Simulation system of aircraft landing gear

Abstract

The utility model provides a simulation system of an aircraft landing gear. The simulation system comprises a set of rack system and a set of hydraulic control system, the hydraulic control system comprises an oil tank, an oil pump, a first steering valve, a second steering valve, a brake valve and a hydraulic control one-way valve. An output pipeline at the output end of the oil pump is respectively connected with the first steering valve, the second steering valve and the brake valve; the first steering valve is connected with a steering oil cylinder of the nose landing gear of the aircraft and is used for controlling the steering of the nose landing gear of the aircraft; the second steering valve is connected with a steering oil cylinder of the aircraft main landing gear and is used for controlling the steering of the aircraft main landing gear; the brake valve is connected with the hydraulic control one-way valve, and the hydraulic control one-way valve is connected with a brake oil cylinder of the nose landing gear of the airplane and used for controlling braking of the nose landing gear of the airplane; oil return pipelines of the first steering valve, the second steering valve and the brake valve are respectively connected with the oil tank. The undercarriage can be fixed for maintenance and demonstration.

Description

Technical Field

[0001] The utility model relates to the field of aviation maintenance equipment, in particular to a simulation system for aircraft landing gear. Background Art

[0002] Aircraft landing gear is used for landing and walking, and is an important part of the aircraft. Among them, the aircraft landing gear is divided into the front landing gear located at the nose and the main landing gear located on both sides.

[0003] Routine maintenance of the landing gear requires it to be secured. In maintenance workshops, during routine training for aircraft maintenance technicians, the main landing gear also needs to be secured and displayed for demonstration purposes. The landing gear must be secured without obstructing maintenance and allowing for sufficient movement. Furthermore, a supporting device is required to actuate the landing gear during demonstrations to fully demonstrate its operating principles. The prior art lacks a device specifically designed for securing and demonstrating the control of aircraft landing gear. Utility Model Content

[0004] The purpose of the utility model is to provide an aircraft landing gear simulation system to solve the problems existing in the prior art, which can fix the landing gear for maintenance and demonstration.

[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0006] A simulation system for an aircraft landing gear includes a bench system and a hydraulic control system.

[0007] The platform system includes a nose landing gear platform for fixing the nose landing gear of the aircraft and at least one main landing gear platform for fixing the main landing gear of the aircraft.

[0008] The hydraulic control system includes a fuel tank, an oil pump, a first steering valve, a second steering valve, a brake valve and a hydraulically controlled one-way valve; the oil pump is connected to the fuel tank through a pipeline, and the output pipeline of the output end of the oil pump is respectively connected to the first steering valve, the second steering valve and the brake valve; the first steering valve is connected to the steering cylinder of the aircraft's nose landing gear to control the steering of the aircraft's nose landing gear; the second steering valve is connected to the steering cylinder of the aircraft's main landing gear to control the steering of the aircraft's main landing gear; the brake valve is connected to the hydraulically controlled one-way valve, and the hydraulically controlled one-way valve is connected to the brake cylinder of the aircraft's nose landing gear to control the braking of the aircraft's nose landing gear; the return oil pipelines of the first steering valve, the second steering valve and the brake valve are respectively connected to the fuel tank.

[0009] Furthermore, the hydraulic control system also includes a steering overload protection valve, which is installed between the two connecting pipes after the first steering valve and between the two connecting pipes after the second steering valve. The steering overload protection valves are arranged in pairs facing each other between the two connecting pipes and are used for oil circuit overload protection when the steering amplitude of the aircraft's front landing gear and the aircraft's main landing gear reaches its limit.

[0010] Furthermore, the hydraulic control system further includes filters, which are respectively installed on the output pipeline of the oil pump output end and the oil return pipeline of the oil tank.

[0011] Furthermore, the hydraulic control system also includes a safety valve installed in the output pipeline at the output end of the oil pump, which is used to release pressure when the pipeline is over-pressured.

[0012] Furthermore, the hydraulic control system also includes an electric protection valve installed between the output end of the oil pump and the oil tank, which is used to control the oil to flow back to the oil tank when the power is off.

[0013] Furthermore, the front landing gear gantry includes a first base, a first gantry body, a lifting frame and a lifting mechanism; the first gantry body is fixedly mounted on the first base; the lifting frame is mounted on the first gantry body through the lifting mechanism;

[0014] A first main beam is provided in the middle of the lifting frame, and a first main axle seat is provided on the first main beam, which is rotatably connected to the load-bearing support of the aircraft's front landing gear; a first secondary beam is provided behind the first main beam, and a first secondary axle seat is provided on the first secondary beam, which is rotatably connected to the retraction and extension mechanism of the aircraft's front landing gear.

[0015] The lifting mechanism includes a lifting screw, a transmission device, a guide rod, a guide sleeve, a synchronous shaft and a turning handwheel; each lifting screw is connected to a set of transmission devices, and the lifting screw and the transmission device are installed on the first platform body, and the top of the lifting screw is connected to the lifting frame; adjacent transmission devices are connected through synchronous shaft transmission; a guide rod is provided on the side of each lifting screw, and the top of the guide rod is fixedly connected to the lifting frame, and each guide rod is slidably connected to a guide sleeve, which is fixedly installed on the first platform body; one of the transmission devices is connected to a turning handwheel.

[0016] Furthermore, the main landing gear gantry includes a second base and a second gantry body; the second gantry body is fixedly mounted on the second base.

[0017] A second main beam is provided in the middle of the second platform body, and a second main axle seat for rotationally connecting to the load-bearing pillar of the aircraft's main landing gear is fixed on the second main beam; a second secondary beam is fixed on the side of the second main beam, and a second secondary axle seat for rotationally connecting to the retraction and extension mechanism of the aircraft's main landing gear is fixed on the second secondary beam.

[0018] Furthermore, the first base and the second base are fixedly connected together, and the first gantry body and the second gantry body are fixedly connected together, so that the front landing gear gantry and the main landing gear gantry are integrated into one.

[0019] Furthermore, it also includes a ramp for assisting the movement of the front landing gear and the main landing gear of the aircraft; the ramps are fixedly arranged on the edges of the first base and the second base respectively.

[0020] Furthermore, it also includes bottom universal wheels and adjustment feet; the bottom universal wheels and adjustment feet are installed under the first base and the second base.

[0021] This aircraft landing gear simulation system uses a test bench system to install the nose and main landing gear, enabling fixed maintenance and teaching demonstrations of the landing gear. It also has a matching hydraulic control system that can demonstrate steering, braking, and other control functions of the landing gear as needed. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the hydraulic control system in the utility model.

[0023] Figure 2 It is a structural schematic diagram of the front landing gear stand in the utility model.

[0024] Figure 3 It is a structural schematic diagram of the lifting mechanism of the front landing gear stand in the utility model.

[0025] Figure 4 It is a structural schematic diagram of the main landing gear stand in the utility model. DETAILED DESCRIPTION

[0026] The technical solution of the present utility model will be described in detail below with reference to the accompanying drawings and specific embodiments. Example 1

[0027] like Figures 1 to 4 As shown, the present invention provides an aircraft landing gear simulation system, which includes a bench system and a hydraulic control system.

[0028] The platform system includes a nose landing gear platform for fixing the nose landing gear of the aircraft and at least one main landing gear platform for fixing the main landing gear of the aircraft.

[0029] See also Figure 1The hydraulic control system includes a fuel tank 201, an oil pump 202, a first steering valve 203, a second steering valve 204, a brake valve 205 and a hydraulically controlled one-way valve 206; the oil pump 202 is connected to the fuel tank 201 through a pipeline, and the output pipeline of the output end of the oil pump 202 is respectively connected to the first steering valve 203, the second steering valve 204 and the brake valve 205; the first steering valve 203 is connected to the steering cylinder of the aircraft's nose landing gear for controlling the steering of the aircraft's nose landing gear; the second steering valve 204 is connected to the steering cylinder of the aircraft's main landing gear for controlling the steering of the aircraft's main landing gear; the brake valve 205 is connected to the hydraulically controlled one-way valve 206, and the hydraulically controlled one-way valve 206 is connected to the brake cylinder of the aircraft's nose landing gear for controlling the braking of the aircraft's nose landing gear; the return oil pipelines of the first steering valve 203, the second steering valve 204 and the brake valve 205 are respectively connected to the fuel tank 201.

[0030] The aircraft's nose and main landing gear are mounted on separate gantry systems. Specifically, the aircraft has one nose landing gear and two main landing gear gantry systems on either side, so there is one nose landing gear gantry system and two main landing gear gantry systems. However, since both main landing gear systems are identical, if the aircraft is only being used for display, one main landing gear gantry system can be omitted to save space. The specific configuration is determined based on specific needs.

[0031] The hydraulic control system controls the steering of the nose and main landing gear, demonstrating its operating principle. When powered, the oil pump 202 supplies oil to the first and second steering valves 203 and 204. Controlling the first and second steering valves 203 and 204 controls the oil flow, thereby controlling the steering of the connected nose and main landing gear. The first and second steering valves 203 and 204 are typically three-position, four-way reversing valves.

[0032] The hydraulic control system can also control the braking action of the front landing gear. The oil pump 202 supplies oil to the brake valve 205. By controlling the brake valve 205, it is possible to control whether oil is supplied to the brake cylinder of the front landing gear, thereby performing the braking action. During this process, the hydraulically controlled one-way valve 206 has a one-way oil supply function, ensuring that the brakes are tightened. When the brakes are not applied, the brake valve 205 can be reset, and the oil will flow into the control oil circuit of the hydraulically controlled one-way valve 206, causing the hydraulically controlled one-way valve 206 to open and return the hydraulic oil used for braking to the oil tank 201. The brake valve 205 is generally a two-position four-way reversing valve.

[0033] Preferably, the hydraulic control system also includes steering overload protection valves 207, installed between the two connecting lines after the first steering valve 203 and between the two connecting lines after the second steering valve 204. The steering overload protection valves 207 are arranged in pairs, facing each other, between the two connecting lines to protect the nose and main landing gear of the aircraft from oil overloads when the steering range reaches its limits. When oil is supplied to the steering cylinders of the nose and main landing gear and reaches any of the steering limits, continuous oil supply is terminated, and the oil flows back through the steering overload protection valves 207 to the return oil line. The steering overload protection valves 207 are typically relief valves.

[0034] Preferably, the hydraulic control system further includes a filter 208 , which is installed on the output pipeline of the output end of the oil pump 202 and the oil return pipeline of the oil tank 201 , respectively.

[0035] In order to improve the safety and stability of the entire hydraulic control system, the hydraulic control system further includes a safety valve 209 installed in the output pipeline at the output end of the oil pump 202 for relieving pressure when the pipeline is over-pressurized.

[0036] To further enhance the safety of the hydraulic control system, the system also includes an energized protection valve 210, installed between the output of the oil pump 202 and the oil tank 201. This valve is used to control the return of oil to the oil tank 201 in the event of a power outage. When the hydraulic control system is powered on, the energized protection valve 210 blocks the oil path, allowing the hydraulic oil to flow to other components for operation. When the hydraulic control system is powered off, the energized protection valve 210 opens the oil path, allowing the hydraulic oil to return to the oil tank 201.

[0037] See also Figures 2 to 3 Specifically, the front landing gear gantry includes a first base 111, a first gantry body 112, a lifting frame 113 and a lifting mechanism 114; the first gantry body 112 is fixedly installed on the first base 111; the lifting frame 113 is installed on the first gantry body 112 through the lifting mechanism 114.

[0038] A first main beam 1131 is provided in the middle of the lifting frame 113, and a first main axle seat 1132 is provided on the first main beam 1131, which is rotatably connected to the load-bearing support of the aircraft's front landing gear; a first secondary beam 1133 is provided behind the first main beam 1131, and a first secondary axle seat 1134 is provided on the first secondary beam 1133, which is rotatably connected to the retraction and extension mechanism of the aircraft's front landing gear.

[0039] The lifting mechanism 114 includes a lifting screw 1141, a transmission device 1142, a guide rod 1143, a guide sleeve 1144, a synchronization shaft 1145 and a turning handwheel 1146; each lifting screw 1141 is connected to a set of transmission devices 1142, and the lifting screw 1141 and the transmission device 1142 are installed on the first platform body 112, and the top of the lifting screw 1141 is connected to the lifting frame 113; adjacent transmission devices 1142 are connected to each other through the synchronization shaft 1145; a guide rod 1143 is provided on the side of each lifting screw 1141, and the top of the guide rod 1143 is fixedly connected to the lifting frame 113, and each guide rod 1143 is slidably connected to a guide sleeve 1144, which is fixedly installed on the first platform body 112; one of the transmission devices 1142 is connected to a turning handwheel 1146.

[0040] The first gantry body 112 supports the load via columns, and the lifting frame 113 can be raised and lowered on the first gantry body 112 by the action of the lifting mechanism 114. During use, the top of the load-bearing strut of the aircraft's front landing gear is mounted on the first main shaft seat 1132, and the end of the retraction mechanism of the aircraft's front landing gear is mounted on the first secondary shaft seat 1134. The aircraft's front landing gear is then hoisted onto the lifting frame 113. The frame structure of the first gantry body 112 has ample space, which will not affect routine maintenance and inspection of the aircraft's main landing gear. At the same time, this gantry also serves a demonstration and training purpose, and the aircraft's main landing gear can be demonstrated on the gantry for steering, retraction, and other demonstrations.

[0041] The lifting mechanism 114 utilizes a lifting screw 1141 for lifting and lowering transmission. Manually rotating the turning handwheel 1146 instantly drives the lifting screw 1141 through the transmission device 1142, achieving the lifting and lowering motion. The transmission device 1142 is internally equipped with a transmission gear train, which serves to save effort, increase torque, and change transmission direction. Multiple transmission devices 1142 are synchronized via a synchronizing shaft 1145. As soon as one transmission device 1142 is activated, all other transmission devices 1142 will also activate synchronously, thereby simultaneously driving all the lifting screws 1141 to rotate, achieving the lifting and lowering motion of the entire lifting frame 113.

[0042] See also Figure 4 Specifically, the main landing gear gantry includes a second base 121 and a second gantry body 122 ; the second gantry body 122 is fixedly mounted on the second base 121 .

[0043] A second main beam 1221 is provided in the middle of the second platform body 122, and a second main shaft seat 1222 for rotationally connecting to the load-bearing pillar of the aircraft's main landing gear is fixedly provided on the second main beam 1221; a second secondary beam 1223 is fixedly provided on the side of the second main beam 1221, and a second secondary shaft seat 1224 for rotationally connecting to the retraction and extension mechanism of the aircraft's main landing gear is fixedly provided on the second secondary beam 1223.

[0044] When in use, the top of the load-bearing support of the aircraft's main landing gear is installed on the second main shaft seat 1222, and the end of the retracting mechanism of the aircraft's main landing gear is installed on the second secondary shaft seat 1224, and the aircraft's main landing gear is hoisted on the second platform body 122.

[0045] The nose landing gear gantry and the main landing gear gantry have similar functions and structures, and the two devices can be directly manufactured as an integral whole. Specifically, the first base 111 and the second base 121 are fixedly connected together, and the first gantry body 112 and the second gantry body 122 are fixedly connected together, so that the nose landing gear gantry and the main landing gear gantry form a single unit.

[0046] In order to facilitate the assembly, disassembly and transportation of the aircraft main landing gear, preferably, a ramp 13 for assisting the movement of the aircraft front landing gear and the main landing gear is further included; the ramp 13 is fixedly arranged on the edges of the first base 111 and the second base 121 respectively.

[0047] In order to facilitate the overall transportation of the stand, preferably, it further includes bottom universal wheels 14 and adjustment feet 15 ; the bottom universal wheels 14 and adjustment feet 15 are installed under the first base 111 and the second base 121 .

[0048] The universal wheels 14 at the bottom allow the gantry system to be moved along with the aircraft's main landing gear. The gantry system can be freely repositioned during use, facilitating both demonstrations and routine maintenance and inspections. Once the position is determined, the adjustable legs 15 can be rotated and extended to support the ground, securing the gantry system in place.

[0049] The aircraft landing gear simulation system of the present invention can not only hoist the front landing gear and main landing gear of the aircraft to facilitate maintenance and inspection, but also can simulate the working process of the landing gear through the hydraulic control system. The platform system can be easily moved at will.

[0050] The above-described embodiments merely represent several implementation methods of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A simulation system for aircraft landing gear, characterized by: It includes a bench system and a hydraulic control system; The gantry system includes a nose landing gear gantry for fixing the nose landing gear of the aircraft, and at least one main landing gear gantry for fixing the main landing gear of the aircraft; The hydraulic control system includes a fuel tank, an oil pump, a first steering valve, a second steering valve, a brake valve and a hydraulically controlled one-way valve; the oil pump is connected to the fuel tank through a pipeline, and the output pipeline of the output end of the oil pump is respectively connected to the first steering valve, the second steering valve and the brake valve; the first steering valve is connected to the steering cylinder of the aircraft's nose landing gear to control the steering of the aircraft's nose landing gear; the second steering valve is connected to the steering cylinder of the aircraft's main landing gear to control the steering of the aircraft's main landing gear; the brake valve is connected to the hydraulically controlled one-way valve, and the hydraulically controlled one-way valve is connected to the brake cylinder of the aircraft's nose landing gear to control the braking of the aircraft's nose landing gear; the return oil pipelines of the first steering valve, the second steering valve and the brake valve are respectively connected to the fuel tank.

2. The aircraft landing gear simulation system according to claim 1, characterized in that: The hydraulic control system also includes a steering overload protection valve, which is installed between the two connecting pipes after the first steering valve and between the two connecting pipes after the second steering valve. The steering overload protection valves are arranged in pairs facing each other between the two connecting pipes and are used for oil circuit overload protection when the steering amplitude of the aircraft's front landing gear and the aircraft's main landing gear reaches the limit.

3. The aircraft landing gear simulation system according to claim 1, characterized in that: The hydraulic control system further comprises filters, which are respectively installed on the output pipeline of the oil pump output end and the oil return pipeline of the oil tank.

4. The aircraft landing gear simulation system according to claim 1, characterized in that: The hydraulic control system further comprises a safety valve installed in the output pipeline at the output end of the oil pump, for relieving pressure when the pipeline is over-pressured.

5. The aircraft landing gear simulation system according to claim 1, characterized in that: The hydraulic control system further comprises an energized protection valve installed between the output end of the oil pump and the oil tank, for controlling the oil to flow back to the oil tank when power is cut off.

6. The aircraft landing gear simulation system according to any one of claims 1 to 5, characterized in that: The front landing gear gantry comprises a first base, a first gantry body, a lifting frame and a lifting mechanism; the first gantry body is fixedly mounted on the first base; the lifting frame is mounted on the first gantry body via the lifting mechanism; A first main beam is provided in the middle of the lifting frame, on which a first main axle seat is provided for rotational connection with the load-bearing strut of the aircraft's front landing gear; a first secondary beam is provided behind the first main beam, on which a first secondary axle seat is provided for rotational connection with the retraction and extension mechanism of the aircraft's front landing gear; The lifting mechanism includes a lifting screw, a transmission device, a guide rod, a guide sleeve, a synchronous shaft and a turning handwheel; each lifting screw is connected to a set of transmission devices, and the lifting screw and the transmission device are installed on the first platform body, and the top of the lifting screw is connected to the lifting frame; adjacent transmission devices are connected through synchronous shaft transmission; a guide rod is provided on the side of each lifting screw, and the top of the guide rod is fixedly connected to the lifting frame, and each guide rod is slidably connected to a guide sleeve, which is fixedly installed on the first platform body; one of the transmission devices is connected to a turning handwheel.

7. The aircraft landing gear simulation system according to claim 6, characterized in that: The main landing gear gantry includes a second base and a second gantry body; the second gantry body is fixedly mounted on the second base; A second main beam is provided in the middle of the second platform body, and a second main axle seat for rotationally connecting to the load-bearing pillar of the aircraft's main landing gear is fixed on the second main beam; a second secondary beam is fixed on the side of the second main beam, and a second secondary axle seat for rotationally connecting to the retraction and extension mechanism of the aircraft's main landing gear is fixed on the second secondary beam.

8. The aircraft landing gear simulation system according to claim 7, characterized in that: The first base and the second base are fixedly connected together, and the first gantry body and the second gantry body are fixedly connected together, so that the front landing gear gantry and the main landing gear gantry are integrated into one.

9. The aircraft landing gear simulation system according to claim 7, characterized in that: It also includes ramps for assisting the movement of the front landing gear and the main landing gear of the aircraft; the ramps are respectively fixed on the edges of the first base and the second base.

10. The aircraft landing gear simulation system according to claim 7, characterized in that: It also includes bottom universal wheels and adjustment feet; the bottom universal wheels and adjustment feet are installed under the first base and the second base.

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