Aircraft landing gear front wheel turning control mechanism

Abstract

The utility model discloses an aircraft landing gear front wheel turning control mechanism which comprises a steering cylinder, a rotating control main shaft rod is embedded in the steering cylinder, a control handle is arranged at the top end of the control main shaft rod, a mounting plate is fixedly arranged below the steering cylinder at intervals, and a potentiometer and an aviation interface which are electrically connected are arranged on the mounting plate. The potentiometer is upwards connected to the bottom end of the control spindle rod, the lower portion of the control spindle rod is sleeved with a shaft sleeve, and the outer wall of the shaft sleeve is provided with an inwards-sunken positioning hole. The device further comprises a rotation stopping assembly and a locking mechanism. According to the utility model, fly-by-wire control is realized based on a digital fly-by-wire mode, mechanical transmission is replaced by transmission of an electric signal, and the rotation state of the control main shaft rod is converted into a corresponding electric signal by the potentiometer and is output to an external computer or an electronic controller through an aviation interface; and the locking of the control main shaft rod is realized through the matching of the rotation stopping assembly and the locking mechanism, so that the control main shaft rod is prevented from being mistakenly operated when the control main shaft rod does not work.

Description

Technical Field

[0001] The utility model relates to the technical field of front wheels of aircraft landing gears, in particular to a turning control mechanism of the front wheels of aircraft landing gears. Background Art

[0002] The landing gear is a key component for aircraft takeoff and landing. The performance of the nose wheel steering mechanism of the landing gear directly affects the safety of the aircraft. The nose wheel steering system has gone through the stages of mechanical, mechanical-hydraulic, analog fly-by-wire, and digital fly-by-wire in its development process.

[0003] For example, the Chinese patent CN208377051U of the prior art discloses a front wheel steering connection mechanism, including a frame and a front wheel device, the front wheel device is located below the frame, the front wheel steering connection mechanism also includes a steering device, the steering device is fixed on the inner side of the frame, one end of the steering shaft of the steering device is fixedly connected to the front wheel device, and the steering device includes a servo motor, a transmission, a first swing arm, a connecting rod, a second swing arm, a bearing fixing seat, a rolling bearing and a steering shaft.

[0004] The above-mentioned prior art adopts a mechanical method of controlling the front wheel steering, which has a large structure volume and poor scalability, and the parts therein have a short service life and high maintenance cost. In addition, the steering device of the above-mentioned prior art is not designed with a corresponding locking device to limit the state of the steering device when it is not working, which has certain safety hazards. Utility Model Content

[0005] In view of this, the purpose of the utility model is to provide an aircraft landing gear front wheel turning control mechanism, which has a simple structure and is easy to maintain.

[0006] To achieve the above purpose, the utility model adopts the following contents:

[0007] The utility model provides an aircraft landing gear front wheel turning control mechanism, which comprises:

[0008] A steering cylinder is embedded with a control spindle rod, and the control spindle rod can rotate freely relative to the steering cylinder, a control handle is arranged at the top of the control spindle rod, a mounting plate is fixedly arranged below the steering cylinder, a potentiometer and an aviation interface for forming an electrical connection are arranged on the mounting plate, the potentiometer is upwardly connected to the bottom end of the control spindle rod, a shaft sleeve is sleeved at the bottom of the control spindle rod, and an inwardly recessed positioning hole is arranged on the outer wall of the shaft sleeve;

[0009] A rotation-stop assembly, one end of which is fixedly arranged at the bottom of the steering cylinder and close to the sleeve, and the rotation-stop assembly has a horizontal shaft rod which can move horizontally and one end of which can act inwardly on the positioning hole, and the other end of the horizontal shaft rod is connected to a locking mechanism, and the starting position of the other end of the horizontal shaft rod is controlled by the locking mechanism.

[0010] According to the utility model, a front wheel turning control mechanism for an aircraft landing gear, the anti-rotation assembly includes a fixed seat fixed to one side of the bottom of the steering cylinder, a horizontal shaft rod is movably inserted inside the fixed seat, a bracket extending horizontally outward is arranged on the top of the fixed seat, the head end of the bracket is hingedly connected to the middle part of an L-shaped rocker arm, both ends of the rocker arm are formed with strip slide grooves, a horizontal notch is formed in the middle part of the head end of the horizontal shaft rod, a hinge shaft is arranged in the horizontal notch, and the strip slide groove at one end of the rocker arm is movably sleeved on the hinge shaft. When the operating main shaft rod is in the initial position, the positioning hole on the sleeve can be just in front of the fixed seat, at this time, the horizontal shaft rod can be smoothly inserted into the positioning hole by moving inward to achieve the locking of the sleeve, thereby achieving the locking of the operating main shaft rod, and at this time, the operating main shaft rod cannot be rotated clockwise or counterclockwise.

[0011] Furthermore, the locking mechanism includes a fixed sleeve, in which a pulling shaft that can move up and down is embedded, and spring plungers are symmetrically arranged on both sides of the fixed sleeve, and the elastic head end of the spring plunger acts horizontally inward on the side wall of the pulling shaft; the top of the pulling shaft is provided with a pull handle, and the middle is provided with two annular grooves spaced up and down, and the bottom is provided with a vertical notch, and a hinge shaft is provided in the vertical notch, and the strip slide groove at the other end of the rocker arm is movably sleeved on the hinge shaft. Pulling the pulling shaft upward or pressing the pulling shaft downward will change the position of the pulling shaft relative to the fixed sleeve, and at the same time, the two annular grooves will be respectively locked inward by the spring plunger.

[0012] Furthermore, a protection mechanism is provided on one side of the locking mechanism, the protection mechanism comprises a protection base, the front end of the protection base is hingedly connected with a blocking handle, and the blocking handle can be rotated and stopped just above the pull handle. The protection mechanism protects the pull handle to prevent the pull handle from being accidentally pressed.

[0013] Furthermore, the upper and lower parts of the pulling shaft rod are respectively provided with protruding limit rings located outside the fixing sleeve, and the upper and lower limit rings are used to limit the upper or lower limit positions of the pulling shaft rod.

[0014] Furthermore, the mounting plate is arranged below the fixing seat, and the mounting plate and the fixing seat are fixedly connected by a plurality of studs, so that the installation is convenient, and the mounting plate will not be affected by the work of the anti-rotation component and the locking mechanism.

[0015] Compared with the prior art, the utility model has the following technical effects: the utility model has a simple structure and a reasonable design, and the control mechanism is mainly arranged in the simulated cockpit of the aircraft; the fly-by-wire control is realized based on a digital fly-by-wire method, and the transmission of electrical signals replaces mechanical transmission, that is, the pilot controls the control spindle rod to rotate clockwise or counterclockwise, and then the potentiometer converts the rotation state of the control spindle rod into a corresponding electrical signal and outputs it to an external computer or electronic controller through an aviation interface, and finally transmits it to the actuator that controls the front wheel through a cable; and the locking of the control spindle rod is achieved by the cooperation of the anti-rotation component and the locking mechanism to prevent the control spindle rod from being misoperated when it is not working. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The specific implementation of the utility model is further described in detail below with reference to the accompanying drawings.

[0017] Figure 1 This is a schematic diagram of the front wheel turning control mechanism of the aircraft landing gear according to the embodiment of the utility model;

[0018] Figure 2 It is a cross-sectional schematic diagram of the front wheel turning control mechanism of the aircraft landing gear (protection mechanism is not shown) according to the embodiment of the utility model;

[0019] Figure 3 It is a cross-sectional schematic diagram of a locking mechanism according to an embodiment of the utility model;

[0020] 1-steering cylinder, 2-operating spindle rod, 3-mounting plate, 4-sleeve, 5-anti-rotation assembly, 6-locking mechanism, 7-protection mechanism; 21-operating handle, 31-potentiometer, 32-aviation interface, 41-positioning hole, 51-fixing seat, 52-horizontal shaft rod, 521-horizontal notch, 522 (623)-articulated shaft, 53-bracket, 54-rocker arm, 541-strip slide groove, 61-fixing sleeve seat, 611-spring plunger, 62-pulling shaft rod, 621-limit retaining ring, 622-vertical notch, 63-pull handle, 71-protective base, 72-blocking handle. DETAILED DESCRIPTION

[0021] In order to explain the present invention more clearly, the present invention is further described below in conjunction with preferred embodiments. Those skilled in the art should understand that the following specific description is illustrative rather than restrictive, and should not be used to limit the scope of protection of the present invention.

[0022] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral 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, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0023] See also Figures 1 to 3 As shown. The embodiment of the utility model proposes a front wheel turning control mechanism for an aircraft landing gear, which is mainly arranged in an aircraft simulation cockpit to cooperate with other mechanisms to realize the turning control of the front wheel. The control mechanism includes a steering cylinder 1, in which a control main shaft rod 2 is embedded, and the control main shaft rod 2 can rotate freely relative to the steering cylinder 1, for example, the control main shaft rod is rotated and inserted in the steering cylinder through a bearing or a friction sleeve and other similar parts; a control handle 21 is arranged at the top of the control main shaft rod 2, and the driver controls the control main shaft rod to rotate clockwise or counterclockwise through the control handle. A mounting plate 3 is fixedly arranged below the steering cylinder 1, and a potentiometer 31 and an aviation interface 32 that can form an electrical connection are arranged on the mounting plate 3. The potentiometer 31 is connected upward to the bottom end of the control main shaft rod 2, and the potentiometer 31 will collect the rotation state information of the control main shaft rod 2, and the potentiometer 31 converts the rotation state information of the control main shaft rod 2 into a corresponding electrical signal and outputs it to an external computer or electronic controller through the aviation interface, and finally transmits it to the actuator that controls the front wheel through a cable.

[0024] It also includes a rotation-stop assembly 5, one end of which is fixedly arranged at the bottom of the steering cylinder 1 and close to the shaft sleeve 4. The rotation-stop assembly 5 has a horizontal shaft rod 52 which can move horizontally and one end of which can act inwardly on the positioning hole 41. The other end of the horizontal shaft rod 52 is connected to a locking mechanism 6, and the locking mechanism 6 controls the starting position of the other end of the horizontal shaft rod 52. That is, the locking of the operating main shaft rod is achieved by the cooperation of the rotation-stop assembly and the locking mechanism, so as to prevent the operating main shaft rod from being misoperated when it is not working.

[0025] In this embodiment, specifically, the anti-rotation assembly 5 includes a fixed seat 51 fixed to one side of the bottom of the steering cylinder 1, a horizontal shaft rod 52 is movably inserted inside the fixed seat 51, a bracket 53 extending horizontally outward is arranged on the top of the fixed seat 51, the head end of the bracket 53 is hingedly connected to the middle part of an L-shaped rocker arm 54, both ends of the rocker arm 54 are formed with a strip slide groove 541, a horizontal notch 521 is formed in the middle part of the head end of the horizontal shaft rod 52, a hinge shaft 522 is arranged in the horizontal notch 521, and the strip slide groove 541 at one end of the rocker arm 54 is movably sleeved on the hinge shaft 522.

[0026] The rocker arm 54 can swing up and down in the vertical direction with its middle as the fulcrum. Under the action of external force, when the rocker arm 54 swings downward, its lower end will push the horizontal shaft rod 52 inward, causing the horizontal shaft rod 52 to be inserted inward relative to the fixed seat 51; when the rocker arm 54 swings upward, its lower end will pull the horizontal shaft rod 52 outward, causing the horizontal shaft rod 52 to be pulled outward relative to the fixed seat 51.

[0027] When the operating spindle rod is in the initial position, the positioning hole on the sleeve can be just in front of the fixed seat. At this time, the horizontal shaft rod can move inward and be smoothly inserted into the positioning hole to lock the sleeve, thereby locking the operating spindle rod. At this time, the operating spindle rod cannot be rotated clockwise or counterclockwise.

[0028] Based on the above technical solution, specifically, the locking mechanism 6 includes a fixed sleeve 61, in which a pulling shaft 62 that can move up and down is embedded, and spring plungers 611 are symmetrically arranged on both sides of the fixed sleeve 61, and the elastic head end of the spring plunger 611 acts horizontally inward on the side wall of the pulling shaft 62; the top of the pulling shaft 62 is provided with a pull handle 63, and the middle part is provided with two annular grooves 621 spaced up and down, and the bottom end is provided with a vertical notch 622, and a hinge shaft 623 is provided in the vertical notch 622, and the strip groove 541 at the other end of the rocker 54 is movably sleeved on the hinge shaft 623. Pulling the pulling shaft upward or pressing the pulling shaft downward will change the position of the pulling shaft relative to the fixed sleeve, and at the same time, the two annular grooves will be respectively locked inward by the spring plunger.

[0029] If the upper annular groove on the pulling shaft is stuck by two spring plungers, the pulling shaft is in a downward pressing state, and the head end of the horizontal shaft is just inserted into the shaft sleeve positioning hole, and the operating main shaft is in a locked state and cannot rotate; if the lower annular groove on the pulling shaft is stuck by two spring plungers, the pulling shaft is in an upward pulling state, and the head end of the horizontal shaft is separated from the shaft sleeve positioning hole, and the operating main shaft is in a released state and can be selected.

[0030] Based on the above technical solution, specifically, a protection mechanism 7 is further included, which is arranged on one side of the locking mechanism 6. The protection mechanism 7 includes a protection base 71. The front end of the protection base 71 is hingedly connected with a blocking handle 72. The blocking handle 72 can be rotated and stopped just above the pull handle 63. The pull handle is protected by controlling the blocking handle of the protection mechanism to prevent the pull handle from being accidentally pressed.

[0031] Based on the above technical solution, specifically, the upper and lower parts of the pulling shaft rod 62 are each provided with a protruding limit ring 621 located outside the fixed sleeve 61. The upper and lower limit rings are used to limit the upper or lower limit positions of the pulling shaft rod.

[0032] When the pulling shaft is pressed downward, the annular groove at the top of the pulling shaft is stuck by the two spring plungers. At this time, the limit ring at the top of the pulling shaft just abuts against the top end surface of the fixed sleeve, and the pulling shaft cannot be pressed downward any further; when the pulling shaft is pulled upward, the annular groove at the bottom of the pulling shaft is stuck by the two spring plungers. At this time, the limit ring at the bottom of the pulling shaft just abuts against the bottom end surface of the fixed sleeve.

[0033] In this embodiment, the mounting plate 3 is arranged below the fixing seat 51, and the mounting plate 3 is fixedly connected to the fixing seat 51 by a plurality of studs. This makes installation easy, and the mounting plate will not be affected by the work of the anti-rotation assembly and the locking mechanism.

[0034] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not limitations on the implementation methods of the present invention. For ordinary technicians in the relevant field, other different forms of changes or modifications can be made based on the above description. It is impossible to list all the implementation methods here. All obvious changes or modifications derived from the technical solution of the present invention are still within the scope of protection of the present invention.

Claims

1. An aircraft landing gear front wheel turning control mechanism, characterized in that: include: A steering cylinder is embedded with a control spindle rod, and the control spindle rod can rotate freely relative to the steering cylinder, a control handle is arranged at the top of the control spindle rod, a mounting plate is fixedly arranged below the steering cylinder, a potentiometer and an aviation interface for forming an electrical connection are arranged on the mounting plate, the potentiometer is upwardly connected to the bottom end of the control spindle rod, a shaft sleeve is sleeved at the bottom of the control spindle rod, and an inwardly recessed positioning hole is arranged on the outer wall of the shaft sleeve; A rotation-stop assembly, one end of which is fixedly arranged at the bottom of the steering cylinder and close to the sleeve, and the rotation-stop assembly has a horizontal shaft rod which can move horizontally and one end of which can act inwardly on the positioning hole, and the other end of the horizontal shaft rod is connected to a locking mechanism, and the starting position of the other end of the horizontal shaft rod is controlled by the locking mechanism.

2. The aircraft landing gear front wheel turning control mechanism according to claim 1, characterized in that: The anti-rotation assembly includes a fixing seat fixed to one side of the bottom of the steering cylinder, a horizontal shaft rod movably inserted inside the fixing seat, a bracket extending horizontally outward is arranged on the top of the fixing seat, the head end of the bracket is hingedly connected to the middle part of an L-shaped rocker arm, both ends of the rocker arm are formed with strip slide grooves, a horizontal notch is formed in the middle part of the head end of the horizontal shaft rod, a hinge shaft is arranged in the horizontal notch, and the strip slide groove at one end of the rocker arm is movably sleeved on the hinge shaft.

3. The aircraft landing gear front wheel turning control mechanism according to claim 2, characterized in that: The locking mechanism includes a fixed sleeve, in which a pulling shaft that can move up and down is embedded, and spring plungers are symmetrically arranged on both sides of the interior of the fixed sleeve, and the elastic head end of the spring plunger acts horizontally inward on the side wall of the pulling shaft; a pulling handle is arranged at the top of the pulling shaft, and two annular grooves spaced apart vertically are arranged in the middle, and a vertical notch is arranged at the bottom end, and a hinge shaft is arranged in the vertical notch, and the strip slide groove at the other end of the rocker arm is movably sleeved on the hinge shaft.

4. The aircraft landing gear front wheel turning control mechanism according to claim 3, characterized in that: It also includes a protection mechanism arranged on one side of the locking mechanism, the protection mechanism includes a protection base, the front end of the protection base is hingedly connected with a blocking handle, and the blocking handle can be rotated and stopped just above the pull handle.

5. The aircraft landing gear front wheel turning control mechanism according to claim 3, characterized in that: The upper and lower parts of the pulling shaft are respectively provided with protruding limiting rings located outside the fixing sleeve.

6. The aircraft landing gear front wheel turning control mechanism according to claim 2, characterized in that: The mounting plate is arranged below the fixing seat, and the mounting plate and the fixing seat are fixedly connected by a plurality of studs.

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