An aircraft landing gear wheel axle anti-yaw bearing assembly

Abstract

The application relates to the technical field of airplane landing gears, and discloses an airplane landing gear wheel shaft anti-bias load supporting assembly, which comprises a landing gear frame body, a supporting base body, wheels, a wheel shaft and an equal load mechanism. The equal load mechanism is formed with two-side hydraulic linkage through vertically movable sliding supporting seats, hydraulic cylinders, piston rods and throttle channels. When the stress of one side of the wheel is increased, the other side of the wheel shaft is driven to produce a compensation displacement towards the ground through hydraulic oil. The supporting base body is further provided with a common buffer assembly, and a centrifugal resistance adjusting mechanism for adjusting the hydraulic flow according to the wheel rotating speed is arranged between the wheel and the throttle channel. The assembly can realize wheel load self-adaptive adjustment by using the stress difference of the two sides of the wheel, reduce the peak load of the single wheel end, take into account the landing buffer and the damping adjustment under different taxiing speeds, and improve the wheel end stress uniformity and operation stability.

Description

Technical Field

[0001] This invention relates to the field of aircraft landing gear technology, and in particular to an anti-eccentric load support assembly for aircraft landing gear wheel axles. Background Technology

[0002] The aircraft landing gear is a crucial structure that supports, cushions, and facilitates ground movement during takeoff, landing, and taxiing. The wheels are typically mounted on the lower part of the landing gear via axles, transmitting the loads generated by the wheels' contact with the ground to the landing gear frame through the axles and their supports. During landing and taxiing, factors such as landing attitude, runway undulations, tire contact with the ground, and lateral loads can cause the ground reaction forces on both sides of the landing gear to be inconsistent. This is especially true during sudden landing impacts or changes in road conditions, which can lead to significant load differences between the two wheels.

[0003] Existing landing gear axles mostly use a relatively fixed support method, and there is a lack of load coordination mechanism between the two wheels that can adjust the support state according to the actual force difference. When the ground reaction force on one wheel increases significantly, the tire, axle and corresponding support parts on that side are prone to bear high instantaneous loads or continuous loads, while the load-bearing capacity of the other wheel is not fully utilized. This can easily cause uneven force distribution on both wheel ends and increase local wear and fatigue load on the heavy-load side of related components. Summary of the Invention

[0004] The technical problem to be solved by the present invention is that the existing landing gear wheel axle support structure is difficult to adjust the load distribution according to the difference in force on both sides of the wheel, which easily causes excessive load on one side of the wheel end and increases the wear and fatigue load of related components. To this end, we propose an anti-eccentric load support assembly for aircraft landing gear wheel axles.

[0005] To achieve the above objectives, this application adopts the following technical solution: an aircraft landing gear wheel axle anti-eccentric load support assembly, characterized in that it includes a landing gear frame, a support base disposed at the bottom of the landing gear frame, wheel axles disposed on opposite sides of the support base, and wheels respectively rotatably disposed on the two wheel axles, and a load-equalizing mechanism is provided on the support base. The load-sharing mechanism includes sliding support seats corresponding to the two wheel axles, hydraulic cylinders disposed above the two sliding support seats, and piston rods movably sealed inside the hydraulic cylinders. The two sliding support seats are vertically movably disposed on the support base, and the two wheel axles are respectively mounted on the corresponding sliding support seats. The lower end of the piston rod is connected to the corresponding sliding support seat. The inner cavity of the hydraulic cylinder above the two piston rods is connected through a throttling channel and filled with hydraulic oil. Thus, when the force on one side of the wheel increases and drives the corresponding sliding support seat to move upward, the corresponding piston rod squeezes the hydraulic oil through the throttling channel into the hydraulic cylinder on the other side, thereby pushing the piston rod and sliding support seat on the other side to move downward.

[0006] Preferably, a first elastic element is provided between the sliding support seat and the corresponding hydraulic cylinder, which is used to elastically compress when the sliding support seat moves upward, and to buffer and reset the upward movement of the sliding support seat.

[0007] Preferably, the upper end of the support base is provided with a common buffer assembly, which includes a buffer cavity communicating with the throttling channel, a buffer piston movably sealed in the buffer cavity, and a second elastic element disposed above the buffer piston.

[0008] Preferably, a hydraulic distribution assembly is provided between the buffer chamber and the throttling channel. The hydraulic distribution assembly includes a swing valve core rotatably disposed at the connection between the buffer chamber and the throttling channel, and a swing plate disposed at the lower end of the swing valve core and extending into the throttling channel. The swing valve core is provided with a through hole for connecting the buffer chamber and the throttling channel.

[0009] Preferably, a torsion spring is provided at the rotating connection of the swing valve core, and the torsion spring is in its initial state when the swing plate is vertically downward.

[0010] Preferably, a centrifugal adjustment mechanism is provided between the impeller and the throttling channel. The centrifugal adjustment mechanism includes a throttling valve core rotatably disposed in the throttling channel. The throttling valve core is provided with a through hole for hydraulic oil to flow through. The centrifugal adjustment mechanism can use the change in the speed of the impeller to drive the throttling valve core to rotate, thereby changing the effective flow area between the through hole and the throttling channel.

[0011] Preferably, the centrifugal resistance adjustment mechanism includes a hollow follower wheel fixedly mounted on the wheel. Multiple centrifugal blocks capable of radial movement are arranged circumferentially inside the follower wheel. An adjusting arm corresponding to each centrifugal block and a traction shaft moving axially along the wheel axle are movably arranged inside the follower wheel. The centrifugal blocks are wedge-fitted with the adjusting arms. The end of the adjusting arm near the axis of the follower wheel is connected to the traction shaft to convert the radial displacement of the centrifugal blocks into the axial displacement of the traction shaft. A third elastic element for driving the traction shaft to reset is provided between the follower wheel and the traction shaft.

[0012] Preferably, an inner shaft is movably arranged inside the axle along its axial direction. The end of the inner shaft near the wheel is rotatably connected to the traction shaft via a bearing. A mounting bracket is provided on the side of the sliding support away from the wheel. A telescopic shaft that can be vertically extended and retracted is connected to the bottom of the throttle valve core. The lower end of the telescopic shaft is rotatably connected to the mounting bracket and is provided with a gear. The end of the inner shaft away from the wheel extends into the mounting bracket and is provided with a rack that meshes with the gear.

[0013] Preferably, the telescopic shaft can extend and retract with the vertical displacement of the sliding support, and maintain torque transmission to the throttle valve core during the extension and retraction process.

[0014] Preferably, the centrifugal resistance adjustment mechanism is respectively set for the wheels on both sides of the support base, and the two ends of the throttling channel are respectively set with throttling valve cores that are linked to the corresponding wheels. The two throttling valve cores change the hydraulic oil flow at the corresponding end of the throttling channel according to the rotation speed of the corresponding wheels.

[0015] The technical effects and advantages of this invention are as follows: This invention causes vertical displacement of the axles on both sides along with their corresponding sliding supports, and utilizes hydraulic cylinders and throttling channels on both sides to form a hydraulic linkage. When the forces on the two wheels are uneven, the axle on the heavily loaded side moves upward under the action of ground reaction force and squeezes the hydraulic oil. The hydraulic oil is transmitted to the lightly loaded side through the throttling channel and drives the axle on that side to move downward, thereby increasing the ground bearing capacity of the lightly loaded side wheel. This adjusts the load difference between the two wheels and reduces the peak load on the single wheel and its axle support. This load equalization process directly uses the force and displacement generated by the off-center load as the driving force, without the need for an additional power source. It can improve the uniformity of force on both wheels, reduce local wear and fatigue damage to tires, axles and related support components caused by long-term off-center load, and help improve the service life of wheel end components and the support stability of the aircraft during ground operation.

[0016] In addition, when the two wheels are loaded in near-synchronous manner, the hydraulic oil discharged from the hydraulic cylinders on both sides can enter the common buffer assembly, which can buffer the common landing impact by pushing the buffer piston and compressing the second elastic element, so that the assembly can achieve load balance while also reducing the impact under normal landing conditions.

[0017] By using a centrifugal damping mechanism to adjust the flow capacity of the throttling channel by changing the wheel speed, the hydraulic oil flow resistance is small and the load sharing response is more sensitive at low speeds. At high speeds, the hydraulic damping is appropriately increased to suppress the rapid reciprocating motion and oscillation of the wheel axle and sliding support, thereby improving the stability of the load sharing adjustment process at different running speeds. Attached Figure Description

[0018] The disclosure of this invention is illustrated with reference to the accompanying drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings, the same reference numerals are used to refer to the same parts: Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic cross-sectional view of the connection between the support base and the wheel of the present invention; Figure 3 This is a schematic cross-sectional view of the upper end of the support base of the present invention; Figure 4 This is a schematic cross-sectional view of the follower wheel of the present invention; Figure 5 This is a schematic diagram of the overall structure of the support base and wheel axle of the present invention; Figure 6 This is a structural schematic diagram of the swing valve core of the present invention in a disassembled state; Figure 7 This is a schematic diagram of the structure of the follower wheel in the state of being separated from the end of the wheel axle.

[0019] Legend: 1. Landing gear frame; 2. Wheel; 3. Support base; 4. Axle; 5. Follower wheel; 6. Inner shaft; 7. Sliding support seat; 8. Hydraulic cylinder; 9. Piston rod; 10. First elastic element; 11. Buffer chamber; 12. Buffer piston; 13. Throttling channel; 14. Second elastic element; 15. Swing valve core; 16. Throttling valve core; 17. Telescopic shaft; 18. Centrifugal block; 19. Adjusting arm; 20. Traction shaft; 21. Third elastic element; 22. Swing plate; 23. Torsion spring; 24. Mounting bracket. Detailed Implementation

[0020] It is readily understood that, based on the technical solution of this invention, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of the invention. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this invention and should not be considered as the entirety of the invention or as limitations or restrictions on the technical solution of this invention.

[0021] Reference Figures 1-7 As shown, the present invention provides a technical solution: an anti-eccentric load support assembly for aircraft landing gear axles, including a landing gear frame 1 and a support base 3 installed at the bottom of the landing gear frame 1. Axles 4 are installed on opposite sides of the support base 3, and a wheel 2 is rotatably mounted on the end of the axle 4 away from the support base 3 through a bearing.

[0022] To achieve anti-eccentric load, a load-sharing mechanism is provided on the support base 3. In a preferred embodiment, the load-sharing mechanism includes grooves on opposite sides of the support base 3, with sliding support seats 7 vertically slidably disposed in the grooves. Specifically, the sliding support seats 7 can be guided by a guide rail or guide rod or similar guiding structure. The wheel axles 4 on both sides are respectively mounted on the two sliding support seats 7. A hydraulic cylinder 8 is disposed above the sliding support seats 7 in the support base 3. A piston rod 9 is movably and sealed to the inner side of the lower end of the hydraulic cylinder 8. The bottom end of the piston rod 9 extends to the bottom of the hydraulic cylinder 8 and connects to the sliding support seat 7. The upper ends of the two hydraulic cylinders 8 are connected through a throttling channel 13. The hydraulic cylinders 8 corresponding to the top ends of the two piston rods 9 are connected by a throttling channel 13. The cavity and the inner cavity of the throttling channel 13 are filled with hydraulic oil. When there is a significant uneven load on both sides of the wheel 2, the ground reaction force on the wheel 2 on the side with a larger load increases, and drives the corresponding sliding support seat 7 and piston rod 9 to move upward through the wheel axle 4. This causes the hydraulic oil in the hydraulic cylinder 8 on that side to be pressurized and discharged into the throttling channel 13. The hydraulic oil further enters the hydraulic cylinder 8 on the side with a smaller load and acts on the upper end of the corresponding piston rod 9. This causes the piston rod 9, sliding support seat 7, wheel axle 4 and wheel 2 on that side to be displaced downward as a whole. This improves the grounding effect of the wheel 2 on the side with a smaller load, allowing it to share more load and correspondingly reduce the peak wheel load on the side with a larger load, thus achieving adaptive reverse load sharing between the two wheels 2.

[0023] A first elastic element 10 is provided between the sliding support seat 7 and the hydraulic cylinder 8. The first elastic element 10 is preferably a compression spring sleeved on the lower end of the piston rod 9. When the sliding support seat 7 on the side with a larger load moves upward, it compresses the first elastic element 10. The elastic deformation of the first elastic element 10 absorbs part of the instantaneous impact energy and restricts the rapid upward movement of the wheel axle 4. After the load on this side decreases, the first elastic element 10 releases its elastic potential energy to cause the sliding support seat 7 to move back to its initial position. Therefore, the load-sharing mechanism can play an elastic buffering role for single-sided landing impact while redistributing wheel load.

[0024] To allow the piston rods 9 on both sides to rise synchronously when the two landing gears 2 share the landing load without significant eccentricity, a common buffer assembly is provided at the upper end of the support base 3. The common buffer assembly includes a buffer cavity 11 located inside the lower end of the landing gear frame 1 and communicating with the throttle channel 13. A buffer piston 12 is movably and sealed inside the buffer cavity 11, and a second elastic element 14 is provided at the top of the buffer piston 12. The second elastic element 14 is preferably a compression spring. When the loads on the two landing gears 2 are close and move upward synchronously under the landing impact, the sliding support seats 7 on both sides drive the corresponding piston rods 9 respectively. As the load increases, the hydraulic oil in both hydraulic cylinders 8 is simultaneously pressurized and enters the buffer chamber 11 through the throttling channel 13, pushing the buffer piston 12 upward and compressing the second elastic element 14. Thus, the common buffer assembly provides hydraulic oil volume compensation for the simultaneous upward movement of the piston rods 9 on both sides, avoiding mutual hydraulic constraints formed by the simultaneous discharge of oil from the two hydraulic cylinders 8, and further absorbing the impact energy of the two wheels 2 landing together through the compression and energy storage of the second elastic element 14. After the load decreases, the second elastic element 14 pushes the buffer piston 12 back, allowing the hydraulic oil to return to the throttling channel 13, facilitating the system to return to its initial working state.

[0025] Furthermore, to prioritize the use of hydraulic oil under eccentric load conditions to drive the less loaded wheel 2 downward for compensation, while allowing hydraulic oil to enter the buffer chamber 11 when both sides are under load, a hydraulic distribution assembly is provided between the buffer chamber 11 and the throttling channel 13. In a preferred embodiment, the hydraulic distribution assembly includes a swing valve core 15 rotatably disposed at the connection between the buffer chamber 11 and the throttling channel 13. The swing valve core 15 has a through hole for connecting the buffer chamber 11 and the throttling channel 13. A swing plate 22 extending into the inner side of the throttling channel 13 is provided at the lower end of the swing valve core 15. When the loads on both wheels 2 approach and move upward synchronously, the hydraulic oil flowing from both ends of the throttling channel 13 towards the center exerts a balanced effect on both sides of the swing plate 22, and the swing valve core 15 remains in the neutral position. The through hole remains connected to the inlet of the buffer chamber 11, allowing hydraulic oil from both sides to enter the buffer chamber 11 for joint buffering. When one wheel 2 is subjected to a significantly larger load, the hydraulic oil on the high-pressure side flows along the throttling channel 13 to the low-pressure side, generating directional hydraulic pressure on the swing plate 22. This drives the swing valve core 15 to rotate in the corresponding direction, causing the through hole on the swing valve core 15 to be misaligned with the inlet of the buffer chamber 11, thereby reducing or closing the flow cross-section to the buffer chamber 11. Meanwhile, the left and right sides of the throttling channel 13 remain hydraulically connected, allowing the hydraulic oil discharged from the high-pressure side to preferentially enter the low-pressure side hydraulic cylinder 8 and drive its piston rod 9 to move downward. Thus, the hydraulic distribution assembly can automatically select the load-sharing path or the joint buffering path based on the difference in hydraulic conditions on both sides, without the need for additional sensors and active actuators.

[0026] To facilitate the reset of the swing valve core 15, a torsion spring 23 is provided at the rotational connection of the swing valve core 15. The torsion spring 23 is used to undergo torsional deformation when the swing valve core 15 rotates. When the swing plate 22 is vertically downward, the torsion spring 23 is in the initial state or the preset neutral pre-tightened state. When the hydraulic pressure difference between the two sides decreases, the elastic restoring force of the torsion spring 23 causes the swing valve core 15 to return to the neutral position. Through the neutral holding effect of the torsion spring 23, the daily small wheel load difference is not enough to cause the swing valve core 15 to switch frequently. When the pressure difference increases to the point that it can overcome its holding force, a significant load-sharing path switching is formed, thereby improving the stability of the hydraulic distribution process.

[0027] It should be noted that the upper end of the inner cavity of the buffer chamber 11 and the lower end of the inner cavity of the hydraulic cylinder 8 are both designed to be connected to the outside, so that air can enter and exit on the side facing away from the hydraulic oil when the buffer piston 12 and piston rod 9 are displaced; conventional filter and ventilator or dustproof structure can be set at the position connected to the outside, so as to reduce the entry of dust, water vapor and impurities into the non-hydraulic side of the buffer chamber 11 or the hydraulic cylinder 8 while ensuring that air can enter and exit freely.

[0028] Through the cooperation of the aforementioned load-sharing mechanism, common buffer assembly, and hydraulic distribution assembly, when there is a significant difference in wheel load between the two wheels 2, the axle 4 on the side with a larger load moves upward and transfers the hydraulic oil in the corresponding hydraulic cylinder 8 to the side with a smaller load. This causes the axle 4 and wheel 2 on the side with a smaller load to compensate downward, thereby reducing the difference in wheel load between the two wheels 2 and the peak load on one side. When the two wheels 2 are loaded approximately synchronously, the hydraulic oil on both sides enters the buffer chamber 11 and absorbs the landing impact together with the first elastic element 10 and the second elastic element 14. Therefore, this structure can continuously form corresponding load-sharing and buffering effects according to the actual wheel load changes without requiring the wheel loads on both sides to be absolutely equal, taking into account both the uniformity of the wheel grounding load and the impact reduction during the axle 4 support process.

[0029] In addition, based on the above-mentioned load-sharing mechanism, a centrifugal resistance adjustment mechanism can be set between the wheel 2 and the throttling channel 13. The centrifugal resistance adjustment mechanism is used to adjust the effective flow of the throttling channel 13 by utilizing the centrifugal effect generated by the change in the rotational speed of the wheel 2, thereby changing the flow resistance of the hydraulic oil during the transfer between the hydraulic cylinders 8 on both sides or into the buffer chamber 11. Among them, the wheel load difference is still used to determine the compensation direction of the wheel axles 4 on both sides and the transfer direction of the hydraulic oil. The centrifugal resistance adjustment mechanism only adjusts the dynamic response of the compensation process according to the rotational speed of the wheel 2, so that the load-sharing response is more sensitive at low speed and the load-sharing and buffering motion is more stable at high speed.

[0030] In a preferred embodiment of the present invention, the centrifugal regulating mechanism includes a throttling valve core 16 rotatably disposed on the inner sides of both ends of the throttling channel 13. The throttling valve core 16 has a through hole for the flow of hydraulic oil, and a vertically extendable telescopic shaft 17 is mounted on the bottom of the throttling valve core 16. An inner shaft 6 is movably connected along the axial direction of the axle 4. A mounting bracket 24 is mounted on the side of the sliding support 7 away from the wheel 2. The lower end of the telescopic shaft 17 extends into the inner side of the mounting bracket 24 and is provided with a gear. The lower end of the telescopic shaft 17 is rotatably connected to the mounting bracket 24 via a bearing. The inner shaft 6 is located away from the wheel 2. The end extends to the inner side of the mounting bracket 24 and is provided with a rack corresponding to the gear at the bottom of the telescopic shaft 17; a hollow follower wheel 5 is fixedly installed on the hub on the outward side of the machine wheel 2. The follower wheel 5 can rotate synchronously with the machine wheel 2, thereby rotating relative to the wheel axle 4. Centrifugal blocks 18 are evenly arranged on the inner side of the outer periphery of the follower wheel 5. The centrifugal blocks 18 can slide along the radial direction of the follower wheel 5. An adjusting arm 19 corresponding to the centrifugal blocks 18 is movably arranged on the inner side of the follower wheel 5. The centrifugal blocks 18 and the adjusting arm 19 are wedge-fitted. When the centrifugal blocks 18 are radially displaced, the adjusting arm 19 can slide along the inner side of the follower wheel 5. As the axial displacement of the wheel axle 4 occurs, a traction shaft 20 is movably mounted on the inner side of the center of the follower wheel 5. The end of the inner shaft 6 away from the sliding support seat 7 is rotatably connected to the traction shaft 20 via a bearing. The end of the adjusting arm 19 near the axis of the follower wheel 5 is fixedly connected to the traction shaft 20. To facilitate the reset of the inner shaft 6, a third elastic element 21 is provided between the inner side of the follower wheel 5 and the traction shaft 20. When the centrifugal block 18 moves outward, the adjusting arm 19 drives the traction shaft 20 and the inner shaft 6 to move axially along the wheel axle 4, compressing the third elastic element 21. The rack at one end of the inner shaft 6 drives the telescopic shaft 1. The gear at the lower end of 7 rotates, causing the telescopic shaft 17 to drive the throttle valve core 16 to rotate, thereby changing the degree of overlap between the through hole on the throttle valve core 16 and the throttle channel 13; as the speed of the wheel 2 increases, the radial outward movement of the centrifugal block 18 increases, the rotation angle of the throttle valve core 16 increases accordingly, the effective flow cross section decreases, and the flow resistance of the hydraulic oil through the throttle channel 13 increases; when the speed of the wheel 2 decreases, the third elastic element 21 pushes the traction shaft 20, the adjusting arm 19 and the centrifugal block 18 to tend to return to their original position, the effective flow cross section of the throttle valve core 16 increases accordingly, and the damping decreases.

[0031] Since the two ends of the throttle channel 13 are respectively provided with throttle valve cores 16 corresponding to the two wheels 2, the rotational speed of the two wheels 2 can be adjusted to adjust the throttle degree at the corresponding position, and together determine the overall flow resistance of the throttle channel 13; in the high-speed running state, the larger hydraulic damping can suppress the rapid reciprocating lifting, overshooting and repeated oscillation of the sliding support seat 7 caused by track disturbance or rapid wheel load change; in the low-speed state, the smaller hydraulic damping is conducive to the hydraulic oil to complete the left and right transfer quickly, and improve the response sensitivity of the load sharing mechanism to wheel load change; preferably, the throttle valve core 16 still maintains the predetermined minimum flow cross section between its through hole and the throttle channel 13 in the maximum adjustment position, so that the hydraulic oil can continue to transfer in the high-speed state, so that the increase in damping is mainly used to reduce the rate of change of the compensation displacement, rather than completely locking the reverse load sharing degree of freedom of the two wheel axles 4.

[0032] It should be noted that the inner shaft 6 and the wheel axle 4 can be connected by a movable key to ensure that the inner shaft 6 can be displaced along the axial direction of the wheel axle 4.

[0033] The telescopic shaft 17 has a hollow cylindrical part connected to the throttle valve core 16 and a solid shaft part movably connected to the inner side of the lower end of the hollow cylindrical part. The two can move axially. The telescopic structure is used to accommodate the vertical displacement of the sliding support 7, the wheel axle 4 and the mounting frame 24 relative to the support base 3. While the length of the telescopic shaft 17 changes accordingly, it can still transmit torque to the throttle valve core 16. Therefore, the load-sharing lifting and lowering movement of the wheel axle 4 will not destroy the transmission relationship of the centrifugal resistance adjustment mechanism.

[0034] The aforementioned movable sealing connection can be achieved using dynamic sealing methods commonly used in hydraulic devices. For example, O-rings, lip seals, or combined seals can be installed between the upper end of the piston rod 9 and the inner wall of the hydraulic cylinder 8, and between the buffer piston 12 and the inner wall of the buffer chamber 11. Guide rings can be installed as needed to limit the deflection of the piston components. A guide sleeve and a dustproof ring can be installed at the position where the piston rod 9 exits the hydraulic cylinder 8 to ensure the guiding stability of the reciprocating motion and reduce the entry of external impurities. The guide structure between the sliding support seat 7 and the support base 3 mainly bears the lateral constraint during the lifting and lowering process of the wheel axle 4, so that the hydraulic cylinder 8 and the piston rod 9 mainly transmit hydraulic pressure and buffer load in the vertical direction, thereby reducing the adverse effects of the lateral load or braking torque on the wheel axle 4 on the hydraulic sealing pair. Each sliding and rotating mating part can be equipped with corresponding wear-resistant, lubricating, and stroke limiting structures according to the conventional design requirements of aerospace machinery to ensure reliability during repeated actions.

[0035] The technical scope of this invention is not limited to the content described above. Those skilled in the art can make various modifications and variations to the above embodiments without departing from the technical concept of this invention, and all such modifications and variations should fall within the protection scope of this invention.

Claims

1. An anti-eccentric load support assembly for aircraft landing gear axles, characterized in that, It includes a landing gear frame, a support base located at the bottom of the landing gear frame, wheel axles located on opposite sides of the support base, and wheels rotatably mounted on the two wheel axles respectively. The support base is provided with a load-sharing mechanism. The load-sharing mechanism includes sliding support seats corresponding to the two wheel axles, hydraulic cylinders disposed above the two sliding support seats, and piston rods movably sealed inside the hydraulic cylinders. The two sliding support seats are vertically movably disposed on the support base, and the two wheel axles are respectively mounted on the corresponding sliding support seats. The lower end of the piston rod is connected to the corresponding sliding support seat. The inner cavity of the hydraulic cylinder above the two piston rods is connected through a throttling channel and filled with hydraulic oil. Thus, when the force on one side of the wheel increases and drives the corresponding sliding support seat to move upward, the corresponding piston rod squeezes the hydraulic oil through the throttling channel into the hydraulic cylinder on the other side, thereby pushing the piston rod and sliding support seat on the other side to move downward.

2. The aircraft landing gear axle anti-eccentric load support assembly according to claim 1, characterized in that: A first elastic element is provided between the sliding support seat and the corresponding hydraulic cylinder, which is used to elastically compress the sliding support seat when it moves upward, and to buffer and reset the upward movement of the sliding support seat.

3. The aircraft landing gear axle anti-eccentric load support assembly according to claim 1, characterized in that: The upper end of the support base is provided with a common buffer assembly, which includes a buffer cavity communicating with the throttling channel, a buffer piston that is movably sealed in the buffer cavity, and a second elastic element disposed above the buffer piston.

4. The aircraft landing gear axle anti-eccentric load support assembly according to claim 3, characterized in that: A hydraulic distribution assembly is provided between the buffer chamber and the throttling channel. The hydraulic distribution assembly includes a swing valve core rotatably disposed at the connection between the buffer chamber and the throttling channel, and a swing plate disposed at the lower end of the swing valve core and extending into the throttling channel. The swing valve core is provided with a through hole for connecting the buffer chamber and the throttling channel.

5. The aircraft landing gear axle anti-eccentric load support assembly according to claim 4, characterized in that: A torsion spring is provided at the rotating connection of the swing valve core. When the swing plate is vertically downward, the torsion spring is in its initial state.

6. The aircraft landing gear axle anti-eccentric load support assembly according to claim 1, characterized in that: A centrifugal adjustment mechanism is provided between the impeller and the throttling channel. The centrifugal adjustment mechanism includes a throttling valve core rotatably disposed in the throttling channel. The throttling valve core is provided with a through hole for hydraulic oil to flow through. The centrifugal adjustment mechanism can use the change in the speed of the impeller to drive the throttling valve core to rotate, thereby changing the effective flow area between the through hole and the throttling channel.

7. The aircraft landing gear axle anti-eccentric load support assembly according to claim 6, characterized in that: The centrifugal adjustment mechanism includes a hollow follower wheel fixedly mounted on the wheel. Multiple centrifugal blocks that can move radially are arranged circumferentially inside the follower wheel. An adjusting arm corresponding to each centrifugal block and a traction shaft that moves axially along the wheel axle are movably arranged inside the follower wheel. The centrifugal blocks are wedge-fitted with the adjusting arms. The end of the adjusting arm near the axis of the follower wheel is connected to the traction shaft to convert the radial displacement of the centrifugal blocks into the axial displacement of the traction shaft. A third elastic element for driving the traction shaft to reset is provided between the follower wheel and the traction shaft.

8. The aircraft landing gear axle anti-eccentric load support assembly according to claim 7, characterized in that: An inner shaft is movably arranged within the axle along its axial direction. The end of the inner shaft near the wheel is rotatably connected to the traction shaft via a bearing. A mounting frame is provided on the side of the sliding support away from the wheel. A telescopic shaft that can extend vertically is connected to the bottom of the throttle valve core. The lower end of the telescopic shaft is rotatably connected to the mounting frame and is provided with a gear. The end of the inner shaft away from the wheel extends into the mounting frame and is provided with a rack that meshes with the gear.

9. The aircraft landing gear axle anti-eccentric load support assembly according to claim 8, characterized in that: The telescopic shaft can extend and retract with the vertical displacement of the sliding support, and maintain torque transmission to the throttle valve core during the extension and retraction process.

10. The aircraft landing gear axle anti-eccentric load support assembly according to claim 6, characterized in that: The centrifugal adjustment mechanism is respectively set on the wheels on both sides of the support base. The two ends of the throttling channel are respectively set with throttling valve cores that are linked to the corresponding wheels. The two throttling valve cores change the hydraulic oil flow at the corresponding end of the throttling channel according to the rotation speed of the corresponding wheels.

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