Sleeve assembly; 11. Inner sleeve tube; 111. Through hole; 12. Outer sleeve tube; 2. Support assembly; 21. Support body; 211. Boss; 22. Lower connecting block; 23. Base plate; 24. Traction rod connection part; 3. Wheel fork assembly; 4. Shock absorption assembly; 41. Screw; 411. Protrusion; 42. Elastic damping element; 43. Multiple separating elements; 44. Limiting block; 45. Protective pad layer; 46. Anti-loosening connector; 5. Landing gear outer cylinder; 51. Outer cylinder body; 52. Wear-resistant bushing; 53. Connecting frame; 54. Rotating shaft; 6. Guide assembly; 61. Limiting groove; 62. Limiting element; 63. Limiting hole; 7. Rotating device; 8. Stop protection element. Detailed Implementation

[0055] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0056] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0057] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0058] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0059] refer to Figure 1 and Figure 2The aircraft landing gear provided in this application includes a sleeve assembly 1, a strut assembly 2, and a shock-absorbing assembly 4. One end of the sleeve assembly 1 is connected to the aircraft fuselage, and the other end forms a sliding cavity. One end of the strut assembly 2 is disposed within the sliding cavity and is slidable relative to the sleeve assembly 1. The shock-absorbing assembly 4 includes a screw 41, an elastic damping element 42, and multiple separating elements 43. The screw 41 is located inside the strut assembly 2, and its two ends are connected to the sleeve assembly 1 and the strut assembly 2, respectively. The elastic damping element 42 is sleeved outside the screw 41, and the multiple separating elements 43 are sleeved outside the screw 41, dividing the elastic damping element 42 into multiple parts.

[0060] When the aircraft landing gear is under load, the end of the sleeve assembly 1 connected to the aircraft fuselage is subjected to force, causing the sleeve assembly 1 to move along the axial direction of the screw 41 in a forward stroke, sliding relative to the strut assembly 2. During the sliding process of the sleeve assembly 1, the elastic damping element 42 in the shock absorber assembly 4 is compressed. Through the compression of the elastic damping element 42, the energy of the forward and reverse strokes is reduced and absorbed by the damping characteristics of the elastic damping element 42 itself, providing a buffer to the sleeve assembly 1. When the sleeve assembly 1 slides in the reverse stroke, the shock absorber assembly 4 recovers its corresponding elongation from the compressed state. Multiple separating elements 43 divide the elastic damping element 42 into multiple parts to reduce the axial length of each elastic damping element 42, avoiding excessive deformation of the sidewall of the elastic damping element 42 during compression, which could cause the elastic damping element 42 to break, thus improving safety and the uniformity of force distribution. Furthermore, by stacking multiple elastic damping elements 42, the number of elastic damping elements 42 can be controlled according to the user's shock absorption performance indicators to obtain an adjustment force corresponding to the stroke. If one or more of the elastic damping elements 42 fail, the entire elastic damping element 42 will not fail, improving redundancy and fault safety under single-point failure conditions. During maintenance, only one or more of the faulty elastic damping elements 42 need to be replaced, reducing costs and facilitating replacement. Furthermore, the overall structure of the aircraft landing gear is simple, reducing the precision requirements for structural machining, and it can be manufactured from finished products, resulting in low processing costs. For example, the sleeve assembly 1 can be welded from standard thin-walled tubular parts. The aircraft landing gear of this application does not require oil-gas damping and has no airtightness requirements, thereby reducing production and maintenance costs.

[0061] In some embodiments, the elastic damping element 42 may include a polyurethane material, and the plurality of separating elements 43 may be a plurality of gaskets.

[0062] refer to Figure 3As an optional implementation, the sleeve assembly 1 includes an inner sleeve tube 11 and an outer sleeve tube 12. One end of the inner sleeve tube 11 is connected to the aircraft fuselage, and the other end has a through hole 111. One end of the screw 41 passes through the through hole 111 and is slidably connected to the inner sleeve tube 11. The outer sleeve tube 12 is disposed outside the inner sleeve tube 11 and forms a sliding cavity with the inner sleeve tube 11.

[0063] refer to Figure 2 As an optional embodiment, the end of the screw 41 connected to the inner tube 11 of the sleeve has a protrusion 411, the diameter of which is larger than the through hole 111, so as to limit one end of the screw 41 to the inside of the inner tube 11 of the sleeve.

[0064] A sliding cavity is formed between the inner sleeve 11 and the outer sleeve 12 to limit the movement of the sleeve assembly 1 relative to the support assembly 2, thereby improving the accuracy of the sliding process. One end of the screw 41 is confined inside the inner sleeve 11 by the protrusion 411 to prevent the screw 41 from falling out of the inner sleeve 11. The screw 41 provides guidance for the inner sleeve 11, allowing it to slide along the screw 41 through the through hole 111.

[0065] refer to Figure 2 and Figure 3 As an optional implementation, the aircraft landing gear also includes a wheel fork assembly 3, which is disposed at the other end of the strut assembly 2. The wheel fork assembly 3 may include a wheel fork and a roller, with the roller disposed on the wheel fork and capable of rotating and rolling relative to the wheel fork to drive the aircraft landing gear to move.

[0066] refer to Figure 4 As an optional implementation, the support assembly 2 includes a support body 21, a lower connecting block 22, and a base plate 23. One end of the support body 21 is disposed in a sliding cavity, and the support body 21 has at least two bosses 211 that cooperate with the sliding cavity and are slidable relative to the sleeve assembly 1. The lower connecting block 22 is disposed at the other end of the support body 21 and connected to the shock-absorbing assembly 4. The base plate 23 is disposed at the other end of the support body 21 and connected to the wheel forklift wheel assembly 3.

[0067] The boss 211 cooperates with the sliding cavity, and the support body 21 slides along the sliding cavity through the boss 211. At least two bosses 211 are used to make the contact surface between the surface of the boss 211 and the sleeve assembly 1 be evenly stressed. It is connected to the shock absorption assembly 4 through the lower connecting block 22 and connected to the wheel fork assembly 3 through the base plate 23.

[0068] In some embodiments, mechanical grease may be applied between the support assembly 2 and the sleeve assembly 1 to reduce wear.

[0069] refer to Figure 2and Figure 5 As an optional implementation, the damping assembly 4 further includes a limiting block 44, a protective pad 45, and an anti-loosening connector 46. The limiting block 44 is disposed at both ends of the elastic damping element 42, for contacting the sleeve assembly 1 and the support assembly 2 respectively. The protective pad 45 is disposed at least once between the screw 41 and the support assembly 2, and between the screw 41 and the sleeve assembly 1. The anti-loosening connector 46 is disposed at the end of the screw 41 connected to the support assembly 2.

[0070] As an optional implementation, the protective pad 45 includes at least one gasket and / or washer, wherein the washer may include a rubber material.

[0071] The limiting block 44 contacts and docks with the inner sleeve tube 11 in the sleeve assembly 1 and the lower connecting block 22 in the support assembly 2, respectively. The ends of the inner sleeve tube 11 and the lower connecting block 22 that contact the limiting block 44 can each be provided with a stepped frustum that mates with the limiting block 44, thereby increasing the rigidity of the contact point between the limiting block 44 and the sleeve assembly 1 and the support assembly 2, while simultaneously restricting the non-axial movement of the screw 41. A protective pad 45 is provided between the screw 41 and the support assembly 2, and at least once between the screw 41 and the sleeve assembly 1, preventing the end of the screw 41 from directly and rigidly contacting the surface of the sleeve assembly 1 or the support assembly 2, providing cushioning and protection, reducing wear and impact during operation, and improving service life.

[0072] refer to Figure 4 As an optional implementation, the strut assembly 2 also includes a traction rod connection part 24, which is disposed on the strut body 21 and is used to connect the traction rod to traction the aircraft body.

[0073] refer to Figure 6 As an optional implementation, the aircraft landing gear also includes a landing gear outer cylinder 5, which is disposed on the outer periphery of the sleeve assembly 1 for connection with the aircraft body.

[0074] As an optional implementation, the landing gear outer cylinder 5 includes an outer cylinder body 51, a wear-resistant bushing 52, a connecting frame 53, and a rotating shaft 54. The outer cylinder body 51 is disposed on the outer periphery of the sleeve assembly 1, the wear-resistant bushing 52 is disposed between the outer cylinder body 51 and the sleeve assembly 1, the connecting frame 53 is disposed on both sides of the outer cylinder body 51, and the rotating shaft 54 ​​is disposed at the free end of the connecting frame 53. The connecting frame 53 is connected to the aircraft fuselage via the rotating shaft 54.

[0075] The connecting frame 53 in the landing gear outer cylinder 5 is connected to the aircraft fuselage via a rotating shaft 54. The rotation of the rotating shaft 54 ​​causes the landing gear outer cylinder 5, along with the sleeve assembly 1, strut assembly 2, and shock absorber assembly 4 housed inside the outer cylinder body 51, to rotate relative to the aircraft fuselage around the rotating shaft 54. This rotation of the entire aircraft landing gear relative to the aircraft fuselage enables the retraction and extension of the aircraft landing gear, improving its versatility and ease of use. Wear-resistant bushings 52 are disposed between the outer cylinder body 51 and the sleeve assembly 1, such as at the upper and lower ends between the outer cylinder body 51 and the sleeve assembly 1, to protect the contact surfaces between the outer cylinder body 51 and the sleeve assembly 1.

[0076] refer to Figure 7 As an optional implementation, the aircraft landing gear further includes a guide assembly 6, which includes a limiting groove 61, a limiting member 62, and a limiting hole 63. The limiting groove 61 is disposed on the sleeve assembly 1. The limiting member 62 is disposed on the strut assembly 2 and located within the limiting groove 61, used to limit relative rotation between the strut assembly 2 and the sleeve assembly 1. The limiting hole 63 is disposed on the strut assembly 2 and cooperates with the limiting member 62 to accommodate the limiting member 62.

[0077] The limiting member 62 can be inserted into the limiting hole 63. The two ends of the limiting member 62 are limited to the limiting groove 61, so that the two ends of the limiting member 62 slide back and forth along the inside of the limiting groove 61, thereby limiting the relative rotation between the support assembly 2 and the sleeve assembly 1, and preventing the support assembly 2 and the wheel fork assembly 3 connected to the support assembly 2 from interfering with the sleeve assembly 1.

[0078] refer to Figure 1 and Figure 2 As an optional implementation, the aircraft landing gear also includes a rotating device 7, located at the end of the sleeve assembly 1 connected to the aircraft fuselage, for driving the sleeve assembly 1 to move. This allows the sleeve assembly 1 to rotate along its axial direction, thereby changing the direction of travel of the aircraft landing gear and achieving steering. Alternatively, it can cooperate with the rotating shaft 54 ​​to drive the sleeve assembly 1 to rotate around the rotating shaft 54, thereby achieving the retraction and extension of the aircraft landing gear.

[0079] It should be noted that the rotating device 7 is well known in the art, such as a crank mechanism, etc., and will not be described in detail here.

[0080] refer to Figure 2 As an optional implementation, a stop protection element 8 is provided inside the sliding cavity for contacting the support assembly 2 to protect the surface of the support assembly 2. The stop protection element 8 may be a rubber ring.

[0081] This application also provides an aircraft, including the aforementioned aircraft landing gear.

[0082] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. Furthermore, any changes or modifications made by those skilled in the art based on the ideas of this application, and on the specific implementation methods and application scope of this application, are all within the scope of protection of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An aircraft landing gear, characterised in that, The application relates to an aircraft landing gear, which comprises: a sleeve assembly, one end of which is connected to an aircraft body, and the other end of which is provided with a sliding cavity; a strut assembly, one end of which is arranged in the sliding cavity and can slide relative to the sleeve assembly; a damping assembly, which comprises a screw rod, the screw rod being arranged inside the strut assembly and having two ends connected to the sleeve assembly and the strut assembly respectively; a flexible damping element, which is sleeved on the screw rod; a plurality of separation elements, which are sleeved on the screw rod and separate the flexible damping element into a plurality of parts.

2. An aircraft landing gear according to claim 1, characterised in that, The sleeve assembly comprises: a sleeve inner tube, one end of which is connected to the aircraft body, and the other end of which is provided with a through hole, one end of the screw rod penetrating through the through hole and being in sliding connection with the sleeve inner tube; a sleeve outer tube, which is arranged outside the sleeve inner tube and forms the sliding cavity with the sleeve inner tube.

3. An aircraft landing gear according to claim 2, characterised in that, One end of the screw rod connected to the sleeve inner tube has a protruding part, the diameter of the protruding part being larger than that of the through hole, so that one end of the screw rod is limited inside the sleeve inner tube.

4. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The strut assembly comprises: a strut body, one end of which is arranged in the sliding cavity and has at least two bosses, the bosses being matched with the sliding cavity and being capable of sliding relative to the sleeve assembly; a lower connecting block, which is arranged at the other end of the strut body and is connected to the damping assembly; a bottom plate, which is arranged at the other end of the strut body; a traction rod connecting part, which is arranged on the strut body and is used for connecting a traction rod to tow the aircraft body.

5. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The damping assembly further comprises: limiting blocks, which are arranged at two ends of the flexible damping element and are used for contacting the sleeve assembly and the strut assembly respectively; a protective pad layer, which is arranged at least at one of positions between the screw rod and the strut assembly and between the screw rod and the sleeve assembly; an anti-loosening connecting piece, which is arranged at one end of the screw rod connected to the strut assembly.

6. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The application further comprises an undercarriage outer tube, which is used for being connected to the aircraft body, and the undercarriage outer tube comprises: an outer tube body, which is arranged outside the sleeve assembly; a wear-resistant bushing, which is arranged between the outer tube body and the sleeve assembly; connecting frames, which are arranged on two sides of the outer tube body; a rotating shaft, which is arranged at a free end of the connecting frame, and the connecting frame is connected to the aircraft body through the rotating shaft.

7. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The application further comprises a guide assembly, which comprises: a limiting sliding groove, which is arranged on the sleeve assembly; a limiting piece, which is arranged on the strut assembly and is located in the limiting sliding groove, and is used for limiting relative rotation between the strut assembly and the sleeve assembly; a limiting hole, which is arranged on the strut assembly and is matched with the limiting piece, and is used for accommodating the limiting piece.

8. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The application further comprises: a rotating device, which is arranged at one end of the sleeve assembly connected to the aircraft body, and is used for driving the sleeve assembly to move; a wheel fork wheel assembly, which is arranged at the other end of the strut assembly.

9. An aircraft landing gear according to any one of claims 1 to 3, characterised in that, The inside of the sliding cavity is provided with a stop protection piece, which is used for contacting the strut assembly to protect the surface of the strut assembly.

10. An aircraft, characterized in that The application further comprises the aircraft landing gear according to any one of claims 1-9.

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