Airplane front wheel steering mechanism

Abstract

The utility model provides a front wheel steering mechanism of an airplane. The front wheel steering mechanism comprises a reduction gearbox body, a first driving device, a second driving device, a first transmission mechanism, a second transmission mechanism, a two-to-one mechanism and an output shaft, the first driving device and the second driving device are respectively connected with the first transmission mechanism and the second transmission mechanism; in the two-to-one mechanism, a first bevel gear with a shaft and a second bevel gear with a shaft are respectively connected with a first transmission mechanism and a second transmission mechanism; the third bevel gear with the shaft is rotationally mounted on a second shaft section of the second bevel gear with the shaft and is meshed with the fourth bevel gear with the shaft; the fifth bevel gear with the shaft and the sixth bevel gear with the shaft are both connected with the third bevel gear with the shaft and are both meshed with the first bevel gear with the shaft and the second bevel gear with the shaft; and the output shaft is connected and coaxial with the fourth shaft section of the fourth bevel gear with the shaft. The first transmission mechanism and the second transmission mechanism select one to drive the output shaft to rotate through the two-to-one mechanism, parts are reduced, the structure is simple, the occupied space is small, and the applicability is good.

Description

Technical Field

[0001] The utility model relates to the technical field of steering mechanisms, in particular to an aircraft front wheel steering mechanism. Background Art

[0002] Aircraft with a tricycle landing gear layout have three primary methods for steering: asymmetric thrust, differential braking, and nosewheel steering. Nosewheel steering allows for more maneuverable turns, avoids tire wear and localized heat buildup caused by differential braking, and allows control even with a flat main landing gear tire. Currently, large civil aircraft and most military aircraft abroad use nosewheel steering.

[0003] In the prior art, the utility model patent with announcement number CN102923300B discloses an electrically driven twin-worm aircraft nose wheel turning system, in which a first motor, a first reducer, a first clutch and a first worm are arranged in a housing, one end of the first worm is connected to the output end of the first clutch by a flat key, and the input end of the first clutch is connected to the output end of the first motor through the first reducer; a second motor, a second reducer, a second clutch and a second worm are also arranged in the housing, one end of the second worm is connected to the output end of the second clutch by a flat key, and the input end of the second clutch is connected to the output end of the second motor through the second reducer, and the second worm and the worm wheel form a transmission pair; the electric actuation mode is reliable and fault-tolerant; it is easier to realize power supply on demand, so that it consumes less electricity, generates less heat, and has less component wear compared with the hydraulic system, thereby improving its reliability.

[0004] However, in the above patents, two worm gear mechanisms and the output shaft are connected by two clutches, which has a relatively complex structure and occupies a large space. When there are many internal parts of the aircraft, it is not convenient for the flexible layout of the turning system. Utility Model Content

[0005] In view of this, the present invention proposes an aircraft front wheel steering mechanism to solve the technical problem proposed in the above-mentioned background technology that two worm gear mechanisms and an output shaft are connected by two clutches, which has a relatively complex structure, occupies a large space, and is not convenient for the flexible layout of the turning system when there are many internal parts of the aircraft.

[0006] The technical solution of the present utility model is achieved as follows:

[0007] The utility model provides an aircraft front wheel steering mechanism, comprising a reduction gear box, a first drive device, a second drive device, a first transmission mechanism, a second transmission mechanism, a two-to-one mechanism and an output shaft, wherein:

[0008] The first drive device and the second drive device are installed in parallel outside the reduction gearbox and are connected to the first transmission mechanism and the second transmission mechanism respectively;

[0009] The two-turn-one mechanism includes a first bevel gear with a shaft, a second bevel gear with a shaft, a third bevel gear gear structure with a shaft, a fourth bevel gear with a shaft, a first support seat, a second support seat, a fifth bevel gear gear with a shaft and a sixth bevel gear gear with a shaft, and the first bevel gear gear with a shaft and the second bevel gear gear with a shaft are mounted on the reduction gear box body in a mirror-symmetrical manner and are coaxial, and are respectively connected to the first transmission mechanism and the second transmission mechanism; the third bevel gear gear structure is rotatably mounted on the second shaft segment of the second bevel gear with a shaft and meshes with the fourth bevel gear with a shaft; the fourth bevel gear gear is rotatably mounted on the reduction gear box body; the first support seat and the second support seat are fixedly mounted on the same end face of the third bevel gear gear structure; the fifth bevel gear gear and the sixth bevel gear gear are rotatably mounted on the first support seat and the second support seat, and both mesh with the first bevel gear gear and the second bevel gear gear with a shaft, the fifth bevel gear gear and the sixth bevel gear gear are coaxial, and the axis of the fifth bevel gear gear is perpendicular to the axis of the first bevel gear gear and are located in the same plane;

[0010] The output shaft is connected to the fourth shaft section of the fourth shaft bevel gear and the front wheel of the aircraft respectively.

[0011] On the basis of the above technical solution, preferably, a coaxial first sleeve and a second sleeve are provided in the reduction gear box body;

[0012] The aircraft front wheel steering mechanism also includes a first bearing and a second bearing, the first bearing is built into the first shaft sleeve and connected thereto, the second bearing is built into the second shaft sleeve and connected thereto, and the two ends of the first shaft section of the first shaft bevel gear are respectively installed in the first bearing and the second bearing.

[0013] On the basis of the above technical solution, preferably, a third sleeve coaxial with the first sleeve is further provided at one end of the reduction gear box away from the first sleeve, and a fourth sleeve coaxial with the third sleeve is provided at the middle of the inner wall of the reduction gear box;

[0014] The aircraft front wheel steering mechanism also includes a third bearing, a fourth bearing and a fifth bearing; the third bearing is built into the third shaft sleeve and connected thereto; the fourth bearing is built into the fourth shaft sleeve and connected thereto, and the third shaft section of the third shaft bevel gear is installed in the fourth bearing; the fifth bearing is built into the inner hole of the third shaft bevel gear, and the two ends of the second shaft end of the second shaft bevel gear are respectively installed in the third bearing and the fifth bearing.

[0015] On the basis of the above technical solution, preferably, a fifth shaft sleeve is provided at a position of the reduction gear box body close to the output shaft, and the axis of the fifth shaft sleeve is perpendicular to the axis of the third shaft sleeve;

[0016] The aircraft front wheel steering mechanism further includes a sixth bearing, which is built into and connected to the fifth shaft sleeve, and the fourth shaft segment is installed in the sixth bearing.

[0017] Based on the above technical solution, preferably, the first transmission mechanism includes a first worm wheel and a first worm, the first worm wheel is fixedly connected to the first shaft section of the first shaft bevel gear, and the first worm is connected to the first driving device and meshes with the first worm wheel.

[0018] Based on the above technical solution, preferably, the second transmission mechanism includes a second worm wheel and a second worm, the second worm wheel is fixedly connected to the second shaft section of the second shaft bevel gear, and the second worm is connected to the second drive device and meshes with the second worm wheel.

[0019] On the basis of the above technical solution, preferably, an induction disc is provided on the output shaft;

[0020] The aircraft front wheel steering mechanism further includes a photoelectric switch and a mounting plate. The mounting plate is located in the reduction gearbox and is fixedly connected thereto. The photoelectric switch is mounted on the mounting plate and is used to sense the position of the sensing disk.

[0021] On the basis of the above technical solution, preferably, a plurality of the photoelectric switches are provided, and the plurality of the photoelectric switches are arranged circumferentially with the axis of the output shaft as the center line.

[0022] On the basis of the above technical solution, preferably, the first support seat includes a first arc-shaped plate and a first support plate, the first arc-shaped plate is coaxial with and connected to the third bevel gear with a shaft, the first support plate is parallel to the first arc-shaped plate, and a first mounting hole is provided on the first support plate, and the fifth shaft segment of the fifth bevel gear with a shaft is connected to the first mounting hole;

[0023] The second support seat includes a second arc-shaped plate and a second support plate, the second arc-shaped plate is coaxial with the third bevel gear with a shaft and connected thereto, the second support plate is parallel to the second arc-shaped plate, and a second mounting hole is provided on the second support plate, and the sixth shaft segment of the sixth bevel gear with a shaft is connected to the second mounting hole.

[0024] On the basis of the above technical solution, preferably, a coupling is further included, and both ends of the coupling are respectively connected to the output shaft and the fourth shaft segment.

[0025] The aircraft front wheel steering mechanism of the present invention has the following beneficial effects compared with the prior art:

[0026] (1) The third bevel gear is rotatably mounted on the second shaft section of the second bevel gear and meshes with the fourth bevel gear;

[0027] When the first driving device drives the first shaft bevel gear to rotate through the first transmission mechanism, the second shaft bevel gear is locked because the second driving device does not move, and the first shaft bevel gear drives the fifth shaft bevel gear and the sixth shaft bevel gear to rotate, thereby driving the third shaft bevel gear to rotate around the second shaft bevel gear, thereby driving the fourth shaft bevel gear to rotate, thereby realizing the rotation of the output shaft;

[0028] When the second driving device drives the second shaft bevel gear to rotate through the second transmission mechanism, the first shaft bevel gear is locked because the first driving device does not move, and the second shaft bevel gear drives the fifth shaft bevel gear and the sixth shaft bevel gear to rotate, thereby driving the third shaft bevel gear to rotate together, thereby driving the fourth shaft bevel gear to rotate, thereby realizing the rotation of the output shaft;

[0029] The above structure realizes the rotation of the output shaft controlled by two inputs of the first transmission mechanism and the second transmission mechanism through the two-way conversion mechanism. At the same time, the operation of one of the first drive device and the second drive device is not affected by the other. Moreover, the two-way drive can be converted into the rotation of the output shaft through the two-way conversion mechanism. This reduces the number of parts, has a simpler structure, and reduces the occupied space. When there are many parts inside the aircraft, it is convenient for the flexible layout of the steering mechanism.

[0030] (2) The third bearing is built into the third shaft sleeve and connected thereto; the fifth bearing is built into the inner hole of the third bevel gear with a shaft, and the two ends of the second shaft segment of the second bevel gear with a shaft are respectively installed in the third bearing and the fifth bearing, so that the second bevel gear with a shaft is rotatably installed on the reduction gear box; the fourth bearing is built into the fourth shaft sleeve and connected thereto, and the third shaft segment of the third bevel gear with a shaft is installed in the fourth bearing, and the fourth bearing and the fifth bearing realize rolling support on the inner and outer sides of the third bevel gear with a shaft, so that the third bevel gear with a shaft can be rotatably installed on the second shaft segment of the second bevel gear with a shaft, and at the same time, one end of the second shaft segment of the second bevel gear with a shaft is rotatably connected to the reduction gear box;

[0031] (3) A coaxial first sleeve and a second sleeve are provided in the reduction housing; the first bearing is built into and connected to the first sleeve, the second bearing is built into and connected to the second sleeve, and the two ends of the first shaft section of the first shaft bevel gear are respectively installed in the first bearing and the second bearing, so that the first shaft bevel gear is rotatably installed on the reduction housing;

[0032] (4) A fifth shaft sleeve is provided near the output shaft of the reduction gear box, the sixth bearing is built into the fifth shaft sleeve and connected thereto, and the fourth shaft segment is installed in the sixth bearing, thereby realizing a rotatable connection between the fourth shaft bevel gear and the reduction gear box;

[0033] (5) The first arc-shaped plate is coaxial with and connected to the third bevel gear with a shaft, the first support plate is parallel to the first arc-shaped plate, a first mounting hole is provided on the first support plate, the seventh bearing is embedded in the first mounting hole, and the fifth shaft segment of the fifth bevel gear with a shaft is installed in the seventh bearing, thereby realizing a rotatable connection between the fifth bevel gear with a shaft and the first support seat;

[0034] The second curved plate is coaxial with and connected to the third shaft bevel gear, the second support plate is parallel to the second curved plate, a second mounting hole is provided on the second support plate, the eighth bearing is embedded in the second mounting hole, and the sixth shaft segment of the sixth shaft bevel gear is installed in the eighth bearing, so as to realize the rotatable connection between the sixth shaft bevel gear and the second support seat;

[0035] When the first shaft bevel gear or the second shaft bevel gear drives the fifth shaft bevel gear and the sixth shaft bevel gear to engage and rotate simultaneously, the third shaft bevel gear rotates, thereby driving the fourth shaft bevel gear to rotate, thereby realizing the rotation of the output shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0037] Figure 1 is a cross-sectional view of the aircraft nose wheel steering mechanism of the present invention;

[0038] Figure 2 is a perspective view of the aircraft nose wheel steering mechanism of the present invention;

[0039] Figure 3 A perspective view of the aircraft nose wheel steering mechanism of the present invention with the motor cover removed;

[0040] Figure 4 This is a three-dimensional diagram of the aircraft nose wheel steering mechanism of the present invention without the motor cover and the reduction gear box;

[0041] Figure 5It is a three-dimensional diagram of the first transmission mechanism, the second transmission mechanism and the two-to-one mechanism of the present invention;

[0042] Figure 6 It is a three-dimensional diagram of the two-to-one mechanism of the present invention;

[0043] Figure 7 A three-dimensional diagram of the first support base of the present invention;

[0044] Figure 8 is a three-dimensional diagram of the second support base of the present invention;

[0045] Figure 9 It is a cross-sectional view of the reduction gear box of the present invention.

[0046] Explanation of the accompanying reference numerals: 1-first driving device, 2-second driving device, 3-reduction gearbox, 4-first transmission mechanism, 5-second transmission mechanism, 6-two-to-one mechanism, 7-output shaft, 8-first bearing, 9-second bearing, 10-third bearing, 11-fourth bearing, 12-fifth bearing, 13-sixth bearing, 14-photoelectric switch, 15-mounting plate, 16-seventh bearing, 17-eighth bearing, 18-motor cover, 19-adapter socket, 20-coupling;

[0047] 31-first shaft sleeve, 32-second shaft sleeve, 33-third shaft sleeve, 34-fourth shaft sleeve, 35-fifth shaft sleeve;

[0048] 41-first worm gear, 42-first worm;

[0049] 51-second worm gear, 52-second worm;

[0050] 61-first bevel gear with a shaft, 62-second bevel gear with a shaft, 63-third bevel gear with a shaft, 64-fourth bevel gear with a shaft, 65-first support seat, 651-first arc plate, 652-first support plate, 6521-first mounting hole, 66-second support seat, 661-second arc plate, 662-second support plate, 6621-second mounting hole, 67-fifth bevel gear with a shaft, 68-sixth bevel gear with a shaft;

[0051] 71-sensing disk, 711-sensing part;

[0052] 141-Induction slot. DETAILED DESCRIPTION

[0053] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0054] Reference Figures 1-9 As shown, the embodiment of the present invention proposes an aircraft front wheel steering mechanism, including a reduction gear box 3, a first drive device 1, a second drive device 2, a first transmission mechanism 4, a second transmission mechanism 5, a two-to-one mechanism 6 and an output shaft 7, wherein:

[0055] The first drive device 1 and the second drive device 2 are installed in parallel outside the reduction gear box 3 and are connected to the first transmission mechanism 4 and the second transmission mechanism 5 respectively;

[0056] The two-to-one mechanism 6 includes a first bevel gear 61 with a shaft, a second bevel gear 62 with a shaft, a third bevel gear 63 with a shaft, a fourth bevel gear 64 with a shaft, a first support seat 65, a second support seat 66, a fifth bevel gear 67 with a shaft and a sixth bevel gear 68 with a shaft. The first bevel gear 61 and the second bevel gear 62 with a shaft are mounted on the reduction gear box body 3 in a mirror-symmetrical manner and are coaxial, and are respectively connected to the first transmission mechanism 4 and the second transmission mechanism 5; the third bevel gear 63 is rotatably mounted on the second shaft section of the second bevel gear 62 and meshes with the fourth bevel gear 64; the ... The fourth bevel gear 64 is rotatably mounted on the reduction gear box body 3; the first support seat 65 and the second support seat 66 are fixedly mounted on the same end face of the third bevel gear 63; the fifth bevel gear 67 and the sixth bevel gear 68 are rotatably mounted on the first support seat 65 and the second support seat 66, respectively, and are both engaged with the first bevel gear 61 and the second bevel gear 62, the fifth bevel gear 67 and the sixth bevel gear 68 are coaxial, and the axis of the fifth bevel gear 67 is perpendicular to the axis of the first bevel gear 61 and are located in the same plane;

[0057] The output shaft 7 is connected to the fourth shaft section of the fourth bevel gear 64 and is coaxial with it.

[0058] It should be noted that the first driving device 1 and the second driving device 2 do not work at the same time. When the aircraft's front wheel steering mechanism is working, only one of them provides driving force, namely:

[0059] When the first driving device 1 drives the first shaft bevel gear 61 to rotate through the first transmission mechanism 4, the second shaft bevel gear 62 is locked because the second driving device 2 does not move, and the first shaft bevel gear 61 drives the fifth shaft bevel gear 67 and the sixth shaft bevel gear 68 to rotate, thereby driving the third shaft bevel gear 63 to rotate around the second shaft bevel gear 62, thereby driving the fourth shaft bevel gear 64 to rotate, thereby realizing the rotation of the output shaft 7;

[0060] When the second drive device 2 drives the second shaft bevel gear 62 to rotate through the second transmission mechanism 5, the first shaft bevel gear 61 is locked because the first drive device 1 does not move, and the second shaft bevel gear 62 drives the fifth shaft bevel gear 67 and the sixth shaft bevel gear 68 to rotate, thereby driving the third shaft bevel gear 63 to rotate together, driving the fourth shaft bevel gear 64 to rotate, thereby realizing the rotation of the output shaft 7.

[0061] The aircraft front wheel steering mechanism provided in this embodiment realizes the rotation of the output shaft 7 controlled by the two-way input of the first transmission mechanism 4 and the second transmission mechanism 5 through the two-way conversion mechanism 6. At the same time, the operation of one of the first drive device 1 and the second drive device 2 is not affected by the other, and the two-way drive can be converted into the output of the output shaft 7 through the two-way conversion mechanism 6. This reduces the number of parts, has a simpler structure, and reduces the occupied space. When there are many parts inside the aircraft, it is convenient for the flexible layout of the steering mechanism.

[0062] In some embodiments, a coaxial first sleeve 31 and a second sleeve 32 are provided in the reduction gear box 3, the first sleeve 31 is located at one end of the inner wall of the reduction gear box 3, and the second sleeve 32 is located in the middle of the inner wall of the reduction gear box 3; the aircraft front wheel steering mechanism also includes a first bearing 8 and a second bearing 9, the first bearing 8 is built into the first sleeve 31 and connected to it, the second bearing 9 is built into the second sleeve 32 and connected to it, and the two ends of the first shaft section of the first shaft bevel gear 61 are respectively installed in the first bearing 8 and the second bearing 9. A coaxial first sleeve 31 and second sleeve 32 are provided in the reduction gear box body 3; the first bearing 8 is built into the first sleeve 31 and connected to it, the second bearing 9 is built into the second sleeve 32 and connected to it, and the two ends of the first shaft section of the first shaft bevel gear 61 are respectively installed in the first bearing 8 and the second bearing 9, so that the first shaft bevel gear 61 can be rotatably installed on the reduction gear box body 3, providing support for the first shaft bevel gear 61. When the first transmission mechanism 4 transmits the driving force of the first drive device 1 to the first shaft bevel gear 61, the first shaft bevel gear 61 can rotate, thereby improving the reliability and stability of the device.

[0063] In some embodiments, a third sleeve 33 coaxial with the first sleeve 31 is further provided at the end of the reduction gear box 3 away from the first sleeve 31, and a fourth sleeve 34 coaxial with the third sleeve 33 is provided in the middle of the inner wall of the reduction gear box 3; the aircraft front wheel steering mechanism also includes a third bearing 10, a fourth bearing 11 and a fifth bearing 12; the third bearing 10 is built into the third sleeve 33 and connected to it; the fourth bearing 11 is built into the fourth sleeve 34 and connected to it, and the third shaft segment of the third shaft bevel gear 63 is installed in the fourth bearing 11; the fifth bearing 12 is built into the inner hole of the third shaft bevel gear 63, and the two ends of the second shaft segment of the second shaft bevel gear 62 are respectively installed in the third bearing 10 and the fifth bearing 12. The third bearing 10 is built into the third shaft sleeve 33 and connected thereto, the fifth bearing 12 is built into the inner hole of the third bevel gear 63 with a shaft, and the two ends of the second shaft segment of the second bevel gear 62 with a shaft are respectively installed in the third bearing 10 and the fifth bearing 12, so that the second bevel gear 62 with a shaft is rotatably installed on the reduction box body 3, providing support for the second bevel gear 62 with a shaft. When the second transmission mechanism 5 transmits the driving force of the second driving device 2 to the second bevel gear 62 with a shaft, the second bevel gear 62 with a shaft can rotate, thereby improving the Reliability and stability; the fourth bearing 11 is built into the fourth shaft sleeve 34 and connected thereto, and the third shaft segment of the third shaft bevel gear 63 is installed in the fourth bearing 11. The fourth bearing 11 and the fifth bearing 12 realize rolling support on the inner and outer sides of the third shaft bevel gear 63, so that the third shaft bevel gear 63 can be rotatably installed on the second shaft segment of the second shaft bevel gear 62. The third shaft bevel gear 63 can rotate relative to the second shaft bevel gear 62, and at the same time, one end of the second shaft segment of the second shaft bevel gear 62 is rotationally connected to the reduction gear box body 3.

[0064] In some embodiments, the reduction gear box 3 is provided with a fifth shaft sleeve 35 near the output shaft 7, the axis of the fifth shaft sleeve 35 being perpendicular to the axis of the third shaft sleeve 33. The aircraft nose wheel steering mechanism further includes a sixth bearing 13, the sixth bearing 13 being built into and connected to the fifth shaft sleeve 35, and the fourth shaft segment being mounted within the sixth bearing 13. By providing the fifth shaft sleeve 35 near the output shaft 7 of the reduction gear box 3, the sixth bearing 13 being built into and connected to the fifth shaft sleeve 35, and the fourth shaft segment being mounted within the sixth bearing 13, a rotatable connection between the fourth shaft bevel gear 64 and the reduction gear box 3 is achieved.

[0065] In some embodiments, the first transmission mechanism 4 includes a first worm gear 41 and a first worm 42. The first worm gear 41 is fixedly connected to the first shaft section of the first shafted bevel gear 61. The first worm 42 is connected to the first drive device 1 and meshes with the first worm gear 41. The first drive device 1 drives the first worm 42 to rotate, thereby driving the first worm gear 41 to rotate, thereby driving the first shaft section of the first shafted bevel gear 61 to rotate, so that the first shafted bevel gear 61 drives the fifth shafted bevel gear 67 and the sixth shafted bevel gear 68 to rotate. The first drive device 1 can be a motor.

[0066] In some embodiments, the second transmission mechanism 5 includes a second worm gear 51 and a second worm 52. The second worm gear 51 is fixedly connected to the second shaft section of the second shafted bevel gear 62. The second worm 52 is connected to the second drive device 2 and meshes with the second worm gear 51. The second drive device 2 drives the second worm 52 to rotate, thereby driving the second worm gear 51 to rotate, thereby driving the second shaft section of the second shafted bevel gear 62 to rotate, so that the second shafted bevel gear 62 drives the fifth shafted bevel gear 67 and the sixth shafted bevel gear 68 to rotate. The first drive device 1 can be a motor.

[0067] In some embodiments, a sensing disk 71 is provided on the output shaft 7; the aircraft nose wheel steering mechanism further includes a photoelectric switch 14 and a mounting plate 15. The mounting plate 15 is located within and fixedly connected to the reduction gearbox 3. The photoelectric switch 14 is mounted on the mounting plate 15 and is used to sense the position of the sensing disk 71. By providing the sensing disk 71 radially on the output shaft 7, the photoelectric switch 14 senses the position of the sensing disk 71, thereby accurately sensing the specific rotational position of the output shaft 7 and improving control accuracy.

[0068] It should be noted that the commonly used photoelectric switch 14 utilizes the principle of reflection of a near-infrared light beam by an object. A synchronous circuit senses the intensity of the reflected light and detects the presence of an object. The photoelectric sensor first emits an infrared beam that reaches or passes through an object or mirror, where it reflects the infrared beam. The photoelectric sensor then receives the reflected beam and determines the presence of an object based on its intensity. The above is the sensing principle of the conventional photoelectric switch 14. The present invention does not involve improvements to the circuitry or process of the photoelectric switch 14.

[0069] In some embodiments, a sensing portion 711 is provided at the end of the sensing disc 71 away from the output shaft 7, and the photoelectric switch 14 is provided with a sensing slot 141. When the sensing portion 711 is located within the sensing slot 141, the photoelectric switch 14 senses that the sensing disc 71 has reached the position of the photoelectric switch 14. Because the sensing portion 711 is provided at the end of the sensing disc 71 away from the output shaft 7, and the photoelectric switch 14 is provided with a sensing slot 141, when the sensing portion 711 passes through the sensing slot 141, the signal is blocked, thereby sensing that the sensing disc 71 has rotated to this position, thereby determining the rotation angle of the output shaft 7 and the valve opening.

[0070] In some embodiments, multiple photoelectric switches 14 are provided, and the multiple photoelectric switches 14 are arranged circumferentially with the axis of the output shaft 7 as the centerline. Two photoelectric switches 14 are arranged circumferentially with the axis of the output shaft 7 as the centerline, and the angular interval between the two photoelectric switches 14 is 120 degrees. The circumferential arrangement of the photoelectric switches 14 can effectively detect the rotation of the output shaft 7 to different circumferential positions. Based on the required sensitivity, more photoelectric switches 14 can be provided to detect more positions and improve control accuracy.

[0071] In some embodiments, the aircraft nose wheel steering mechanism further includes a seventh bearing 16 and an eighth bearing 17;

[0072] The first support seat 65 includes a first arc plate 651 and a first support plate 652. The first arc plate 651 is coaxial with the third bevel gear 63 with a shaft and is connected thereto. The first arc plate 651 is plugged into the third bevel gear 63 with a shaft. The first support plate 652 is parallel to the first arc plate 651. A first mounting hole 6521 is provided on the first support plate 652. The seventh bearing 16 is embedded in the first mounting hole 6521. The fifth shaft segment of the fifth bevel gear 67 with a shaft is installed in the seventh bearing 16 to achieve a rotatable connection between the fifth bevel gear 67 and the first support seat 65, providing support for the fifth bevel gear 67 with a shaft. When the driving force of the first bevel gear 61 or the second bevel gear 62 with a shaft is transmitted to the fifth bevel gear 67 with a shaft, the fifth bevel gear 67 with a shaft can rotate, thereby improving the reliability and stability of the device.

[0073] The second support seat 66 includes a second arc plate 661 and a second support plate 662, the second arc plate 661 is coaxial with the third shaft bevel gear 63 and is connected thereto, the second arc plate 661 is plugged into the third shaft bevel gear 63, the second support plate 662 is parallel to the second arc plate 661, and a second mounting hole 6621 is provided on the second support plate 662, the eighth bearing 17 is embedded in the second mounting hole 6621, and the sixth shaft segment of the sixth shaft bevel gear 68 is installed in the eighth bearing 17, so as to realize the rotatable connection between the sixth shaft bevel gear 68 and the second support seat 66, and when the driving force of the first shaft bevel gear 61 or the second shaft bevel gear 62 is transmitted to the sixth shaft bevel gear 68, the sixth shaft bevel gear 68 can rotate, thereby improving the reliability and stability of the device;

[0074] When the first shaft bevel gear 61 or the second shaft bevel gear 62 drives the fifth shaft bevel gear 67 and the sixth shaft bevel gear 68 to engage and rotate simultaneously, the third shaft bevel gear 63 rotates, thereby driving the fourth shaft bevel gear 64 to rotate, thereby realizing the rotation of the output shaft 7.

[0075] In some embodiments, the aircraft nose wheel steering mechanism further includes a motor cover 18, which is connected to the reduction gearbox 3 and is disposed outside the first drive device 1 and the second drive device 2. By disposing the motor cover 18 outside the first drive device 1 and the second drive device 2, the first drive device 1 and the second drive device 2 are protected from accidental injury to an operator during operation by the first drive device 1 and the second drive device 2, thereby improving the safety and reliability of the device.

[0076] In some embodiments, the motor cover 18 is further provided with an adapter socket 19, one end of which is electrically connected to the photoelectric switch 14 and the other end is used to plug in an external signal line. By electrically connecting one end of the adapter socket 19 to the photoelectric switch 14 and the other end being used to plug in an external signal line, wiring of the photoelectric switch 14 is facilitated, improving the convenience and efficiency of assembly.

[0077] In some embodiments, the aircraft nose wheel steering mechanism further includes a coupling 20, the ends of which are respectively connected to the output shaft 7 and the fourth shaft segment of the fourth bevel gear 64. The respective connections of the ends of the coupling 20 to the output shaft 7 and the fourth shaft segment of the fourth bevel gear 64 ensure that the output shaft 7 does not disengage from the fourth shaft segment of the fourth bevel gear 64 during rotation. Furthermore, because the aircraft needs to overcome a huge torque when turning, the coupling 20 can prevent the output shaft 7 and the fourth shaft segment from being subjected to excessive loads, thereby providing overload protection and improving the reliability and stability of the device.

[0078] The working principle of the aircraft nose wheel steering mechanism is as follows: the first driving device 1 and the second driving device 2 do not work at the same time;

[0079] When the first driving device 1 drives the first shaft bevel gear 61 to rotate through the first transmission mechanism 4, the second shaft bevel gear 62 is locked because the second driving device 2 does not move, and the first shaft bevel gear 61 drives the fifth shaft bevel gear 67 and the sixth shaft bevel gear 68 to rotate, thereby driving the third shaft bevel gear 63 to rotate around the second shaft bevel gear 62, thereby driving the fourth shaft bevel gear 64 to rotate, thereby realizing the rotation of the output shaft 7;

[0080] When the second drive device 2 drives the second shaft bevel gear 62 to rotate through the second transmission mechanism 5, the first shaft bevel gear 61 is locked because the first drive device 1 does not move, and the second shaft bevel gear 62 drives the fifth shaft bevel gear 67 and the sixth shaft bevel gear 68 to rotate, thereby driving the third shaft bevel gear 63 to rotate together, driving the fourth shaft bevel gear 64 to rotate, thereby realizing the rotation of the output shaft 7.

[0081] The aircraft front wheel steering mechanism provided in this embodiment realizes the rotation of the output shaft 7 controlled by the two-way input of the first transmission mechanism 4 and the second transmission mechanism 5 through the two-way conversion mechanism 6. At the same time, the operation of one of the first drive device 1 and the second drive device 2 is not affected by the other, and the two-way drive can be converted into the output of the output shaft 7 through the two-way conversion mechanism 6. This reduces the number of parts, has a simpler structure, and reduces the occupied space. When there are many parts inside the aircraft, it is convenient for the flexible layout of the steering mechanism.

[0082] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An aircraft front wheel steering mechanism, characterized in that: It includes a reduction gear box, a first drive device, a second drive device, a first transmission mechanism, a second transmission mechanism, a two-to-one mechanism, an output shaft and a coupling, wherein: The first drive device and the second drive device are installed in parallel outside the reduction gearbox and are connected to the first transmission mechanism and the second transmission mechanism respectively; The two-turn-one mechanism includes a first bevel gear with a shaft, a second bevel gear with a shaft, a third bevel gear gear structure with a shaft, a fourth bevel gear with a shaft, a first support seat, a second support seat, a fifth bevel gear gear with a shaft and a sixth bevel gear gear with a shaft, and the first bevel gear gear with a shaft and the second bevel gear gear with a shaft are mounted on the reduction gear box body in a mirror-symmetrical manner and are coaxial, and are respectively connected to the first transmission mechanism and the second transmission mechanism; the third bevel gear gear structure is rotatably mounted on the second shaft segment of the second bevel gear with a shaft and meshes with the fourth bevel gear with a shaft; the fourth bevel gear gear is rotatably mounted on the reduction gear box body; the first support seat and the second support seat are fixedly mounted on the same end face of the third bevel gear gear structure; the fifth bevel gear gear and the sixth bevel gear gear are rotatably mounted on the first support seat and the second support seat, and both mesh with the first bevel gear gear and the second bevel gear gear with a shaft, the fifth bevel gear gear and the sixth bevel gear gear are coaxial, and the axis of the fifth bevel gear gear is perpendicular to the axis of the first bevel gear gear and are located in the same plane; The two ends of the coupling are respectively connected to the output shaft and the fourth shaft section of the fourth shaft-belt bevel gear; One end of the output shaft away from the coupling is connected to the front wheel of the aircraft.

2. The aircraft nose wheel steering mechanism according to claim 1, wherein: The reduction gear box body is provided with a coaxial first shaft sleeve and a second shaft sleeve; The aircraft front wheel steering mechanism also includes a first bearing and a second bearing, the first bearing is built into the first shaft sleeve and connected thereto, the second bearing is built into the second shaft sleeve and connected thereto, and the two ends of the first shaft section of the first shaft bevel gear are respectively installed in the first bearing and the second bearing.

3. The aircraft nose wheel steering mechanism according to claim 2, wherein: A third sleeve coaxial with the first sleeve is further provided at one end of the reduction gear box away from the first sleeve, and a fourth sleeve coaxial with the third sleeve is provided at the middle of the inner wall of the reduction gear box; The aircraft front wheel steering mechanism also includes a third bearing, a fourth bearing and a fifth bearing; the third bearing is built into the third shaft sleeve and connected thereto; the fourth bearing is built into the fourth shaft sleeve and connected thereto, and the third shaft section of the third shaft bevel gear is installed in the fourth bearing; the fifth bearing is built into the inner hole of the third shaft bevel gear, and the two ends of the second shaft end of the second shaft bevel gear are respectively installed in the third bearing and the fifth bearing.

4. The aircraft nose wheel steering mechanism according to claim 3, wherein: A fifth sleeve is provided at a position of the reduction gear box body close to the output shaft, and the axis of the fifth sleeve is perpendicular to the axis of the third sleeve; The aircraft front wheel steering mechanism further includes a sixth bearing, which is built into and connected to the fifth shaft sleeve, and the fourth shaft segment is installed in the sixth bearing.

5. The aircraft nose wheel steering mechanism according to claim 1, wherein: The first transmission mechanism includes a first worm wheel and a first worm. The first worm wheel is fixedly connected to the first shaft section of the first shaft bevel gear. The first worm is connected to the first driving device and meshes with the first worm wheel.

6. The aircraft nose wheel steering mechanism according to claim 1, wherein: The second transmission mechanism includes a second worm wheel and a second worm. The second worm wheel is fixedly connected to the second shaft section of the second shaft bevel gear. The second worm is connected to the second driving device and meshes with the second worm wheel.

7. The aircraft nose wheel steering mechanism according to claim 6, wherein: An induction disc is provided on the output shaft; The aircraft front wheel steering mechanism further includes a photoelectric switch and a mounting plate. The mounting plate is located in the reduction gearbox and is fixedly connected thereto. The photoelectric switch is mounted on the mounting plate and is used to sense the position of the sensing disk.

8. The aircraft nose wheel steering mechanism according to claim 7, wherein: There are multiple photoelectric switches, and the multiple photoelectric switches are arranged circumferentially with the axis of the output shaft as the center line.

9. The aircraft nose wheel steering mechanism according to claim 1, wherein: The first support seat includes a first arc-shaped plate and a first support plate, the first arc-shaped plate is coaxial with and connected to the third bevel gear with a shaft, the first support plate is parallel to the first arc-shaped plate, a first mounting hole is provided on the first support plate, and the fifth shaft segment of the fifth bevel gear with a shaft is connected to the first mounting hole; The second support seat includes a second arc-shaped plate and a second support plate, the second arc-shaped plate is coaxial with the third bevel gear with a shaft and connected thereto, the second support plate is parallel to the second arc-shaped plate, and a second mounting hole is provided on the second support plate, and the sixth shaft segment of the sixth bevel gear with a shaft is connected to the second mounting hole.

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