Shock absorption and buffering device of aircraft landing gear

Abstract

The utility model provides an aircraft landing gear damping buffer device which comprises a damping strut and a damping mechanism, an internal buffer medium is periodically replaced through an inflation valve, a part of landing impact force is transmitted to the top of a wheel set strut, a lower side supporting rod is stressed upwards, internal hydraulic oil penetrates through a damping pore plate and is extruded with nitrogen in the damping strut, and the damping mechanism is driven to rotate. Nitrogen is pressed and deformed to absorb impact kinetic energy, shock absorbers on the two sides are pressed and deformed to generate opposite restoring force, an upper arm and a wheel set supporting column are relatively far away through torsion, resetting of a shock absorption supporting column and a supporting rod on the lower side is completed, shock absorption buffering of the undercarriage on the impact kinetic energy is further improved, and the impact kinetic energy borne by the undercarriage is converted into upward deformation potential energy of a shock absorption spring. Meanwhile, the bottoms of the damping springs are connected with the wheel set supporting columns, the stress buffering direction is increased, the damping and buffering effect is improved, and by arranging the front set of independent buffering part and the rear set of independent buffering part, in the taxiing process of the aircraft, the slight fluctuation influence of an airport runway is reduced, and the comfort level of passengers in the taxiing process of the aircraft is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft landing gear buffering, in particular to an aircraft landing gear shock absorption and buffering device. Background Technique

[0002] The aircraft landing gear is a key structural component of an aircraft, responsible for supporting the aircraft to move on the ground and withstanding the impact force during takeoff and landing. The technologies include fixed type, retractable type, etc. The materials are mostly high-strength lightweight alloys, and the design needs to consider shock absorption, load-bearing and stability.

[0003] According to the retrieval, a buffering mechanism of an aircraft landing gear with the publication number of CN220483545U includes: a shock absorber, and landing wheels are symmetrically arranged at the end of the piston rod of the shock absorber; a shock absorber cylinder, and rotationally rising rotating grooves are symmetrically arranged on the inner wall of the shock absorber cylinder. A shock absorption disc is rotatably arranged at the top of the shock absorber, and a sliding part which is slidably connected with the rotating groove is movably arranged on the outer edge of the shock absorption disc; the top of the shock absorber cylinder is detachably provided with a cylinder cover, a shock absorption spring is arranged at the bottom of the cylinder cover, and the bottom of the shock absorption spring abuts against the shock absorption disc; the straight-up-and-down shock absorption mode is designed into a rotationally rising type, and a shock absorption spring is equipped to help the shock absorption disc reset; the longitudinal occupied space is greatly reduced to adapt to small aircraft and other aircraft.

[0004] However, when implementing the above technical solutions, the following problems exist: the buffering direction for the impact kinetic energy in the above technical solutions is less, the shock absorption and buffering structure is independent and single, and it can only complete the shock absorption and buffering in a single vertical direction. There is no good auxiliary buffering structure, and it cannot effectively complete the reset after impact. The shock absorption and buffering structure cannot well cope with the bumps during taxiing, and the shock absorption effect is limited. Content of the Utility Model

[0005] The purpose of the utility model is to provide an aircraft landing gear shock absorption and buffering device to solve the problems in the above background technique.

[0006] To achieve the above purpose, the utility model provides the following technical solution: an aircraft landing gear shock absorption and buffering device, including a shock absorption strut and a shock absorption mechanism. An inflation valve is arranged on the front side of the shock absorption strut, a lower side strut is arranged at the bottom of the shock absorption strut, a damping orifice plate is arranged inside the lower side strut, a shock absorption mechanism is arranged at the bottom of the lower side strut, a wheel set strut is arranged at the bottom of the lower side strut, a torsion upper arm is arranged at the rear side of the shock absorption strut, a torsion lower arm is arranged at the bottom of the torsion upper arm, shock absorbers are arranged on both sides of the torsion upper arm, lower supports are arranged at the top of both sides of the wheel set strut, a pull rod is arranged at the top of the lower support, a shock absorption spring is arranged outside the pull rod, and an upper cover is arranged at the top of the pull rod.

[0007] Preferably, the shock absorption mechanism includes a wheel set support, a torsion upper arm, a torsion lower arm, a shock absorber, a lower support, a pull rod, a shock absorption spring, an upper cover, a wheel bearing seat, and a tire. A wheel bearing seat is arranged at the bottom outside of the upper cover, and tires are arranged on both sides of the wheel bearing seat.

[0008] Preferably, the shock absorption support is connected to the inflation valve card slot. The shock absorption support is of a hollow structure. A piston column is arranged in the center of the shock absorption support. The opening of the shock absorption support matches the size of the inflation valve.

[0009] Preferably, the shock absorption support and the lower side strut are in a sliding connection. The inner diameter of the shock absorption support matches the outer diameter of the lower side strut. Nitrogen and hydraulic oil are filled in the shock absorption support and the lower side strut. The lower side strut and the damping orifice plate are in a card slot connection. The lower side strut and the damping orifice plate are closely attached. The piston column at the bottom of the shock absorption support matches the size of the central opening of the damping orifice plate.

[0010] Preferably, the lower side strut and the wheel set support are in a fixed connection. The shock absorption support and the torsion upper arm are in a rotational connection. The torsion upper arm and the torsion lower arm are in a rotational connection. The torsion lower arm and the wheel set support are in a rotational connection. The torsion upper arm and the shock absorber are in a rotational connection. The shock absorber and the wheel set support are in a rotational connection. Two groups of shock absorbers are provided.

[0011] Preferably, the wheel set support and the lower support are in a fixed connection. The lower support and the pull rod are in a socket connection. The pull rod and the upper cover are in a fixed connection. The lower support and the shock absorption spring are in a fixed connection.

[0012] Preferably, the upper cover and the wheel bearing seat are in a fixed connection. The wheel bearing seat and the tire are in a rotational connection.

[0013] Compared with the prior art, the beneficial effects of the present utility model are:

[0014] During the daily use of the landing gear, nitrogen and hydraulic oil can be filled into the shock absorber strut through the inflation valve to complete the regular replacement of the internal buffer medium. When the aircraft lands, part of the upward impact force from the ground is transmitted to the top of the wheel group strut. The lower side strut slides upward under force, and the internal hydraulic oil passes through the damping orifice plate and is squeezed by the nitrogen in the shock absorber strut. The impact kinetic energy is absorbed by the deformation of the compressed nitrogen. At the same time, the shock absorbers on both sides are squeezed and deformed, generating a restoring force in the opposite direction, causing the torsion upper arm and the wheel group strut to move relatively away from each other, completing the reset between the shock absorber strut and the lower side strut. By the above steps, the extrusion force on the internal nitrogen and hydraulic oil is reduced, further improving the shock absorption and buffering of the landing gear for the impact kinetic energy. By converting the upward impact kinetic energy received by the landing gear into the deformation potential energy of the upward stretching of the shock absorption spring, and at the same time, the bottom of the shock absorption spring is connected to the wheel group strut, further increasing the direction of the force buffering and improving the shock absorption and buffering effect. By setting two independent buffer parts for the front and rear of the rear wheel group, during the taxiing process after the aircraft lands, the influence of the slight undulations of the airport runway on the aircraft is reduced, and the comfort of the passengers during the taxiing of the aircraft is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a schematic diagram of the overall external structure of the present invention;

[0016] Figure 2 is a schematic diagram of the front view external structure of the present invention;

[0017] Figure 3 is a schematic diagram of the sectional external structure of the present invention;

[0018] Figure 4 is a schematic diagram of the side view external structure of the present invention.

[0019] Reference numerals in the figures: 1, shock absorber strut; 2, inflation valve; 3, lower side strut; 4, damping orifice plate; 5, shock absorption mechanism; 501, wheel group strut; 502, torsion upper arm; 503, torsion lower arm; 504, shock absorber; 505, lower support; 506, tie rod; 507, shock absorption spring; 508, upper cover; 509, wheel bearing seat; 510, tire. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0021] Please refer to Figures 1-4, the utility model provides a technical solution: an aircraft landing gear shock absorption and buffering device, which includes a shock absorption strut 1 and a shock absorption mechanism 5. An inflation valve 2 is arranged on the front side of the shock absorption strut 1. A lower side strut 3 is arranged at the bottom of the shock absorption strut 1. A damping orifice plate 4 is arranged inside the lower side strut 3. A shock absorption mechanism 5 is arranged at the bottom of the lower side strut 3. A wheel set strut 501 is arranged at the bottom of the lower side strut 3. A torsion upper arm 502 is arranged at the rear side of the shock absorption strut 1. A torsion lower arm 503 is arranged at the bottom of the torsion upper arm 502. Shock absorbers 504 are arranged on both sides of the torsion upper arm 502. Lower supports 505 are arranged at the top of both sides of the wheel set strut 501. A pull rod 506 is arranged at the top of the lower support 505. A shock absorption spring 507 is arranged outside the pull rod 506. An upper cover 508 is arranged at the top of the pull rod 506.

[0022] Furthermore, the shock absorption mechanism 5 includes a wheel set strut 501, a torsion upper arm 502, a torsion lower arm 503, shock absorbers 504, lower supports 505, pull rods 506, shock absorption springs 507, upper covers 508, wheel bearing seats 509 and tires 510. A wheel bearing seat 509 is arranged at the bottom outside of the upper cover 508. Tires 510 are arranged on both sides of the wheel bearing seat 509. The upper cover 508 plays a role in connecting and protecting internal buffer parts. The wheel bearing seat 509 is used to connect the tires 510.

[0023] Furthermore, the shock absorption strut 1 is connected to the inflation valve 2 by a card slot. The shock absorption strut 1 is a hollow structure. A piston column is arranged in the center of the shock absorption strut 1. The opening of the shock absorption strut 1 matches the size of the inflation valve 2. During the daily use of the landing gear, nitrogen and hydraulic oil can be filled into the shock absorption strut 1 through the inflation valve 2 to complete the regular replacement of the internal buffer medium.

[0024] Furthermore, the connection between the shock absorption strut 1 and the lower side strut 3 is a sliding connection. The inner diameter of the shock absorption strut 1 matches the outer diameter of the lower side strut 3. Nitrogen and hydraulic oil are filled inside the shock absorption strut 1 and the lower side strut 3. The connection between the lower side strut 3 and the damping orifice plate 4 is a card slot connection, and the lower side strut 3 is closely attached to the damping orifice plate 4. The central opening size of the piston column at the bottom of the shock absorption strut 1 matches the size of the central opening of the damping orifice plate 4. When the aircraft lands, a part of the upward impact force from the ground on the landing gear is transmitted to the top of the wheel set strut 501. The lower side strut 3 slides upward under the force. The internal hydraulic oil passes through the damping orifice plate 4 and is squeezed with the nitrogen inside the shock absorption strut 1. The nitrogen is deformed under pressure to absorb the impact kinetic energy. At the same time, the sliding structure of the shock absorption strut 1 and the lower side strut 3 ensures the structural integrity of the top retractable strut and diagonal strut.

[0025] Furthermore, the lower side strut 3 is fixedly connected to the wheel set strut 501, the shock absorber strut 1 is rotatably connected to the torsion upper arm 502, the torsion upper arm 502 is rotatably connected to the torsion lower arm 503, the torsion lower arm 503 is rotatably connected to the wheel set strut 501, the torsion upper arm 502 is rotatably connected to the shock absorber 504, and the shock absorber 504 is rotatably connected to the wheel set strut 501. There are two sets of shock absorbers 504. Under the influence of the impact kinetic energy, when the shock absorber strut 1 and the lower side strut 3 contract relatively, the torsion upper arm 502 and the torsion lower arm 503 between the shock absorber strut 1 and the wheel set strut 501 are bent and rotated relatively, ensuring the connection sliding and reset between the shock absorber strut 1 and the lower side strut 3. At the same time, the shock absorbers 504 on both sides are stressed and deformed, generating restoring forces in opposite directions, causing the torsion upper arm 502 and the wheel set strut 501 to move relatively away from each other, completing the reset between the shock absorber strut 1 and the lower side strut 3. By the above steps, the extrusion force on the internal nitrogen and hydraulic oil is reduced, and the shock absorption and buffering of the landing gear for the impact kinetic energy are further improved.

[0026] Furthermore, the wheel set strut 501 is fixedly connected to the lower support 505, the lower support 505 is sleeved with the pull rod 506, the pull rod 506 is fixedly connected to the upper cover 508, and the lower support 505 is fixedly connected to the shock absorber spring 507. By converting the upward impact kinetic energy received by the landing gear into the deformation potential energy of the upward stretching of the shock absorber spring 507, and at the same time, the bottom of the shock absorber spring 507 is connected to the wheel set strut 501, the direction of the force buffering is further increased, and the shock absorption and buffering effect are improved. By setting two independent buffer parts for the front and rear of the rear wheel set, during the taxiing process of the aircraft after landing, the influence of the slight undulation of the airport runway on the aircraft is reduced, and the comfort of the passengers during the taxiing of the aircraft is improved.

[0027] Furthermore, the upper cover 508 is fixedly connected to the wheel bearing seat 509, the wheel bearing seat 509 is rotatably connected to the tire 510, the upper cover 508 plays a role in connecting and protecting the internal buffer parts, and the wheel bearing seat 509 is used to connect the tire 510.

[0028] Working principle: When the airplane lands, the ground at the airport impacts the tire 510. The landing gear receives an upward impact force from the ground, and converts the upward impact kinetic energy received by the landing gear into the deformation potential energy of the shock-absorbing spring 507 being stretched upward. At the same time, the bottom of the shock-absorbing spring 507 is connected to the wheel set strut 501, further increasing the direction of force buffering and improving the shock-absorbing and buffering effect. By setting two independent buffer parts for the front and rear wheel sets of the rear wheels, during the taxiing process after the airplane lands, the influence of the slight undulations of the airport runway on the airplane is reduced, and the comfort of the passengers during the taxiing of the airplane is improved. The remaining part of the impact force is transmitted to the top of the wheel set strut 501. The lower side strut 3 slides upward under the force. The hydraulic oil inside passes through the damping orifice plate 4 and is squeezed with the nitrogen in the shock-absorbing strut 1. The nitrogen is deformed under pressure to absorb the impact kinetic energy. At the same time, the sliding structure between the shock-absorbing strut 1 and the lower side strut 3 ensures the structural integrity of the retractable strut and the diagonal strut at the top. When the shock-absorbing strut 1 and the lower side strut 3 relatively contract under the influence of the impact kinetic energy, the torsion upper arm 502 and the torsion lower arm 503 between the shock-absorbing strut 1 and the wheel set strut 501 are bent and rotated relatively, ensuring the connection sliding and reset between the shock-absorbing strut 1 and the lower side strut 3. At the same time, the shock absorbers 504 on both sides are squeezed and deformed, generating a restoring force in the opposite direction, causing the torsion upper arm 502 and the wheel set strut 501 to move relatively away from each other, completing the reset between the shock-absorbing strut 1 and the lower side strut 3. By the above steps, the extrusion force on the internal nitrogen and hydraulic oil is reduced, further improving the shock-absorbing and buffering of the landing gear for the impact kinetic energy. During the daily use of the landing gear, nitrogen and hydraulic oil can be filled into the shock-absorbing strut 1 through the inflation valve 2 to complete the regular replacement of the internal buffer medium. The upper cover 508 plays a role in connecting and protecting the internal buffer parts. The wheel bearing seat 509 is used to connect the tire 510. In this way, the use process of an airplane landing gear shock-absorbing and buffering device is completed.

[0029] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft landing gear shock absorption and buffering device, comprising a shock absorber strut (1) and a shock absorption mechanism (5), characterized in that: An air valve (2) is provided on the front side of the shock absorber strut (1). A lower side strut (3) is provided at the bottom of the shock absorber strut (1). A damping orifice plate (4) is provided inside the lower side strut (3). A shock absorption mechanism (5) is provided at the bottom of the lower side strut (3). A wheel set strut (501) is provided at the bottom of the lower side strut (3). A torsion upper arm (502) is provided at the rear side of the shock absorber strut (1). A torsion lower arm (503) is provided at the bottom of the torsion upper arm (502). Shock absorbers (504) are provided on both sides of the torsion upper arm (502). Lower supports (505) are provided at the top of both sides of the wheel set strut (501). A pull rod (506) is provided at the top of the lower support (505). A shock absorption spring (507) is provided outside the pull rod (506). An upper cover (508) is provided at the top of the pull rod (506).

2. The shock absorption and buffering device for an aircraft landing gear according to claim 1, wherein: The shock absorption mechanism (5) includes a wheel set strut (501), a torsion upper arm (502), a torsion lower arm (503), shock absorbers (504), lower supports (505), a pull rod (506), a shock absorption spring (507), an upper cover (508), a wheel bearing seat (509) and a tire (510). A wheel bearing seat (509) is provided at the bottom outside of the upper cover (508). Tires (510) are provided on both sides of the wheel bearing seat (509).

3. The shock absorption and buffering device for an aircraft landing gear according to claim 1, characterized in that: The shock absorber strut (1) is connected to the air valve (2) by a card slot. The shock absorber strut (1) is of a hollow structure. A piston column is provided in the center of the shock absorber strut (1). The opening of the shock absorber strut (1) matches the size of the air valve (2).

4. A shock absorption and buffering device for an aircraft landing gear according to claim 1, characterized in that: A sliding connection is provided between the shock absorber strut (1) and the lower side strut (3). The inner diameter of the shock absorber strut (1) matches the outer diameter of the lower side strut (3). Nitrogen and hydraulic oil are filled inside the shock absorber strut (1) and the lower side strut (3). A card slot connection is provided between the lower side strut (3) and the damping orifice plate (4). The lower side strut (3) and the damping orifice plate (4) are in close fit. The piston column at the bottom of the shock absorber strut (1) matches the size of the central opening of the damping orifice plate (4).

5. The shock absorption and buffering device for an aircraft landing gear according to claim 1, characterized in that: A fixed connection is provided between the lower side strut (3) and the wheel set strut (501). A rotational connection is provided between the shock absorber strut (1) and the torsion upper arm (502). A rotational connection is provided between the torsion upper arm (502) and the torsion lower arm (503). A rotational connection is provided between the torsion lower arm (503) and the wheel set strut (501). A rotational connection is provided between the torsion upper arm (502) and the shock absorbers (504). A rotational connection is provided between the shock absorbers (504) and the wheel set strut (501). Two groups of shock absorbers (504) are provided.

6. The shock absorption and buffering device for an aircraft landing gear according to claim 1, wherein: A fixed connection is provided between the wheel set strut (501) and the lower supports (505). A socket connection is provided between the lower supports (505) and the pull rod (506). A fixed connection is provided between the pull rod (506) and the upper cover (508). A fixed connection is provided between the lower supports (505) and the shock absorption spring (507).

7. An aircraft landing gear shock absorption and buffering device according to claim 1, characterized in that: The upper cover (508) is fixedly connected to the wheel bearing seat (509), and the wheel bearing seat (509) is rotatably connected to the tire (510).

Images