Aircraft undercarriage lifting system

Abstract

The utility model discloses an aircraft undercarriage lifting system, and relates to the technical field of aircrafts, the aircraft undercarriage lifting system comprises an undercarriage, a driving mechanism, a line hanging mechanism and a control mechanism which are all installed on an aircraft, one end of the undercarriage is rotatably connected to the aircraft, the driving mechanism is connected with the undercarriage through a rope, and the line hanging mechanism is connected with the control mechanism. The rope bypasses the rope hanging mechanism and is used for driving the undercarriage to rotate; and the control mechanism is electrically connected with the driving mechanism. By the adoption of the scheme, the undercarriage can be stored in a vertical state, the folding angle range of the aircraft is greatly widened, and the applicability of the aircraft is enhanced.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to an aircraft landing gear lifting system. Background Art

[0002] With the development of the aircraft industry, more and more aircraft models have been introduced, and the structural requirements for aircraft are also constantly emerging. Some aircraft need to be stowed in vehicles or other spaces, which places higher requirements on the storage space of aircraft landing gear. Existing landing gear can only be stowed within a small area and is not suitable for these types of aircraft. Utility Model Content

[0003] In response to the deficiencies in the prior art, the present invention provides an aircraft landing gear lifting system, which can fold and store the aircraft landing gear into a vertical state, greatly improving the folding angle range of the aircraft and enhancing the applicability of the aircraft.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] An aircraft landing gear lifting system comprises: a landing gear, a drive mechanism, a wire hanging mechanism and a control mechanism, all of which are mounted on the aircraft; one end of the landing gear is rotatably connected to the aircraft; the drive mechanism is connected to the landing gear via a rope, and the rope passes around the wire hanging mechanism to drive the landing gear to rotate; the control mechanism is electrically connected to the drive mechanism.

[0006] Compared with the prior art, the present invention has the following beneficial effects:

[0007] The driving mechanism reels in the rope, which drives the landing gear to rotate around one end of the landing gear, thereby folding and storing the landing gear. This solution can store the landing gear to a vertical state, greatly improving the folding angle range of the aircraft and enhancing the applicability of the aircraft.

[0008] As a preferred embodiment, the control mechanism includes a controller, a transmission frame and an angle sensor, the transmission frame is fixed to the landing gear, the angle sensor includes a housing, an input tooth and a transmission tooth, the input tooth and the transmission tooth are respectively rotatably connected in the housing through a first rotating shaft and a second rotating shaft and the two are meshed with each other, one end of the first rotating shaft passes through the housing and is keyed to the transmission frame; the angle sensor is electrically connected to the controller.

[0009] As a preferred solution, it further comprises a bottom dead center sensor installed on the aircraft, wherein the bottom dead center sensor has an elastic paddle, and a trigger structure for pressing the paddle is fixedly connected to the landing gear.

[0010] As a preferred solution, the line hanging mechanism includes a bracket and a rotating wheel rotatably connected to the bracket via a pin shaft.

[0011] As a preferred solution, the bracket is provided with an anti-jump wire structure for the rope to pass through.

[0012] As a preferred solution, the anti-jump wire structure includes at least a vertical section and a horizontal bending section, and the horizontal bending section is located above the rotating wheel.

[0013] As a preferred solution, it further includes a step bushing, which is sleeved between the pin shaft and the runner, and the step surface of the step bushing is opposite to the end surface of the runner.

[0014] As a preferred solution, the drive mechanism includes a reel cable drive, the cable of which is connected to an end of the rope facing away from the landing gear.

[0015] As a preferred solution, the transmission frame is connected to the first rotating shaft via a spline. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagram of the overall structure of the aircraft;

[0017] Figure 2 It is a structural diagram of the landing gear lifting system;

[0018] Figure 3 It is a cross-sectional schematic diagram of the wire hanging mechanism after assembly;

[0019] Figure 4 This is a schematic diagram of the explosion structure of the hanging wire mechanism;

[0020] Figure 5 This is a schematic diagram of the installation structure of the transmission frame and the angle sensor;

[0021] Figure 6 This is a schematic diagram of the exploded structure of the angle sensor;

[0022] Figure 7 It is a structural diagram of the bottom dead center sensor.

[0023] In the above drawings:

[0024] 1. Aircraft; 2. Landing gear; 3. Crossbar; 4. Rope; 5. Driving mechanism; 6. Bracket; 7. Rotating wheel; 8. Pin; 9. Nut; 10. Transmission frame; 11. Housing; 12. Input gear; 13. Transmission gear; 14. Magnetic ring; 15. Circuit board; 16. First rotating shaft; 17. Bottom dead center sensor; 18. Paddle; 19. Anti-jump wire structure; 20. Step bushing; 21. Trigger structure. DETAILED DESCRIPTION

[0025] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments; the structures described in various embodiments can be freely combined without any conflict in structure or principle.

[0026] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, indirect connection through an intermediate medium, internal communication between two components, or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model according to the specific circumstances.

[0027] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is typically placed when in use. These terms are intended solely to facilitate the description of this utility model and simplify the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," etc., etc., are used solely for distinction and description, and should not be construed as indicating or implying relative importance.

[0028] The utility model proposes an aircraft landing gear lifting system, such as Figure 1 and Figure 2 As shown, the aircraft landing gear lifting system includes a landing gear 2, a drive mechanism 5, a wire hook mechanism, and a control mechanism, all mounted on an aircraft 1. One end of the landing gear 2 is rotatably connected to the side wall of the aircraft 1 via a rotating shaft and bearings. A crossbar 3 is provided on the landing gear 2, to which a rope 4 is connected. The rope 4 is preferably a steel wire rope. The drive mechanism 5 is connected to the rope 4 to drive the landing gear 2 to rotate, thereby achieving the raising and lowering (i.e., folding and unfolding) of the landing gear 2 of the aircraft 1. For example, the drive mechanism 5 includes a reel cable drive equipped with a conventional mass-produced motor and a wire winding mechanism (e.g., a motor and wire winding mechanism that can be directly borrowed from a window lifter). The cable of the reel cable drive is connected to the end of the rope 4 facing away from the landing gear 2. This structural design is mature, with a short development cycle, a lightweight structure, and high reliability.

[0029] Combine Figure 3 and Figure 4As shown, the main purpose of the wire-hanging mechanism is to allow the rope 4 to change direction freely and provide force support. Exemplarily, the wire-hanging mechanism includes a bracket 6 and a rotating wheel 7, which is rotatably connected to the bracket 6 via a pin 8. Specifically, the right end of the pin 8 passes through the center of the rotating wheel 7 and the bracket 6, and is ultimately locked by a nut 9. The rotating wheel 7 is positioned by the pin 8; the rope 4 passing around the rotating wheel 7 reduces system friction. The control mechanism is electrically connected to the drive mechanism 5. The control mechanism itself is conventional, such as an ECU module. The control mechanism coordinates the actuation timing of the relevant mechanisms according to a specific logic, thus achieving operational regulation of the entire system. Exemplarily, the main control unit of the aircraft 1 sends a signal to the ECU of the landing gear 2. The ECU of the landing gear 2 controls the motor of the drive mechanism 5, which then feeds back the Hall effect signal of the motor to the ECU of the landing gear 2. In addition, an angle sensor and a bottom dead center sensor 17 (described later in detail) can be added to transmit the angular position signal and bottom dead center position signal of the landing gear 2 to the ECU of the landing gear 2, respectively.

[0030] Using the above solution, if Figure 2 As shown, the motor of the drive mechanism 5 drives its reel to rotate, thereby reeling in the rope 4. The rope 4 drives the landing gear 2 to rotate around one end of the landing gear 2, thereby folding the landing gear 2 for storage. This solution allows the landing gear 2 to be stored in a vertical position, greatly increasing the folding angle range of the aircraft 1 and enhancing the applicability of the aircraft 1. In addition, it has the advantages of simple structure, high reliability, mature technology, and low noise.

[0031] In some other embodiments, the control mechanism includes a transmission frame 10 and an angle sensor in addition to the controller (ECU module); Figure 5 and Figure 6As shown, the transmission frame 10 is fixed to the landing gear 2 to ensure that the transmission frame 10 can rotate with the landing gear 2. The angle sensor includes a housing 11, an input tooth 12, and a transmission tooth 13. The input tooth 12 and the transmission tooth 13 are rotatably connected in the housing 11 via a first rotating shaft 16 and a second rotating shaft, respectively, and the two are meshed. The outer ring of the transmission tooth 13 is provided with a magnetic ring 14. A PCBA circuit board 15 is also installed in the housing 11 and is located above the magnetic ring 14. One end of the first rotating shaft 16 passes through the housing 11 and is keyed to the transmission frame 10. For example, one end of the first rotating shaft 16 is provided with a spline, and one end of the transmission frame 10 is provided with a hole that matches the spline profile. After being assembled in place, one end of the transmission frame 10 is connected to the first rotating shaft 16 via the spline. The purpose of this design is that, since the rotating shaft portion of the landing gear 2 is an extremely important structural component, its structure is complex and there is no extra space, so a transmission frame 10 is specially added to the landing gear 2, and the transmission frame 10 is connected to the spline on the first rotating shaft 16 of the angle sensor to transmit power; the hole structure of the transmission frame 10 is used as the input shaft of the angle sensor, thereby driving the internal gear of the angle sensor to rotate to generate a Hall signal, and then monitor the angle. The angle sensor is electrically connected to the controller, and the angle sensor uses a Hall element to monitor the angle of the landing gear 2, making the control more precise. In practice, the gear reduction ratio can be adjusted according to the customer's required accuracy, thereby adjusting the speed of the transmission teeth 13 / magnetic ring 14, so as to control the number of Hall signals to meet the needs. In addition, this solution can add two or more sets of gears as needed to meet various accuracy requirements.

[0032] In some other embodiments, combined Figure 2 and Figure 7 As shown, aircraft 1 is also equipped with a bottom dead center sensor 17. This sensor accurately indicates whether the bottom dead center is in place, meeting precise positioning requirements. For example, bottom dead center sensor 17 includes a resilient paddle 18, and a trigger structure 21 is fixedly connected to landing gear 2. When landing gear 2 is lowered to the bottom dead center, trigger structure 21 on landing gear 2 contacts paddle 18 of bottom dead center sensor 17. Paddle 18 is forced downward a certain distance, generating an electrical signal to the ECU.

[0033] In some other embodiments, the bracket 6 is provided with an anti-jump wire structure; illustratively, in combination with Figure 3 and Figure 4 As shown, the anti-jump wire structure includes a vertical section and a horizontal bending section, and the horizontal bending section is located above the wheel 7. When the rope 4 is stuck in the groove of the wheel 7, the anti-jump wire mechanism 19 limits the rope 4 to prevent it from exiting the groove of the wheel 7, and the operation is reliable.

[0034] In some other embodiments, combined Figure 3 and Figure 4As shown, another anti-jump wire mechanism 19 includes a U-shaped slot, and the rope 4 is inserted into the slot to enhance the limiting effect on the rope 4.

[0035] In some other embodiments, combined Figure 3 As shown, a step bushing 20 is also included, which is sleeved between the pin 8 and the runner 7, and the step surface of the step bushing 20 is arranged opposite to the end surface of the runner 7. With this design, even if the torque of the pin 8 is unstable, the thickness of the step bushing 20 can ensure the axial clearance of the runner 7.

Claims

1. An aircraft landing gear lifting system, characterized in that: include: A landing gear (2), a driving mechanism (5), a hanging wire mechanism and a control mechanism are all installed on an aircraft (1); one end of the landing gear (2) is rotatably connected to the aircraft (1); the driving mechanism (5) is connected to the landing gear (2) via a rope (4), and the rope (4) passes around the hanging wire mechanism to drive the landing gear (2) to rotate; and the control mechanism is electrically connected to the driving mechanism (5).

2. The aircraft landing gear lifting system according to claim 1, wherein: The control mechanism comprises a controller, a transmission frame (10) and an angle sensor, wherein the transmission frame (10) is fixed on the landing gear (2); the angle sensor comprises a housing (11), an input tooth (12) and a transmission tooth (13); the input tooth (12) and the transmission tooth (13) are rotatably connected in the housing (11) via a first rotating shaft (16) and a second rotating shaft respectively and the two are meshed with each other; one end of the first rotating shaft (16) passes through the housing (11) and is key-connected to the transmission frame (10); and the angle sensor is electrically connected to the controller.

3. The aircraft landing gear lifting system according to claim 2, wherein: It also includes a bottom dead center sensor (17) installed on the aircraft (1), the bottom dead center sensor (17) has an elastic paddle (18), and a trigger structure (21) for pressing the paddle (18) is fixedly connected to the landing gear (2).

4. An aircraft landing gear lifting system according to any one of claims 1 to 3, characterized in that: The wire hanging mechanism comprises a bracket (6) and a rotating wheel (7) rotatably connected to the bracket (6) via a pin shaft (8).

5. The aircraft landing gear lifting system according to claim 4, characterized in that: The bracket (6) is provided with an anti-jump wire structure (19) for the rope (4) to pass through.

6. The aircraft landing gear lifting system according to claim 5, characterized in that: The anti-jump wire structure (19) comprises at least a vertical section and a horizontal bending section, and the horizontal bending section is located above the rotating wheel (7).

7. The aircraft landing gear lifting system according to claim 4, characterized in that: It also includes a step bushing (20) which is sleeved between the pin shaft (8) and the rotating wheel (7), and the step surface of the step bushing (20) is opposite to the end surface of the rotating wheel (7).

8. The aircraft landing gear lifting system according to claim 4, characterized in that: The drive mechanism (5) comprises a reel cable drive, the cable of which is connected to the end of the rope (4) facing away from the landing gear (2).

9. An aircraft landing gear lifting system according to claim 2 or 3, characterized in that: The transmission frame (10) is connected to the first rotating shaft (16) via a spline.

Images