Aircraft undercarriage

Abstract

The utility model discloses an aircraft undercarriage which comprises two U-shaped supports and two strip-shaped pieces, each U-shaped support comprises two supporting arms and a connecting arm connected with the two supporting arms, the ends, away from the connecting arms, of the supporting arms are end feet of the U-shaped supports, the two strip-shaped pieces are arranged side by side, and the two end feet of the U-shaped supports are connected with the two strip-shaped pieces respectively. At least one first damping buffering piece is arranged between the two supporting arms of at least one U-shaped support. According to the aircraft undercarriage disclosed by the utility model, the impulse during landing can be absorbed through the first damping buffer piece, so that the impact on the aircraft body is greatly reduced, and the effect of ensuring the safety of the aircraft is further achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to an aircraft landing gear. Background Art

[0002] As an important part of modern aviation technology, unmanned aerial vehicles (UAVs) have shown extremely high application value in various fields, from agricultural spraying, geographic surveying and mapping to cargo transportation, and even scientific research exploration. The use scenarios of unmanned aerial vehicles are becoming increasingly diverse. However, with the complexity of application scenarios, the performance requirements of various components of unmanned aerial vehicles are also increasing, especially for the landing gear, a key component, whose design is directly related to the safety, stability and adaptability of unmanned aerial vehicles.

[0003] At present, unmanned aerial vehicles generally use a sled landing gear design. The sled landing gear is generally made of bent metal pipes. During landing operations, it can only absorb impact kinetic energy through the elastic deformation of the metal pipes, but the effect is not good and it cannot adapt to landing conditions with different terrains. This landing gear made of bent metal pipes has great rigidity and will produce a large overload factor during landing, which in turn affects the structural strength of the aircraft itself and also affects the service life of external mounting equipment. Utility Model Content

[0004] In order to overcome the deficiencies of the prior art, the purpose of the utility model is to provide an aircraft landing gear to solve the aircraft safety problem caused by insufficient cushioning when the aircraft lands.

[0005] The purpose of the utility model is achieved by the following technical solutions:

[0006] An aircraft landing gear, characterized in that it includes: two U-shaped brackets and two strip-shaped members, each of the U-shaped brackets includes two support arms and a connecting arm connecting the two support arms, one end of the support arm away from the connecting arm is an end foot of the U-shaped bracket, the two strip-shaped members are arranged side by side, and the two end feet of the U-shaped bracket are respectively connected to the two strip-shaped members; at least one first damping buffer member is arranged between the two support arms of at least one of the U-shaped brackets.

[0007] Furthermore, a first damping buffer is disposed between the two arms of each of the U-shaped brackets, and two ends of the first damping buffer are respectively hinged to the corresponding two arms.

[0008] Furthermore, at least one of the connecting arms is provided with at least one connecting joint for connecting to an external mount.

[0009] Furthermore, a second damping buffer is provided between each end foot of each U-shaped bracket and the corresponding strip-shaped member.

[0010] Furthermore, the second damping buffer member includes a damping rod, a first support rod and a second support rod, the first end of the damping rod is hinged to the strip member, the first end of the first support rod is fixedly connected to the strip member, the second end of the damping rod is rotatably connected to the end foot of the U-shaped bracket, the first end of the second support rod is fixedly connected to the end foot of the U-shaped bracket, and the second end of the first support rod is hinged to the second end of the second support rod.

[0011] Furthermore, the second damping buffer also includes a locking member, and the locking member is used to lock the length of the damping rod.

[0012] Furthermore, the locking member includes a locking rod and a locking shaft, the locking shaft is arranged on the end foot of the U-shaped bracket, the first end of the locking rod is rotatably connected to the strip member via a rotating shaft, the second end of the locking rod is provided with an opening, and the locking shaft can be inserted into the opening to lock the length of the damping rod.

[0013] Furthermore, a knob plunger is provided on the first support rod, and a lock hole cooperating with the knob plunger is opened on the lock rod, and the knob plunger can be inserted into or withdrawn from the lock hole. When the knob plunger is inserted into the lock hole, the lock rod cannot rotate around the rotating shaft, and when the knob plunger is withdrawn from the lock hole, the lock rod can rotate around the rotating shaft.

[0014] Furthermore, both ends of each of the strip-shaped members are bent upwards.

[0015] Furthermore, the U-shaped bracket and the strip-shaped member are both integrally formed pipe fittings.

[0016] Compared with the prior art, the beneficial effect of the utility model is that when the aircraft lands normally on flat ground, the two arms of the U-shaped bracket will open outward respectively, thereby driving the operation of the first damping buffer component. At this time, the first damping buffer component will absorb the impulse during landing, thereby greatly reducing the impact on the aircraft body, thereby playing a role in ensuring the safety of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional schematic diagram of the aircraft landing gear of the utility model;

[0018] Figure 2 It is a schematic diagram of a U-shaped bracket in the aircraft landing gear of the utility model;

[0019] Figure 3 for Figure 1 The enlarged view of point A in the middle;

[0020] Figure 4 for Figure 3 Exploded view of some parts;

[0021] Figure 5 for Figure 3 Exploded view of all components;

[0022] Figure 6 for Figure 1 The enlarged view of point B in the middle;

[0023] Figure 7 It is a schematic diagram of the first damping buffer member of the aircraft landing gear of the utility model when it is not in operation;

[0024] Figure 8 for Figure 7 A schematic diagram of the first damping buffer member in operation;

[0025] Fig. 9 This is a schematic diagram of the landing gear of the aircraft of the utility model for level ground landing;

[0026] Fig.10 Schematic diagram of the single-side tilt landing of the aircraft landing gear of the utility model;

[0027] Fig.11 A front view of the landing front end of the aircraft landing gear of the utility model;

[0028] Fig.12 A left view of the front landing gear of the aircraft of the utility model;

[0029] Fig.13 Axonometric view of the landing front end of the landing gear of the utility model aircraft;

[0030] Fig.14 A front view of a single-point landing at the front end of the aircraft landing gear of the utility model;

[0031] Fig.15 Axonometric diagram of single-point landing at the front end of an aircraft landing gear of the utility model.

[0032] Figure 9-Figure 15 In the figure, the dotted line indicates the state where the landing gear of the aircraft of the utility model is not deformed by force, and the solid line indicates various landing states. Figure 9-10 as well as Fig.12 The approximately horizontal thin solid line is the relative overturning angle to the ground plane.

[0033] In the figure: 1, U-shaped bracket; 11, support arm; 12, connecting arm; 13, thrust bearing connector; 14, thrust bearing; 15, buffer connector; 151, second hinged ear; 2, strip member; 21, bottom connector; 211, first hinged ear; 3, first damping buffer member; 31, connecting ear; 32, reverse damping actuator rod; 4, connecting joint; 5, second damping buffer member; 51, damping rod; 52, first support rod; 521, knob plunger; 53, second support rod; 54, locking member; 541, locking rod; 5411, opening; 5412, locking hole; 542, locking shaft. DETAILED DESCRIPTION

[0034] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. The drawings provide preferred embodiments of the present invention. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

[0035] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art in the technical field of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0037] Reference Figure 1-2 As shown, the aircraft landing gear provided by the present embodiment includes two U-shaped brackets 1 and two strip members 2, each U-shaped bracket 1 includes two support arms 11 and a connecting arm 12 connecting the two support arms 11, and one end of the support arm 11 away from the connecting arm 12 is an end foot of the U-shaped bracket 1, and the two strip members 2 are arranged side by side, and the two end feet of the U-shaped bracket 1 are respectively connected to the two strip members 2; a first damping buffer member 3 is arranged between the two support arms 11 of each U-shaped bracket 1, and the two ends of the first damping buffer member 3 are respectively hinged to the corresponding two support arms 11.

[0038] Specifically, the first damping buffer member 3 can be adopted as follows Figure 7-8The structure shown in the figure comprises two connecting ears 31 and a reverse damping actuating rod 32 . The two connecting ears 31 are respectively hinged at two ends of the reverse damping actuating rod 32 , and the two connecting ears 31 are respectively fixedly connected to the corresponding two supporting arms 11 .

[0039] With the above arrangement, when the aircraft lands normally on the ground, the two U-shaped brackets 1 will produce elastic deformation. Specifically, the two arms 11 of the U-shaped bracket 1 will open outwards respectively, thereby driving the first damping buffer 3 to operate. That is, at this time, the first damping buffer 3 will be Figure 3 The status shown changes to Figure 4 In the state shown, the first damping buffer member 3 will absorb the impulse during landing, thereby greatly reducing the impact on the aircraft body, thereby playing a role in ensuring the safety of the aircraft.

[0040] In other embodiments, only one first damping buffer member 3 may be provided between the two arms 11 of one of the U-shaped brackets 1. In this way, a certain buffering and energy absorbing effect can also be achieved, thereby ensuring the safety of the aircraft to a certain extent.

[0041] In other embodiments, two or more first damping buffer members 3 may be arranged between the two arms 11 of each U-shaped bracket 1. Such an arrangement can also play a role in buffering and absorbing energy, but due to the increase in the number of first damping buffer members 3, the corresponding production cost may increase. Therefore, in the actual production process, the number of first damping buffer members 3 may be set according to actual needs.

[0042] In this embodiment, the connecting arm 12 of each U-shaped bracket 1 is provided with two connecting joints 4 for connecting to an external mount. Specifically, the connecting joints 4 are as follows. Figure 1 As shown, it has a fitting portion that fits with the connecting arm 12 and is fixedly connected to the connecting arm 12 by screws. The connecting joint 4 is suitable for connecting with a ball joint structure of an external mount. The external mount may be an optoelectronic pod or an aircraft cabin.

[0043] In other embodiments, the number of connecting joints 4 can be set on the connecting arm 12 of each U-shaped bracket 1 according to actual needs, for example, it can be one, three, four, etc., and the present invention does not limit the number.

[0044] In this embodiment, refer to Figure 1 , 3-6, a second damping buffer 5 is provided between each end foot of each U-shaped bracket 1 and the corresponding strip member 2. The second damping buffer 5 comprises a damping rod 51, a first support rod 52 and a second support rod 53. The first end of the damping rod 51 is hinged to the strip member 2, the first end of the first support rod 52 is fixedly connected to the strip member 2, the second end of the damping rod 51 is rotatably connected to the end foot of the U-shaped bracket 1, the first end of the second support rod 53 is fixedly connected to the end foot of the U-shaped bracket 1, and the second end of the first support rod 52 is hinged to the second end of the second support rod 53. For details, please refer to Figure 5-7 As shown, a bottom connecting member 21 is fixedly provided on the strip member 2, and the bottom connecting member 21 has a first hinged ear 211, and the first end of the damping rod 51 is hinged to the first hinged ear 211; a thrust bearing connecting member 13 is provided on each end foot of each U-shaped bracket 1, and a thrust bearing 14 is provided in the thrust bearing connecting member 13, and a buffer connecting member 15 is provided below the thrust bearing 14, so that the buffer connecting member 15 can rotate around the axis of the thrust bearing 14 between the end foot of the U-shaped bracket 1, and the buffer connecting member 15 also has a second hinged ear 151, and the second end of the damping rod 51 is hinged to the second hinged ear 151, so that the second end of the damping rod 51 can be rotatably connected to the end foot of the U-shaped bracket 1 (the rotatable connection here should be understood as being able to move around the axis of the thrust bearing 14 and around the second hinged ear 151).

[0045] So set up, refer to Fig. 9 When the aircraft lands normally on the ground, the two U-shaped brackets 1 will produce elastic deformation. Specifically, the two arms 11 of the U-shaped bracket 1 will open outwards respectively, thereby driving the first damping buffer 3 to operate. That is, at this time, the first damping buffer 3 will be Figure 7 The status shown changes to Figure 8 In the state shown, the first damping buffer 3 will absorb the impact during landing, thereby greatly reducing the impact on the aircraft body, thereby ensuring the safety of the aircraft. At the same time, the two strips 2 will also move outward, and the first support rod 52 and the second support rod 53 will also rotate relative to each other. At this time, the damping rod 51 will be compressed, thereby further absorbing the impact during landing, reducing the impact load, and further ensuring the safety of the aircraft.

[0046] When the aircraft loses left and right balance and lands on flat ground, refer to Fig.10 , one of the two strips 2 (the right side in the figure) is grounded first, and then the first damping buffers 3 on the two U-shaped brackets 1 start to perform the buffering operation, and at the same time, the corresponding second damping buffers 5 on the strip 2 that is grounded first are also compressed and start the buffering operation. Then, the other strip 2 is grounded, and the second damping buffer 5 on the strip 2 also starts the buffering operation. In this way, through the above-mentioned buffering operation, the impact load can be effectively reduced.

[0047] When an aircraft loses balance in the forward and backward directions and lands on flat ground, refer to Figure 11-13 , Taking the front end grounding first as an example, at this time, the front ends of the two strips 2 are subjected to force in an "eight" shape. , The U-shaped bracket 1 at the front end is elastically deformed and opened at the first time, thereby driving the first damping buffer member 3 thereon to perform buffering operations. At the same time, the second damping buffer member 5 on the end foot of the U-shaped bracket 1 at the front section is also compressed and starts buffering operations; then, the rear end starts to be grounded, and the first damping buffer operating member and the second buffer damping member on the rear end U-shaped bracket 1 also start buffering operations. Through the above-mentioned buffering operations, the impact load can be effectively reduced. Similarly, the rear end is grounded first and the front section is grounded later, which is also the case, and will not be repeated here.

[0048] When an aircraft loses its overall balance and lands on flat ground or a bottom with terrain differences, one of its four corners touches the ground first. Figure 14-15 At this time, the strip member 2 at the grounding position first turns outward and opens, and the second damping buffer member 5 at this position is compressed and starts the buffering operation. At the same time, the support arm 11 at this position will also open outward, and the first damping buffer member 3 will also start the buffering operation. Through the buffering operation at two locations, the impact load can be effectively reduced. Similarly, when the other three corners of the aircraft touch the ground one after another, the corresponding first damping buffer member 3 and the second damping buffer member 5 will also perform the buffering operation accordingly, which will not be repeated here.

[0049] In this embodiment, refer to Figure 3-6 , the second damping buffer 5 also includes a locking member 54, which is used to lock the length of the damping rod 51. After the aircraft stops on the ground, the length of the damping rod 51 can be locked by the locking member 54, and the first damping buffer 3 will not perform the buffering operation at this time, so that the aircraft can be conveniently towed and transported on the ground. Specifically, the locking member 54 includes a locking rod 541 and a locking shaft 542, and the locking shaft 542 is arranged on the end foot of the U-shaped bracket 1. The first end of the locking rod 541 is rotatably connected to the strip member 2 through a rotating shaft, and the second end of the locking rod 541 is provided with an opening 5411, and the locking shaft 542 can be inserted into the opening 5411 to lock the length of the damping rod 51. That is, when the locking rod 541 is rotated so that the opening 5411 on the locking rod 541 clamps the locking shaft 542, the length of the damping rod 51 can be locked.

[0050] In this embodiment, a knob plunger 521 is provided on the first support rod 52, and a lock hole 5412 matching with the knob plunger 521 is provided on the lock rod 541. The knob plunger 521 can be inserted into or out of the lock hole 5412. When the knob plunger 521 is inserted into the lock hole 5412, the lock rod 541 cannot rotate around the rotation axis, and when the knob plunger 521 is out of the lock hole 5412, the lock rod 541 can rotate around the rotation axis. By providing the knob plunger 521, the lock rod 541 can be fixed when the second damping buffer 5 needs to work, so that the second damping buffer 5 can work normally.

[0051] In this embodiment, refer to Figure 1 , 9 -15, both ends of each strip 2 are bent upwards. In this way, the movement of the aircraft landing gear on the ground can be facilitated.

[0052] In this embodiment, refer to Figure 1-2 The U-shaped bracket 1 and the strip 2 are all integrally formed pipes. On the one hand, the pipe shape can reduce weight, and on the other hand, the pipe shape can also ensure structural strength.

[0053] The above are only embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An aircraft landing gear, characterized in that: It comprises: two U-shaped brackets and two strips, each of the U-shaped brackets comprises two support arms and a connecting arm connecting the two support arms, one end of the support arm away from the connecting arm is the end foot of the U-shaped bracket, the two strips are arranged side by side, and the two end feet of the U-shaped bracket are respectively connected to the two strips; at least one first damping buffer is arranged between the two support arms of at least one of the U-shaped brackets.

2. The aircraft landing gear according to claim 1, characterized in that: A first damping buffer component is arranged between the two supporting arms of each U-shaped bracket, and two ends of the first damping buffer component are respectively hinged to the corresponding two supporting arms.

3. The aircraft landing gear according to claim 2, characterized in that: At least one of the connecting arms is provided with at least one connecting joint for connecting to an external mount.

4. The aircraft landing gear according to claim 1, characterized in that: A second damping buffer is arranged between each end foot of each U-shaped bracket and the corresponding strip-shaped member.

5. The aircraft landing gear according to claim 4, characterized in that: The second damping buffer member includes a damping rod, a first support rod and a second support rod, the first end of the damping rod is hinged to the strip member, the first end of the first support rod is fixedly connected to the strip member, the second end of the damping rod is rotatably connected to the end foot of the U-shaped bracket, the first end of the second support rod is fixedly connected to the end foot of the U-shaped bracket, and the second end of the first support rod is hinged to the second end of the second support rod.

6. The aircraft landing gear according to claim 5, characterized in that: The second damping buffer also includes a locking member, and the locking member is used to lock the length of the damping rod.

7. The aircraft landing gear according to claim 6, characterized in that: The locking member includes a locking rod and a locking shaft, wherein the locking shaft is arranged on the end foot of the U-shaped bracket, the first end of the locking rod is rotatably connected to the strip member via a rotating shaft, and the second end of the locking rod is provided with an opening, and the locking shaft can be inserted into the opening to lock the length of the damping rod.

8. The aircraft landing gear according to claim 7, characterized in that: A knob plunger is provided on the first support rod, and a lock hole matching with the knob plunger is opened on the lock rod. The knob plunger can be inserted into or withdrawn from the lock hole. When the knob plunger is inserted into the lock hole, the lock rod cannot rotate around the rotating shaft. When the knob plunger is withdrawn from the lock hole, the lock rod can rotate around the rotating shaft.

9. The aircraft landing gear according to claim 1, characterized in that: Both ends of each strip are bent upwards.

10. The aircraft landing gear according to claim 1, characterized in that: The U-shaped bracket and the strip-shaped member are both integrally formed pipe fittings.

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