Front landing gear steering control mechanism of ultra-light aircraft

Abstract

A nose landing gear steering control mechanism of an ultra-light aircraft comprises a cockpit, a fixed steering vertical pipe and a nose landing gear capable of rotating in the steering vertical pipe, a left foot rest lever and a right foot rest lever are hinged in the cockpit, and the left foot rest lever and the right foot rest lever are hinged to the nose landing gear through connecting rods respectively. And the nose landing gear can be steered by treading the left foot rest lever or the right foot rest lever. According to the nose landing gear steering control mechanism, the control structure and the control mode of an existing aircraft are changed, a driver can control steering of the nose landing gear with two feet, and the control difficulty of the driver on the aircraft is reduced. Besides, according to the front undercarriage steering control mechanism, the front wheels can be in a forward state, the flight resistance is reduced, the treading force applied by a driver to the left foot rest lever and the right foot rest lever can be reduced during take-off and landing, and control is more convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of ultra-light aircraft, in particular to a front landing gear steering control mechanism for an ultra-light aircraft. Background Art

[0002] Ultra-light aircraft are characterized by small size, light weight, simple structure, easy operation, short take-off distance, and low requirements for take-off sites.

[0003] In order to meet the design requirements of light weight and simple structure, current light aircraft and ultra-light aircraft usually adopt non-retractable landing gears. However, the steering of the front landing gear still needs to be operated by the pilot manually using the rudder. Especially during take-off and landing of the aircraft, there are many mechanisms that need to be manually operated, increasing the difficulty of the pilot's control of the aircraft. Summary of the Utility Model

[0004] To overcome the deficiencies in the background art, the utility model discloses a front landing gear steering control mechanism for an ultra-light aircraft, and its purpose is to change the control structure and control method of the aircraft so that the pilot can use both feet to control the steering of the front landing gear and reduce the difficulty of the pilot's control of the aircraft.

[0005] Specifically, the utility model adopts the following technical solutions:

[0006] A front landing gear steering control mechanism for an ultra-light aircraft includes a cockpit, a fixed steering riser, and a front landing gear that can rotate within the steering riser. A left foot pedal and a right foot pedal are hinged in the cockpit, and the left foot pedal and the right foot pedal are respectively hinged to the front landing gear through connecting rods. Stepping on the left foot pedal or the right foot pedal can cause the front landing gear to turn.

[0007] After adopting the above technical solutions, the beneficial effects are as follows: This control mechanism enables the pilot to use both feet to control the steering of the front landing gear, reduces the burden of manual operation, and reduces the difficulty of the pilot's control of the aircraft.

[0008] Furthermore, when the left foot pedal is stepped on alone, the front landing gear turns to the left; when the right foot pedal is stepped on alone, the front landing gear turns to the right; when the left foot pedal and the right foot pedal are stepped on simultaneously and with the same force, the front wheel on the front landing gear is in a forward state.

[0009] After adopting the above technical solutions, the beneficial effects are as follows: Such a control method is more in line with people's driving habits and is not prone to misoperation.

[0010] Further improve the technical solution. The left foot pedal rod and the right foot pedal rod are both composed of a foot pedal cross bar, a rotating shaft and a rocker arm. Among them, the rotating shaft is horizontally hinged to the floor of the cockpit through a shaft sleeve. The foot pedal cross bar is located above the rotating shaft, and the rocker arm is located below the rotating shaft. The rocker arm is hinged to the connecting rod.

[0011] After adopting the above technical solution, the beneficial effects are as follows: Such a design is simple, reliable and easy to operate, and can generate a large torsional moment on the nose landing gear.

[0012] Further improve the technical solution. Baffles are provided at both ends of the foot pedal cross bar.

[0013] After adopting the above technical solution, the beneficial effects are as follows: The baffle can prevent the driver from slipping sideways when stepping on the foot pedal cross bar.

[0014] Further improve the technical solution. There are two foot pedal cross bars on the left foot pedal rod and the right foot pedal rod, which are respectively arranged at both ends of the rotating shaft. Let the foot pedal cross bar on the left side of the left foot pedal rod be A, and the foot pedal cross bar on the right side be C. The foot pedal cross bar on the left side of the right foot pedal rod is B, and the foot pedal cross bar on the right side is D. Then the foot pedal cross bars are arranged in the order of ABCD from left to right.

[0015] After adopting the above technical solution, the beneficial effects are as follows: This technical solution is applicable to the situation where there are two main and deputy driver seats in the cockpit, and both the main and deputy driver seats have driving permissions. Both the main and deputy drivers can step on the left foot pedal rod and the right foot pedal rod to turn the nose landing gear.

[0016] Further improve the technical solution. A steering wheel is provided on the nose landing gear, and ball head bolts are fixed on the left and right sides of the steering wheel. The ball heads of the ball head bolts are hinged to the ball sockets at the ends of the connecting rod.

[0017] After adopting the above technical solution, the beneficial effects are as follows: The setting of the prominent steering wheel and ball head bolts is conducive to realizing the hinged connection between the connecting rod and the nose landing gear. In addition, the hinged connection between the ball head bolt and the ball socket of the connecting rod has multiple degrees of freedom and can realize spatial transmission.

[0018] Further improve the technical solution. The ball socket is screwed on the connecting rod, and the ball socket is adjustable in the length direction of the connecting rod.

[0019] After adopting the above technical solution, the beneficial effects are as follows: Such a design can shorten or increase the length of the connecting rod, and further adjust the stepping angles of the left foot pedal rod and the right foot pedal rod.

[0020] Further improve the technical solution. Extension springs are installed on the left and right sides of the steering wheel. When the driver does not step on the left foot pedal rod or the right foot pedal rod, a pair of extension springs generate torsional moments with opposite directions of rotation on the nose landing gear, so that the front wheels on the nose landing gear are in the forward state.

[0021] After adopting the above technical solution, the beneficial effects are as follows: During flight, the offset front wheels will increase the flight resistance of the aircraft. During takeoff and landing, the pilot needs to step on the left foot pedal and the right foot pedal simultaneously with both feet to keep the front wheels in the forward state.

[0022] After setting the tension spring, a torsional moment opposite to the steering direction can be generated on the nose landing gear. During flight, the pilot can keep the front wheels in the forward state without stepping on the left foot pedal and the right foot pedal, reducing the flight resistance. During takeoff and landing, the pilot does not need to use a large stepping force to keep the front wheels in the forward state.

[0023] Furthermore, the technical solution is improved. A pair of torsion springs are arranged between the bushing and the rotating shaft. When the pilot does not step on the left foot pedal or the right foot pedal, the pair of torsion springs generate a torsional moment opposite to the steering direction on the nose landing gear through the connecting rod, so that the front wheels on the nose landing gear are in the forward state.

[0024] After adopting the above technical solution, the beneficial effects are as follows: The torsion springs and the above tension springs have the same function, both of which can reduce the flight resistance and the stepping force of the pilot. Description of the Drawings

[0025] Figure 1 The figure shows a schematic structural diagram of a steering control mechanism for the nose landing gear of an ultra-light aircraft.

[0026] Figure 2 The figure shows a schematic structural diagram of an implementation structure of the steering control mechanism for the nose landing gear.

[0027] Figure 3 The figure shows a schematic structural diagram of an implementation structure of the right foot pedal.

[0028] Figure 4 The figure shows another schematic structural diagram of an implementation structure of the steering control mechanism for the nose landing gear.

[0029] Figure 5 The figure shows another schematic structural diagram of an implementation structure of the right foot pedal.

[0030] Figure 6 The figure shows a schematic structural diagram of the steering control mechanism for the nose landing gear in Embodiment 3.

[0031] In the drawings: 1, cockpit; 2, steering riser; 3, nose landing gear; 3.1, steering wheel; 3.2, front wheels; 3.3, ball head bolt; 4, connecting rod; 5, left foot pedal; 6, right foot pedal; 6.1, foot pedal cross bar; 6.2, rotating shaft; 6.3, rocker arm; 6.4, baffle; 7, bushing; 8, tension spring. Detailed Embodiments

[0032] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention. It should be noted that in the description of the present invention, the terms indicating directions or positional relationships such as "front", "rear", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. It should also be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" 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 directly connected or indirectly connected through an intermediate medium, or the communication inside two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0033] Embodiment 1:

[0034] As Figure 1 shown is a structural schematic diagram of a steering control mechanism for the nose landing gear of an ultra-light aircraft, which consists of Figure 1 It can be seen that the steering control mechanism of the nose landing gear 3 includes a cockpit 1, a steering riser 2 fixed to the front end of the cockpit 1, and a nose landing gear 3 installed inside the steering riser 2. The nose landing gear 3 mainly consists of a steering shaft, a shock absorber, a front fork, and a front wheel 3.2. Among them, the steering shaft can rotate left and right inside the steering riser 2.

[0035] To solve the problems in the background technology, a left foot pedal rod 5 and a right foot pedal rod 6 are hinged inside the cockpit 1. The left foot pedal rod 5 and the right foot pedal rod 6 are respectively hinged to the nose landing gear 3 through a connecting rod 4. Stepping on the left foot pedal rod 5 or the right foot pedal rod 6 can make the nose landing gear 3 turn.

[0036] Referring to Figure 2 and Figure 3 , Figure 2 shows a schematic structural diagram of an implementation of the steering control mechanism of the nose landing gear, and Figure 3 shows a schematic structural diagram of an implementation of the right foot pedal rod. From Figure 2 and Figure 3It can be seen that both the left foot pedal rod 5 and the right foot pedal rod 6 are composed of a foot pedal cross bar 6.1, a rotating shaft 6.2 and a rocker arm 6.3. Among them, the rotating shaft 6.2 is horizontally hinged to the floor of the cockpit 1 through a shaft sleeve 7. The foot pedal cross bar 6.1 is located above the rotating shaft 6.2, the rocker arm 6.3 is located below the rotating shaft 6.2, and the rocker arm 6.3 is hinged to the connecting rod 4. Baffles 6.4 are provided at both ends of the foot pedal cross bar 6.1, and the function of the baffles 6.4 is to prevent the driver from slipping sideways when stepping on the foot pedal cross bar 6.1.

[0037] A prominent steering wheel 3.1 is provided on the nose landing gear 3. Ball head bolts 3.3 are fixed on the left and right sides of the steering wheel 3.1, and the ball heads of the ball head bolts 3.3 are hinged to the ball sockets at the ends of the connecting rod 4. Since the hinging of the ball head bolts 3.3 and the ball sockets of the connecting rod 4 has multiple degrees of freedom, when stepping on the left foot pedal rod 5 or the right foot pedal rod 6, the nose landing gear 3 can be driven to turn through the connecting rod 4.

[0038] Furthermore, ball sockets are screwed at both ends of the connecting rod 4, and the ball sockets are adjustable in the length direction of the connecting rod 4. Obviously, such a design can shorten or increase the effective length of the connecting rod 4, and further adjust the stepping angles of the left foot pedal rod 5 and the right foot pedal rod 6.

[0039] When stepping on the left foot pedal rod 5 alone, the nose landing gear 3 turns to the left; when stepping on the right foot pedal rod 6 alone, the nose landing gear 3 turns to the right; when stepping on the left foot pedal rod 5 and the right foot pedal rod 6 simultaneously and with the same force, the front wheel 3.2 on the nose landing gear 3 is in the forward state. Obviously, such a control method is more in line with people's driving habits and is not prone to misoperation. Moreover, this control method allows the driver to use both feet to control the turning of the nose landing gear, reducing the burden on hand control and the difficulty of the driver's control of the aircraft.

[0040] Embodiment 2:

[0041] Referring to Attached Figure 4 and Attached Figure 5 ,Attached Figure 4 shows another schematic structural diagram of the nose landing gear steering control mechanism, and Attached Figure 5 shows another schematic structural diagram of the right foot pedal rod. It can be seen from Attached Figure 4 and Attached Figure 5 that the difference between this embodiment and Embodiment 1 is that there are two foot pedal cross bars 6.1 on both the left foot pedal rod 5 and the right foot pedal rod 6, which are respectively arranged at both ends of the rotating shaft 6.2.

[0042] Let the foot pedal cross bar on the left side of the left foot pedal rod 5 be A, the foot pedal cross bar on the right side be C, the foot pedal cross bar on the left side of the right foot pedal rod 6 be B, and the foot pedal cross bar on the right side be D. Then the foot pedal cross bars are arranged in the order of A, B, C, D from left to right.

[0043] The technical solution in this embodiment is applicable to the situation where there are two pilot seats, a main seat and a co-pilot seat, in the cockpit 1, and both the main and co-pilot seats have the authority to control. Specifically, the left driver places their feet on the pedal crossbars A and B respectively, and the right driver places their feet on the pedal crossbars C and D respectively. In this way, both the main and co-pilot drivers operate the left foot pedal 5 and the right foot pedal 6 to steer the nose landing gear 3.

[0044] Embodiment 3:

[0045] Refer to the attached Figure 6 , the attached Figure 6 shows the structural schematic diagram of the nose landing gear steering control mechanism in Embodiment 3. As can be seen from the attached Figure 6 , the difference between this embodiment and Embodiment 2 is that on the left and right sides of the steering wheel 3.1, the same specification tension springs 8 are symmetrically installed. When the driver does not step on the left foot pedal 5 or the right foot pedal 6, a pair of tension springs 8 generate torsional moments with opposite directions of rotation on the nose landing gear 3, making the front wheels 3.2 on the nose landing gear 3 in the forward state.

[0046] During flight, the offset front wheels 3.2 will increase the flight resistance of the aircraft. During takeoff and landing, the driver needs to step on the left foot pedal 5 and the right foot pedal 6 simultaneously with force to keep the front wheels 3.2 in the forward state. After setting the tension springs 8, it can generate torsional moments with opposite directions of rotation on the nose landing gear 3. During flight, the driver can keep the front wheels 3.2 in the forward state without stepping on the left foot pedal 5 and the right foot pedal 6, reducing the flight resistance. During takeoff and landing, the driver does not need to use a large stepping force to keep the front wheels 3.2 in the forward state.

[0047] It should be noted that based on the same principle, a pair of torsion springs (not shown in the figure) can also be provided between the bushing 7 and the rotating shaft 6.2. When the driver does not step on the left foot pedal 5 or the right foot pedal 6, a pair of torsion springs generate torsional moments with opposite directions of rotation on the nose landing gear 3 through the connecting rod 4, making the front wheels 3.2 on the nose landing gear 3 in the forward state. Obviously, setting the torsion springs has the same effect as the above-mentioned tension springs 8, both of which can reduce the flight resistance and the stepping force of the driver.

[0048] As can be seen from the above embodiments, the nose landing gear steering control mechanism of the present invention changes the control structure and control method of the aircraft, enabling the driver to use both feet to control the steering of the nose landing gear 3, reducing the control difficulty of the driver for the aircraft. In addition, the nose landing gear steering control mechanism of the present invention can keep the front wheels 3.2 in the forward state, reduce the flight resistance, and can also reduce the stepping force exerted by the driver on the left foot pedal 5 and the right foot pedal 6 during takeoff and landing, making the control more convenient.

[0049] The parts not described in detail are prior arts. Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present utility model. The protection scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A steering control mechanism for the nose landing gear of an ultra-light aircraft, comprising a cockpit, a fixed steering riser, and a nose landing gear capable of rotating within the steering riser, characterized in that: A left foot pedal rod and a right foot pedal rod are hinged in the cockpit. The left foot pedal rod and the right foot pedal rod are respectively hinged to the nose landing gear through connecting rods. Stepping on the left foot pedal rod or the right foot pedal rod can turn the nose landing gear.

2. The front landing gear steering control mechanism of an ultra-light aircraft according to claim 1, characterized in that: When stepping on the left foot pedal rod alone, the nose landing gear turns to the left; when stepping on the right foot pedal rod alone, the nose landing gear turns to the right; when stepping on the left foot pedal rod and the right foot pedal rod simultaneously with the same force, the front wheel on the nose landing gear is in a forward state.

3. The steering control mechanism of the nose landing gear of a super-light aircraft as described in claim 1, characterized in that: Both the left foot pedal rod and the right foot pedal rod are composed of a foot pedal cross bar, a rotating shaft and a rocker arm. Among them, the rotating shaft is horizontally hinged to the floor of the cockpit through a shaft sleeve. The foot pedal cross bar is located above the rotating shaft, and the rocker arm is located below the rotating shaft, and the rocker arm is hinged to the connecting rod.

4. The front landing gear steering control mechanism of an ultra-light aircraft as described in claim 3, characterized in that: Baffles are provided at both ends of the foot pedal cross bar.

5. The front landing gear steering control mechanism of an ultra-light aircraft according to claim 3 or 4, characterized in that: There are two foot pedal cross bars on both the left foot pedal rod and the right foot pedal rod, which are respectively arranged at both ends of the rotating shaft. Let the foot pedal cross bar on the left side of the left foot pedal rod be A, and the foot pedal cross bar on the right side be C. Let the foot pedal cross bar on the left side of the right foot pedal rod be B, and the foot pedal cross bar on the right side be D. Then the foot pedal cross bars are arranged in the order of ABCD from left to right.

6. The steering control mechanism of the nose landing gear of an ultra-light aircraft according to claim 1, characterized in that: A steering wheel is provided on the nose landing gear, and ball head bolts are fixed on the left and right sides of the steering wheel. The ball heads of the ball head bolts are hinged to the ball sockets at the ends of the connecting rods.

7. The steering control mechanism for the nose landing gear of an ultra-light aircraft according to claim 6, characterized in that: The ball socket is screwed to the connecting rod, and the ball socket is adjustable in the length direction of the connecting rod.

8. The front landing gear steering control mechanism of an ultra-light aircraft according to claim 6, characterized in that: Pull springs are installed on the left and right sides of the steering wheel. When the driver does not step on the left foot pedal rod or the right foot pedal rod, a pair of pull springs generate torsional moments with opposite directions of rotation on the nose landing gear, making the front wheel on the nose landing gear in a forward state.

9. The front landing gear steering control mechanism of an ultra-light aircraft as claimed in claim 3, characterized in that: A pair of torsion springs are provided between the shaft sleeve and the rotating shaft. When the driver does not step on the left foot pedal rod or the right foot pedal rod, a pair of torsion springs generate torsional moments with opposite directions of rotation on the nose landing gear through the connecting rod, making the front wheel on the nose landing gear in a forward state.

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