Buffer of aircraft landing gear

Abstract

According to the technical scheme, the buffer is characterized in that the buffer comprises an outer ring, and the outer ring is used for being connected with a wheel axle frame; the inner ring is coaxially arranged in the outer ring and is used for being connected with a machine body; the elastic body is arranged between the inner ring and the outer ring in a vulcanization mode so that the axle frame can be compressed to rotate during landing, and the inner ring and the outer ring are driven to rotate relatively so as to compress the elastic body for buffering and vibration isolation. The buffer of the aircraft landing gear is simple in structure, and can achieve the effect of full buffering and shock absorption when being applied to small aircrafts.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft landing gear, and more particularly to a buffer of an aircraft landing gear. Background Art

[0002] Landing gear is the underside of an aircraft used to support the aircraft during takeoff, landing, or taxiing, allowing it to maneuver on the ground. For helicopters, the landing gear is the only component that supports the entire aircraft, making it an integral part of the aircraft. It provides support during takeoff and landing, ensuring the aircraft can take off and land normally. Furthermore, the landing gear's cushioning is crucial for reducing impact during landing and protecting the aircraft's internal electronic components.

[0003] The existing Chinese patent with the announcement number CN205837180U discloses a cushioned landing gear, comprising a rotating shaft, a bracket hinged to the rotating shaft, a cushioning structure connected between the bracket and the rotating shaft, and a first sleeve having one end hinged to the rotating shaft and a second sleeve having one end hinged to the bracket. The first sleeve and the second sleeve are sleeved together, a connecting ring is sleeved on the outside of the first and second sleeves, a first cushioning spring is provided between the connecting ring and the hinged end of the first sleeve, and a second cushioning spring is provided between the connecting ring and the hinged end of the second sleeve. The first and second cushioning springs have different limit loads. Due to the different limit loads of the first and second cushioning springs, when subjected to external force, one spring is activated and compressed first, and the other spring then starts to activate and compress, so as to adapt to various complex landing environments.

[0004] Although the prior art provides a buffer landing gear with a buffering function, the overall structure of the buffer landing gear is relatively complex, so the cost is too high when applied to small aircraft. Therefore, a simple and practical landing gear buffer is urgently needed. Utility Model Content

[0005] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a buffer for aircraft landing gear, which has a simple structure and can fully buffer and reduce shock when used on small aircraft.

[0006] To achieve the above objectives, the present invention provides the following technical solutions:

[0007] A buffer for an aircraft landing gear, comprising:

[0008] an outer ring, the outer ring being used for connecting with the axle carrier;

[0009] an inner ring, the inner ring being coaxially disposed inside the outer ring and being used for connecting with the fuselage;

[0010] The elastic member is vulcanized and arranged between the inner ring and the outer ring, so that the wheel axle frame is compressed and rotated during landing, driving the inner ring and the outer ring to rotate relative to each other to compress the elastic member for buffering and vibration isolation.

[0011] As a further improvement of the present invention, a tenon is provided in the circumferential direction of the outer diameter of the inner ring, and the elastic member is sleeved outside the tenon and adapted to the tenon.

[0012] As a further improvement of the present invention, a keyway is provided on the circumference of the outer wall of the outer ring, a connecting key is installed in the keyway, and the connecting key is used to transmit the torsional load of the wheel axle frame.

[0013] As a further improvement of the present invention, the end of the outer ring is connected to an end cover via a thread, and the end cover is used to connect and position the inner ring and the outer ring.

[0014] As a further improvement of the present invention, a flexible support belt is provided between the inner ring and the end cover, and the flexible support belt is used to transfer radial load between the inner ring and the end cover.

[0015] As a further improvement of the present invention, a thrust washer is further provided between the inner ring and the end cover, and the thrust washer is used to transfer the axial load of the inner ring to the end cover.

[0016] As a further improvement of the present invention, O-rings are further provided on both sides of the flexible support belt, and the O-rings are used to prevent grease from evaporating and leaking.

[0017] Beneficial effects of the utility model:

[0018] As the fuselage continues to press down after the wheels touch the ground during aircraft landing, the wheel position no longer changes in the vertical direction. As the fuselage continues to sink, the axle frame deflects counterclockwise with the joint axis as the fulcrum. The outer ring of the buffer at the joint axis is fixedly connected to the axle frame, and the inner ring of the buffer is fixedly connected to the fuselage. Therefore, relative rotation occurs between the inner and outer rings of the buffer, and the vulcanized elastic parts between the inner and outer rings are squeezed or stretched. The buffer begins to absorb the landing impact of the aircraft. When the tenon of the inner ring gradually approaches the outer ring, the elastic parts on both sides of the tenon approach the compression limit on one side and the tensile limit on the other side, and the stiffness and support gradually increase. When the vertical height position of the aircraft tends to be stable, the downforce exerted by the fuselage on the landing gear also tends to be stable. The reaction force of the elastic parts set in the buffer to restore their own shape is balanced. When the aircraft stops, the elastic parts remain in their original shape, completing the release of the damping force. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram showing the three-dimensional structure of the buffer;

[0020] Figure 2 A schematic cross-sectional view showing the tenon.

[0021] Figure numerals: 1. connecting key; 2. outer ring; 3. end cover; 4. inner ring; 5. O-ring; 6. flexible support belt; 7. thrust washer; 8. elastic member; 9. tenon. DETAILED DESCRIPTION

[0022] The present invention will be further described below in conjunction with the accompanying drawings and embodiments. Identical components are denoted by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to directions in the accompanying drawings, and the terms "bottom," "top," "inner," and "outer" refer to directions toward or away from the geometric center of a particular component, respectively.

[0023] refer to Figure 1 As shown in the figure, a specific embodiment of a buffer for an aircraft landing gear of the present invention includes a buffer for connecting the fuselage and the axle frame. The buffer includes an outer ring 2, an inner ring 4 and an elastic member 8. The outer wall circumference of the outer ring 2 is provided with a keyway, and the keyway is used to install a connecting key 1. The connecting key 1 is connected to the axle frame and is used to transmit torsional loads. The outer ring 2 is fixedly connected to the axle frame to transmit radial loads and axial loads between the axle frame and the connecting key 1. The inner ring 4 is coaxially arranged inside the outer ring 2 and fixedly connected to the fuselage interface so that radial force is transmitted through the inner wall of the inner ring 4 and the interface with the fuselage. The end of the outer ring 2 is connected to the end cover 3 by a thread to connect and position the inner ring 4 and the outer ring 2, so that radial load and axial load can be transmitted between the inner ring 4 and the outer ring 2. The elastic member 8 is arranged between the outer ring 2 and the inner ring 4 by vulcanization and is used to transmit torsional load. Because the elastic member 8 is made of flexible material, it absorbs the torsional impact transmitted by the wheel axle frame when subjected to tensile and compressive deformation to form a buffering and damping effect. A tenon 9 is provided in the circumferential direction of the outer diameter of the inner ring 4, and the elastic member 8 is sleeved on the tenon 9. The tenon 9 improves the support for the elastic member 8 and improves the buffering effect during buffering.

[0024] A flexible support belt 6 is provided between the inner ring 4 and the end cover 3. The flexible support belt 6 is used to transfer radial loads between the inner ring 4 and the end cover 3 to reduce the wear between the inner ring 4 and the end cover 3. A thrust washer 7 is also provided between the inner ring 4 and the end cover 3. The thrust washer 7 is used to transfer the axial load of the inner ring 4 to the end cover 3, further helping to reduce the wear between the inner ring 4 and the end cover 3. O-rings 5 ​​are also provided on both sides of the flexible support belt 6. The O-rings 5 ​​are used to prevent grease evaporation and leakage to extend the maintenance cycle of the buffer.

[0025] Working principle and its effect:

[0026] During the landing process of the aircraft, the fuselage continues to press down after the wheels touch the ground, and the wheel position no longer changes in the vertical direction. As the fuselage continues to sink, the axle frame deflects counterclockwise with the joint axis as the fulcrum. The outer ring 2 of the buffer at the joint axis is fixedly connected to the axle frame, and the inner ring 4 of the buffer is fixedly connected to the fuselage. Therefore, relative rotation occurs between the inner and outer rings 2 of the buffer, and the vulcanized elastic member 8 between the inner and outer rings 2 is squeezed or stretched. The buffer begins to absorb the landing impact of the aircraft. When the tenon 9 of the inner ring 4 gradually approaches the outer ring 2, the elastic members 8 on both sides of the tenon 9 approach the compression limit on one side and the tensile limit on the other side, and the stiffness and support gradually increase. When the vertical height position of the aircraft tends to be stable, the downward force exerted by the fuselage on the landing gear also tends to be stable, and the reaction force of the elastic member 8 set in the buffer to restore its own shape is balanced. When the aircraft stops, the elastic member 8 remains in its original shape, completing the release of the damping force.

[0027] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiment. All technical solutions based on the concept of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, certain improvements and modifications that do not depart from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A buffer for an aircraft landing gear, characterized in that: include: An outer ring (2), the outer ring (2) being used for connecting to the axle frame; an inner ring (4), the inner ring (4) being coaxially arranged inside the outer ring (2) and being used for connecting with the fuselage; An elastic member (8) is vulcanized and arranged between the inner ring (4) and the outer ring (2), so that the axle frame is compressed and rotated during landing, driving the inner ring (4) and the outer ring (2) to rotate relative to each other to compress the elastic member (8) for buffering and vibration isolation.

2. The aircraft landing gear buffer according to claim 1, characterized in that: The inner ring (4) is provided with a tenon (9) in the circumferential direction of the outer diameter, and the elastic member (8) is sleeved outside the tenon (9) and matched with the tenon (9).

3. The aircraft landing gear buffer according to claim 2, characterized in that: The outer wall circumference of the outer ring (2) is provided with a keyway, a connecting key (1) is installed in the keyway, and the connecting key (1) is used to transmit the torsional load of the wheel axle frame.

4. The aircraft landing gear buffer according to claim 3, characterized in that: The end of the outer ring (2) is connected to an end cover (3) via a thread, and the end cover (3) is used to connect and position the inner ring (4) and the outer ring (2).

5. The aircraft landing gear buffer according to claim 4, characterized in that: A flexible support belt (6) is provided between the inner ring (4) and the end cover (3), and the flexible support belt (6) is used to transmit radial load between the inner ring (4) and the end cover (3).

6. The aircraft landing gear buffer according to claim 5, characterized in that: A thrust washer (7) is also provided between the inner ring (4) and the end cover (3), and the thrust washer (7) is used to transfer the axial load of the inner ring (4) to the end cover (3).

7. The aircraft landing gear buffer according to claim 6, characterized in that: O-rings (5) are also provided on both sides of the flexible support belt (6), and the O-rings (5) are used to prevent grease from evaporating and leaking.

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