Landing gear and aircraft

Abstract

The utility model discloses an undercarriage and aircraft relates to undercarriage technical field, wherein the undercarriage includes at least two sled, at least two buffer beam and mounting bracket, the two sled is arranged opposite to each other, the buffer beam connects the two sled, the mounting bracket is mounted on the mounting bracket, and the mounting bracket is mounted on the mounting bracket. The at least two buffer beams are convexly arranged upwards and are distributed at intervals in the extension direction of the skid; the mounting bracket is arranged on the buffer beam and is used for connecting an aircraft body; at least two buffer beams comprise front beams, bent beam sections are arranged at the ends of the front beams, the bent beam sections bend and extend outwards towards the rear side, the front ends of the skids extend towards the front side to form front warping sections, and the front warping sections protrude outwards and are connected with the bent beam sections. According to the technical scheme, the buffering and energy absorbing effects of the undercarriage can be improved.

Description

Technical Field

[0001] This utility model relates to the field of landing gear technology, and in particular to a landing gear and an aircraft. Background Technology

[0002] Landing gear, as a shock absorber and energy-absorbing structure for aircraft, plays a crucial role in structural stability and mechanical performance. Skid-type landing gear typically consists of two skids and two shock beams located at the front and rear ends of the skids. The middle section of the shock beams is connected to the aircraft body via mounting brackets, and the ends of the shock beams are connected to the skids. However, existing landing gear systems suffer from inadequate structural design, resulting in poor shock absorption and energy-absorbing performance, and there is still room for improvement. Utility Model Content

[0003] The main purpose of this invention is to provide a landing gear, an aircraft, and an aircraft, which aims to improve the energy absorption and cushioning effect of the landing gear.

[0004] To achieve the above objectives, the landing gear proposed in this utility model includes:

[0005] The skids are provided in at least two, with the two skids arranged opposite to each other;

[0006] At least two buffer beams are provided, each connecting two of the skids. The at least two buffer beams protrude upwards and are spaced apart along the extension direction of the skids.

[0007] Mounting brackets are provided on the buffer beam and are used to connect the aircraft body;

[0008] At least two of the buffer beams include a front beam with a curved beam segment at one end, the curved beam segment extending outwardly in a rearward direction, and the front end of the skid extending forwardly in a forward-curved section, the forward-curved section protruding outwardly and connected to the curved beam segment.

[0009] In one embodiment, the landing gear further includes a limiting bracket disposed on the buffer beam, the limiting bracket engaging with the mounting bracket to limit the lateral displacement of the mounting bracket.

[0010] In one embodiment, two mounting brackets are spaced apart on the same buffer beam, and two limiting brackets are correspondingly provided and located at the interval between the two mounting brackets. The limiting brackets abut against the end face of the mounting bracket near the other mounting bracket.

[0011] In one embodiment, the limiting bracket is configured as a clamp and is arranged around the periphery of the buffer beam.

[0012] In one embodiment, the mounting bracket has a mounting channel through which the buffer beam passes, and a stop flange extends inward from the end face of the mounting channel, the outer end face of which abuts against the limiting bracket.

[0013] In one embodiment, the mounting bracket has a mounting channel through which the buffer beam passes, and the landing gear further includes a shock-absorbing pad capable of elastic deformation, the shock-absorbing pad being disposed between the side wall of the mounting channel and the peripheral side of the buffer beam.

[0014] In one embodiment, the end face of the mounting channel extends inwardly with a stop flange, the inner end face of which abuts against the end face of the shock-absorbing pad.

[0015] In one embodiment, the mounting bracket includes a clamp, which includes a first clamp body and a second clamp body connected together. The first clamp body and the second clamp body together clamp the buffer beam and enable the clamp to rotate about an axis extending in the left-right direction.

[0016] In one embodiment, the mounting bracket further includes a mounting base and an anti-detachment structure. The mounting base is mounted on the upper side of the first hoop and connected to the aircraft body. The anti-detachment structure connects the mounting base and the first hoop to restrict the mounting base from detaching from the first hoop in the vertical direction.

[0017] In one embodiment, the side wall of the mounting base is provided with a downward-facing clearance groove. The anti-detachment structure includes an anti-detachment boss, a mounting post, and a locking member. The anti-detachment boss extends outward from the edge of the clearance groove. The mounting post is mounted on the buffer beam. The clearance groove can be fitted onto the mounting post from top to bottom. The locking member is detachably mounted on the mounting post and abuts against the upper side of the anti-detachment boss.

[0018] In one embodiment, the mounting protrusion is a stud, and the locking element includes a nut and a locking washer. The nut is locked onto the mounting protrusion and clamps the locking washer onto the mounting base. The locking washer abuts against the upper side of the locking protrusion.

[0019] In one embodiment, the nut is a slotted nut, which is fixed circumferentially relative to the stud by a cotter pin.

[0020] In one embodiment, the gap between the nut and the stud is filled with protective adhesive.

[0021] In one embodiment, the first hoop is disposed above the second hoop and is used to connect the aircraft body; the mechanical strength of the first hoop is greater than that of the second hoop, and / or, the first hoop and the second hoop are provided with reinforcing ribs, the reinforcing ribs are wrapped around the outer periphery of the hoop along the front-rear direction of the landing gear, the number of reinforcing ribs on the first hoop is greater than the number of reinforcing ribs on the second hoop, and the plurality of reinforcing ribs on the first hoop are arranged along the left-right direction of the landing gear.

[0022] In one embodiment, the landing gear further includes a first joint, with the front beam and the skid respectively inserted at opposite ends of the first joint; the front beam and / or the skid are fixedly connected to the first joint via a connector, and / or the ratio of the depth of the front beam inserted into the first joint to the diameter of the front beam is in the range of 1 to 2, and / or the ratio of the depth of the skid inserted into the first joint to the diameter of the skid is in the range of 1 to 2.

[0023] In one embodiment, the buffer beam is made of spring steel, and the skid is made of wrought aluminum alloy.

[0024] In one embodiment, the buffer beam and / or the skid is a tubular structure with a circular, elliptical, or polygonal cross-sectional shape.

[0025] In one embodiment, the landing gear further includes abrasion pads disposed on the underside of the skid.

[0026] In one embodiment, at least two of the buffer beams include a rear beam, and the landing gear further includes a second joint having a socket and a fastening groove. The end of the rear beam is inserted into the socket and fixed by bolts, and the fastening groove is fastened to the upper side of the skid and fixed by rivets.

[0027] In one embodiment, the rear end of the skid extends upward and rearward with a rearward warped section, and the radii of the rearward warped section, the front warped section, and the curved beam section are configured to be the same.

[0028] In one embodiment, at least two mounting brackets are provided at intervals along the extension direction of the same buffer beam, the distance between the two mounting brackets at the outermost ends is d, and the width of the landing gear in the distribution direction of the mounting brackets is D, where 0.3≤d / D≤0.7.

[0029] In one embodiment, at least two of the buffer beams include a front beam and a rear beam, and each of the transverse beam segments of the front beam and the rear beam is provided with at least two of the mounting brackets. The rear beam is located close to the center of gravity of the aircraft, and the d / D value on the rear beam is smaller than the d / D value on the front beam.

[0030] In one embodiment, 0.45 ≤ d / D ≤ 0.5.

[0031] This utility model also proposes an aircraft, including an aircraft body and the aforementioned landing gear, wherein the landing gear is disposed on the underside of the aircraft body.

[0032] In this invention, a curved beam segment extends outwards and to the rear, while a forward-curving segment protrudes outwards and connects with the curved beam segment. This creates a smooth, transitional arc-shaped structure between the forward-curving segment and the curved beam segment of the front beam. On one hand, this allows both the curved beam segment and the forward-curving segment to bend and deform, absorbing impact loads and maximizing the overall elastic deformation of the landing gear, thus improving its energy absorption effect. On the other hand, it continuously transfers the impact energy borne by the buffer beam to the skids, allowing the skids to also absorb energy, achieving a multi-stage energy absorption effect and further enhancing the landing gear's energy absorption capacity. Furthermore, the outward bending of the curved beam segment to the rear increases the distance between the two skids, resulting in a wider overall landing gear and ensuring sufficient anti-rollover angle for the aircraft. It also reduces air resistance and improves the aerodynamics of the landing gear, thereby reducing wind resistance during flight. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0034] Figure 1 A schematic diagram of a landing gear embodiment provided by this utility model;

[0035] Figure 2 for Figure 1 The exploded view of the components at the mounting bracket of the structure shown;

[0036] Figure 3 for Figure 2 The diagram shows the assembly relationship of the structure after the mounting base is hidden.

[0037] Figure 4 for Figure 1 Top view of the structure shown;

[0038] Figure 5 for Figure 1 Side view of the structure shown;

[0039] Figure 6 for Figure 1 Front view of the structure shown;

[0040] Figure 7 for Figure 1 A magnified view of a portion of the structure shown at the second joint;

[0041] Figure 8 for Figure 7 A schematic diagram of the structure of the second connector.

[0042] Explanation of icon numbers:

[0043] 10. Skid; 11. Forward warping segment; 12. Backward warping segment;

[0044] 20. Buffer beam; 201. Straight beam segment; 202. Curved beam segment; 21. Front beam; 22. Rear beam;

[0045] 30. Mounting bracket; 301. Mounting channel; 31. Clamp; 311. First clamp body; 312. Second clamp body; 313. Stop flange; 314. Reinforcing rib; 32. Mounting base; 321. Clearance groove; 33. Anti-detachment structure; 331. Anti-detachment boss; 332. Mounting protrusion; 333. Locking element; 334. Anti-detachment washer;

[0046] 40. Limiting bracket; 41. Third hoop;

[0047] 51. First connector; 52. Second connector; 521. Insertion hole; 522. Snap-in groove;

[0048] 61. Rivet; 62. Nut; 63. Cotter pin;

[0049] 70. Shock-absorbing pad; 80. Abrasion-resistant pad.

[0050] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0051] The following will be combined with the drawings in 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 shall fall within the scope of protection of the present invention.

[0052] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0053] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0054] This utility model proposes a landing gear; please refer to [link / reference]. Figure 1 In one embodiment of this utility model, the landing gear includes at least two skids 10 and at least two buffer beams 20. The at least two skids 10 are arranged opposite each other, and the buffer beams 20 connect the two skids 10. The at least two buffer beams 20 protrude upwards and are spaced apart along the extension direction of the skids 10, and are used for installation with the aircraft body. Optionally, the upwardly protruding buffer beams 20 are generally arc-shaped, thus utilizing the elastic deformation of the arc-shaped structure itself to absorb the impact energy received by the landing gear.

[0055] Without loss of generality, the aircraft body includes a fuselage and a propeller mounted on the fuselage. The fuselage is mounted above a buffer beam and has a crew cabin for the pilot and passengers.

[0056] Please see Figure 1 and Figure 4 Optionally, the buffer beam 20 has a horizontal beam segment 201 capable of elastic deformation and two curved beam segments 202, with the curved beam segments 202 connecting the horizontal beam segment 201 and the skid 10. Thus, in this embodiment, in addition to transmitting loads, the buffer beam 20 can also absorb impact loads through the elastic deformation of the horizontal beam segment 201 and the curved beam segments 202, thereby effectively absorbing energy and improving the landing gear's energy absorption effect.

[0057] Optionally, the buffer beam 20 is made of a metal material with excellent elastic properties, such as spring steel, while the skid 10 is made of a metal material with low density, high specific strength, and high specific stiffness, such as wrought aluminum alloy. Specifically, the buffer beam 20 and skid 10 are manufactured using spring steel and wrought aluminum alloy, respectively, and these two are physically coupled into the landing gear. The buffer beam 20 made of spring steel has sufficient strength and toughness to meet impact loads, while the skid 10 made of wrought aluminum alloy has sufficient strength and a low modulus, which significantly increases the energy absorption rate of the landing gear material deformation.

[0058] In this way, on the one hand, the overall weight of the landing gear can be reduced as much as possible while meeting the strength requirements; on the other hand, the overall deformation energy absorption function of the landing gear can be fully utilized, so that the landing gear can effectively absorb impact loads and improve the operational safety of the aircraft. Of course, in other embodiments, the materials of the buffer beam 20 and the skid 10 can also be aluminum alloy or spring steel, or other materials.

[0059] To avoid the problem of easy wear on the skid 10, optionally, the wrought aluminum alloy in this embodiment is an ultra-hard wrought aluminum alloy. Of course, other means can also be used to solve this problem simultaneously. For example, in one embodiment, the landing gear further includes an anti-wear plate 80, which is disposed on the lower side of the skid 10. Optionally, the anti-wear plate 80 is made of a high-hardness metal, such as stainless steel, titanium alloy, or tungsten steel, and can be fixed to the skid 10 by rivets 61. Thus, the anti-wear plate 80 prevents the lower side of the skid 10 from directly contacting the ground, avoiding the problem of easy wear caused by direct contact with the ground and improving the service life of the skid 10. Of course, in other embodiments, the anti-wear plate 80 may not be provided.

[0060] Optionally, multiple anti-wear plates 80 are provided on the same skid 10. One anti-wear plate 80 is located at the front contact point of the skid 10, another anti-wear plate 80 is located at the rear contact point of the skid 10, and yet another anti-wear plate 80 is located in the middle of the skid 10. The front and rear contact points are common knowledge in the field of landing gear and will not be elaborated upon here. In this way, the ground contact surface of the skid 10 can be kept entirely suspended relative to the ground by the multiple anti-wear plates 80, thereby further reducing the risk of wear on the skid 10.

[0061] Optionally, the buffer beam 20 and the skid 10 are tubular structures with a circular, elliptical, or polygonal cross-sectional shape. For example, both the buffer beam 20 and the skid 10 are circular tubes. This results in a stable structure with good mechanical properties, which is beneficial to the structural stability and energy absorption of the landing gear. Of course, in other embodiments, only the buffer beam 20 or the skid 10 may be configured as a circular tube, or the buffer beam 20 and the skid 10 may be configured as elliptical or square tubes, etc. In other embodiments, the buffer beam 20 and the skid 10 may be configured as solid rod-like structures.

[0062] It is understood that there are multiple ways to achieve physical coupling between the buffer beam 20 and the skid 10; for example, please refer to [link to relevant documentation]. Figure 1 In one embodiment, the landing gear further includes a first joint 51, with the front beam 21 and skid 10 respectively inserted at opposite ends of the first joint 51. The front beam 21 and / or skid 10 are fixedly connected to the first joint 51 via a connector. Optionally, the connector is a rivet 61, and the first joint 51 is a tubular structure that can be fitted onto the front beam 21 and skid 10. This results in a simple and easy-to-implement structure. Of course, in other embodiments, the front beam 21 can be directly welded to the skid 10, or the connector can be a screw.

[0063] To improve the installation reliability of the front beam 21, the skid 10, and the first connector 51, optionally, the ratio of the depth of the front beam 21 inserted into the first connector 51 to the diameter of the front beam 21 is in the range of 1 to 2, such as 1.3, 1.5, or 1.7; the ratio of the depth of the skid 10 inserted into the first connector 51 to the diameter of the skid 10 is in the range of 1 to 2, such as 1.3, 1.5, or 1.7.

[0064] Please see Figure 7 and Figure 8 Furthermore, at least two buffer beams 20 include a rear beam 22, and the landing gear also includes a second joint 52. The second joint 52 is provided with an insertion hole 521 and a fastening groove 522. The end of the rear beam 22 is inserted into the insertion hole 521 and fixed with bolts, and the fastening groove 522 is fastened to the upper side of the skid 10 and fixed with rivets 61. Optionally, the second joint 52 has a generally T-shaped structure, that is, the extension direction of the insertion hole 521 and the extension direction of the fastening groove 522 intersect. In this way, the structure is simple and easy to implement. Of course, in other embodiments, the rear beam 22 can also be directly welded and fixed to the skid 10.

[0065] It is worth mentioning that the landing gear of this utility model uses different types of rivets 61 according to different forces. High-strength rivets are used in connection positions with high forces, while ordinary-strength rivets, such as ordinary stainless steel rivets, are used in connection positions with low forces. Specifically, the rivets used for the first joint 51 and the second joint 52 are high-strength rivets, while the rivets used for the anti-wear plate 80 are ordinary-strength rivets. In this way, the production cost of the landing gear can be reduced while meeting the rivet connection strength requirements. Of course, in other embodiments, the rivets on the landing gear can also be of the same type and specification.

[0066] Please see Figures 4 to 6 In one embodiment, at least two buffer beams 20 include a front beam 21, the end of which has a curved beam segment 202. The curved beam segment 202 bends outward toward the rear and connects to the front end of the skid 10. That is, the center of the curved beam segment 202 is located on one side of the center of the landing gear, and the distance between the two curved beam segments 202 gradually increases from front to rear. In this way, on the one hand, the curved beam segment 202 can also bend and deform to absorb impact loads, thereby improving the buffering and energy absorption effect of the landing gear. On the other hand, the outward bending of the curved beam segment 202 toward the rear increases the distance between the two skids 10, thereby making the overall width of the landing gear larger and ensuring that the aircraft has a sufficient anti-rollover angle, while also reducing air resistance and improving the aerodynamics of the landing gear, thereby reducing the wind resistance of the landing gear during flight. Of course, in other embodiments, the structure of the front beam 21 can also be other; for example, the end of the front beam 21 can be bent downward but not inclined to the rear.

[0067] Please see Figures 4 to 6 Optionally, the front end of the skid 10 extends to the side and forward with a forward-curved section 11, which protrudes outward and connects to the curved beam section 211. In this way, the forward-curved section 11 and the curved beam section 211 form a smoothly transitioning arc-shaped structure. On the one hand, the impact energy borne by the buffer beam 20 can be continuously transferred to the skid 10, so that the skid 10 can also play an energy-absorbing role; on the other hand, the forward-curved section 11 itself can also elastically deform and absorb impact energy.

[0068] It is worth mentioning that, in this embodiment of the utility model, the main structure of the landing gear is formed by using a spring steel buffer beam 20 and a deformable aluminum alloy skid 10, and the longitudinal rotational freedom of the mounting bracket 30 on the buffer beam 20 is released. At the same time, a bending beam section 211 and a forward warping section 11 are also provided, so that the overall elastic deformation of the landing gear is fully transformed, so as to achieve a multi-stage energy absorption effect of the landing gear.

[0069] Specifically, the energy of the landing gear after being subjected to impact load can be absorbed by the middle part of the buffer beam 20 by releasing its bending degree of freedom and undergoing elastic deformation, another part of the energy can be absorbed by the bending deformation of the bending beam section 211 of the buffer beam 20, yet another part of the energy can be absorbed by the bending deformation of the front warped section 11 of the skid 10, and yet another part of the energy can be absorbed by the friction between the anti-wear plate 80 and the ground.

[0070] Optionally, the rear end of the skid 10 extends upward and backward to form a rearward warped section 12, and the radii of the rear warped section 12, the front warped section 11, and the curved beam section 202 are configured to be the same. In this way, by unifying the bending radii on the buffer beam 20 and the skid 10, the parameter design of the elements to be considered in the design process can be simplified, and design efficiency can be improved and design costs reduced.

[0071] To reduce the production cost of the landing gear, in one embodiment, the curved beam segment 211 and the forward-curving segment 11 are optionally formed using a bending machine, and the bending radii of the curved beam segment 211 and the forward-curving segment 11 are configured to be the same. That is, the buffer beam 20 and the skid 10 are formed into the curved beam segment 211 and the forward-curving segment 11 respectively using a bending machine and a bending die. In this way, the curved beam segment 211 and the forward-curving segment 11 can share the same set of bending dies, thereby reducing the number of bending dies required for production and lowering the production cost of the landing gear. Of course, in other embodiments, the bending radii of the curved beam segment 211 and the forward-curving segment 11 may be different, or a bending process may not be used for forming.

[0072] Optionally, the rear end of the skid 10 extends upward and backward to form a rearward warped section 12, and the bending radius of the rearward warped section 12 is configured to be the same as that of the front warped section 11; the bending radii of the front beam 21 and the rear beam are also configured to be the same. That is, in this embodiment, the rear warped section 12, the front warped section, and the curved beam section are formed by a bending machine, and the bending radii are configured to be the same. All the bending positions in the main structure of the landing gear are formed by bending using the same bending die, which can further save on bending dies.

[0073] Please see Figure 1 and Figure 2 Furthermore, the landing gear also includes a mounting bracket 30, which is disposed on the buffer beam 20 and used to connect to the aircraft body. Thus, the mounting bracket 30 facilitates the installation of the landing gear to the aircraft body. Of course, in other embodiments, the mounting bracket 30 may not be provided.

[0074] Optionally, at least two buffer beams 20 include a front beam 21 and a rear beam 22, and each of the transverse beam segments 201 of the front beam 21 and the rear beam 22 is provided with at least two mounting brackets 30. Optionally, in this embodiment, both the front beam 21 and the rear beam 22 are provided with two mounting brackets 30, meaning the landing gear has a total of four mounting brackets 30. This ensures the installation stability of the aircraft body and increases the load transfer path between the landing gear and the aircraft body, thereby improving the energy absorption and buffering effect of the landing gear.

[0075] It should be noted that during the landing gear design process, a deformation compatibility analysis is performed on the landing gear structure that meets static strength requirements. This involves conducting static strength simulation analyses of the front beam 21 and rear beam 22 under gravity and overload loads within the aircraft's forward and rearward center of gravity limits. This ensures consistent deformation between the front beam 21 and rear beam 22, resulting in uniform front-to-back and left-to-right deformation of the landing gear. It also ensures that the rollover moment (e.g., side rollover moment or rear rollover moment) is less than the restoring moment, thereby preventing the aircraft from tipping over. In other words, the vertical deformation of the front beam 21 and rear beam 22 is required to be as consistent as possible, ensuring that the vertical displacement of the four mounting brackets 30 (i.e., fuselage mounting points) remains consistent. This allows the aircraft to land with a relatively stable attitude, preventing tipping over.

[0076] The vertical deformation of the buffer beam 20 is mainly determined by the deformation of the curved beam segment 202, which also plays a major role in buffering and absorbing energy. Therefore, the length of the curved beam segment 202 (i.e., its width in the left-right direction of the landing gear) is usually designed to be large. In this embodiment, since the buffer beam 20 as a whole can elastically deform, the transverse beam segment 201 can also elastically deform and absorb energy. However, if the length of the curved beam segment 202 is set to be very large, it will result in the length of the transverse beam segment 201 being very small, which is not conducive to the transverse beam segment 201 fully exerting its deformation energy absorption function.

[0077] Therefore, while existing technologies typically design the length of the bending beam segment 202 to be quite large, this invention specifically increases the length of the horizontal beam segment 201 and widens the distance between the two mounting brackets 30, so that the horizontal beam segment 201 can fully utilize its deformation energy absorption function. For details, please refer to... Figure 4 Optionally, at least two mounting brackets 30 are provided at intervals along the extension direction of the same buffer beam 20, with the distance between the two outermost mounting brackets 30 being d, and the width of the landing gear in the distribution direction of the mounting brackets 30 being D, where 0.3≤d / D≤0.7. It can be understood that the value of this distance d is positively correlated with the length of the transverse beam segment; that is, the longer the transverse beam segment, the larger the allowable value of the distance d, and vice versa.

[0078] It should be noted that the two outermost mounting brackets 30 refer to the two leftmost and rightmost mounting brackets 30 among a plurality of mounting brackets 30. For example, when four mounting brackets 30 are provided on the same buffer beam 20, the two outermost mounting brackets 30 refer to the first and fourth mounting brackets 30 that appear sequentially from left to right.

[0079] In this embodiment, the transverse beam segment 201 located between the two mounting brackets 30 is capable of elastic deformation to absorb energy. Thus, by maximizing the distance between the two mounting brackets 30 located on the same buffer beam 20, on the one hand, the length of the deformable portion in the middle of the buffer beam 20 (i.e., the transverse beam segment 201) can be increased, which is beneficial for improving the landing gear's energy absorption effect; on the other hand, it can also reduce the vibration amplitude of the aircraft body, thereby making the aircraft body's attitude more stable, and also helps to avoid resonance between the landing gear and the fuselage.

[0080] Of course, the distance d between the two mounting brackets 20 should not be excessively increased, and it is also necessary to consider that the curved beam segment 202 can also play a sufficient role in buffering and absorbing energy. Therefore, preferably, 0.45≤d / D≤0.5, for example, d / D can take values ​​of 0.45, 0.47, or 0.5. In this way, the curved beam segment 202 can also have sufficient length to play its deformation energy absorption role, and can also ensure that the amount of deformation of the buffer beam 20 in the vertical direction is large enough when the aircraft lands, so as to lower the center of gravity of the aircraft and improve its landing safety.

[0081] Please see Figure 5 In this embodiment, the rear beam is positioned close to the aircraft's center of gravity, and the d / D value on the rear beam is smaller than that on the front beam. For example, if the d / D value on the rear beam is 0.45, then the d / D value on the front beam could be 0.46, 0.47, 0.48, 0.49, or 0.5, etc.

[0082] Specifically, in this embodiment, the aircraft's center of gravity is closer to the rear beam 22 in the longitudinal direction of the landing gear. Therefore, the rear beam 22 needs to bear and transmit more loads during landing. Thus, on the one hand, by making the length of the curved beam segment 202 of the rear beam 22 larger, the rear beam 22 can bear and absorb more impact energy.

[0083] On the other hand, since the curved beam segment 202 of the front beam 21 is connected to the front warped segment 11 of the skid 10, the vertical displacement of the mounting bracket 30 on the front beam 21 is affected by both the curved beam segment 202 and the front warped segment 11. That is, under the same load conditions, the simultaneous deformation of the curved beam segment 202 and the front warped segment 11 of the front beam 21 will increase the vertical displacement of the mounting bracket 30 on the front beam 21. In order to achieve the goal of keeping the vertical displacement of the four mounting brackets 30 on the front beam 21 and the rear beam 22 consistent, in particular, by setting the length of the curved beam segment 202 of the rear beam 22 to be larger (i.e., setting the d / D value on the rear beam 22 to be smaller), the vertical displacement of the mounting bracket 30 on the rear beam 22 can be increased. That is, in this embodiment, considering the special nature of the structural form in which the curved beam segment 202 of the front beam 21 is connected to the end of the skid 10, the d / D value on the rear beam 22 is set to be smaller than that on the front beam 21.

[0084] Please also refer to Figure 2 and Figure 3 Furthermore, the landing gear also includes a limiting bracket 40, which is located on the buffer beam 20 and engages with the mounting bracket 30 to limit the lateral displacement of the mounting bracket 30. Thus, because the limiting bracket 40 is designed to maintain its fixed installation position on the buffer beam 20, it prevents the lateral displacement of the mounting bracket 30 on the buffer beam 20, ensuring that the relative position of the mounting bracket 30 on the buffer beam 20 remains constant. This, in turn, maintains a constant lateral relative position between the aircraft body and the landing gear, allowing the landing gear to maintain a balanced stress on its left and right sides during different phases such as takeoff and landing, and preventing the problem of one side of the landing gear failing first. This improves the installation stability of the mounting bracket 30 and reduces the probability of lateral slippage, thereby enhancing the operational safety of the aircraft.

[0085] It should be noted that in this embodiment of the utility model, lateral refers to the left-right direction of the aircraft, longitudinal refers to the front-back direction of the aircraft, and vertical refers to the up-down (vertical) direction of the aircraft. Without loss of generality, the aircraft body and landing gear are distributed vertically, and the landing gear is located on the lower side of the aircraft body. The landing gear skid 10 extends approximately longitudinally, and the middle part of the buffer beam 20 extends approximately laterally.

[0086] It is understandable that the limiting bracket 40 can achieve a limiting engagement with the mounting bracket 30 in various ways. For example, please refer to... Figure 4In one embodiment, two mounting brackets 30 are spaced apart on the same buffer beam 20, and two limiting brackets 40 are correspondingly provided and located at the interval between the two mounting brackets 30. The limiting brackets 40 abut against the end face of the mounting bracket 30 closest to the other mounting bracket 30. That is, the left limiting bracket 40 abuts against the right end face of the left mounting bracket 30, and the right limiting bracket 40 abuts against the left end face of the right mounting bracket 30. When the mounting bracket 30 tends to slide to the left, the right limiting bracket 40 can prevent the sliding from happening; when the mounting bracket 30 tends to slide to the right, the left limiting bracket 40 can prevent the sliding from happening.

[0087] Thus, on the one hand, using two spaced-apart mounting brackets 30 to install the landing gear not only improves the reliability of the landing gear installation but also increases the load transfer path, allowing the landing gear to better absorb energy and provide better shock absorption. On the other hand, only two limiting brackets 40 are needed to restrict the leftward or rightward sliding of the mounting bracket 30, resulting in a simple and easy-to-implement structure that reduces the manufacturing cost of the landing gear. Of course, in other embodiments, four limiting brackets 40 may be provided, with one limiting bracket 40 abutting against each of the two opposite end faces of a mounting bracket 30.

[0088] In other embodiments, only one limiting bracket 40 may be provided. The limiting bracket 40 is installed on the mounting bracket 30 by means of bolts, rivets 61 or snap-fit ​​structures to achieve a limiting engagement between the limiting bracket 40 and the mounting bracket 30. In this case, one limiting bracket 40 can simultaneously constrain the leftward and rightward sliding tendencies of the mounting bracket 30.

[0089] Please see Figure 2 and Figure 3 The limiting bracket 40 is configured as a clamp and is arranged around the circumferential side of the buffer beam 20. Specifically, the clamp includes two third clamp bodies 41, which are fixed by bolts and nuts 62 and together surround the circumferential side of the buffer beam 20. The limiting bracket 40 simply clamps the buffer beam 20; therefore, a clamp type with a high coefficient of friction can be selected to prevent lateral displacement due to external forces after clamping the buffer beam 20, thus ensuring the limiting bracket 40's effect on restricting the lateral displacement of the mounting bracket 30. In this way, the limiting bracket 40 has a simple structure and is easy to install and disassemble. Furthermore, since the limiting bracket 40 is installed and fixed to the buffer beam 20 by clamping, there is no need for structural designs such as openings in the buffer beam 20, maintaining the good structural strength and mechanical properties of the buffer beam 20.

[0090] Optionally, the nuts 62 used on the two third clamps 41 are slotted nuts, and are fixed in the circumferential direction relative to the bolts by cotter pins 63, so as to avoid the problem of the nuts 62 loosening or even coming off, thereby improving the installation reliability of the clamps.

[0091] Of course, in other embodiments, the limiting bracket 40 can also be an L-shaped bracket, with one side wall of the L-shaped bracket directly bolted to the buffer beam 20, and the other side wall abutting against the end face of the mounting bracket 30.

[0092] It is understood that the mounting bracket 30 and the buffer beam 20 can be installed in various ways; for example, please refer to [link / reference needed]. Figure 2 and Figure 3 In one embodiment, the mounting bracket 30 has a mounting channel 301 through which the buffer beam 20 passes. The landing gear also includes an elastically deformable shock-absorbing pad 70, which is disposed between the side wall of the mounting channel 301 and the peripheral side of the buffer beam 20. That is, the mounting bracket 30 is indirectly mounted on the buffer beam 20 through the shock-absorbing pad 70. Thus, the shock-absorbing pad 70 can play multiple roles: firstly, it buffers and absorbs energy; secondly, it increases the friction between the buffer beam 20 and the mounting bracket 30 to reduce the risk of lateral displacement of the mounting bracket 30; thirdly, it prevents the buffer beam 20 from wearing due to direct rigid contact with the mounting bracket 30; and fourthly, it can accommodate assembly gaps between multiple buffer beams 20 and the aircraft body caused by manufacturing and assembly tolerances, so as to facilitate the assembly and forming of the landing gear and the aircraft body.

[0093] Optionally, the shock-absorbing pad 70 may be made of rubber or silicone, and its cushioning performance and support stiffness may be adjusted and optimized by adjusting the thickness and material selection of the shock-absorbing pad 70.

[0094] Of course, in other embodiments, the shock-absorbing pad 70 may not be provided, and the mounting bracket 30 may be directly sleeved on the buffer beam 20.

[0095] Please see Figure 2 A stop flange 313 extends inward from the end face of the mounting channel 301, and the inner end face of the stop flange 313 abuts against the end face of the shock-absorbing pad 70. That is, a stop flange 313 is provided at the opening of the mounting channel 301, and the shock-absorbing pad 70 is disposed within the mounting channel 301 and is blocked by the stop flange 313, thereby preventing the shock-absorbing pad 70 from detaching from the mounting channel 301. Of course, in other embodiments, the stop flange 313 may not be provided.

[0096] Optionally, a limiting protrusion is provided on the outside of the mounting channel 301, which abuts against the limiting bracket 40. (See also...) Figure 2Optionally, the limiting protrusion and the stop flange 313 are configured with the same structure, that is, the outer end face of the stop flange 313 abuts against the limiting bracket 40. Thus, this embodiment, by reusing the stop flange 313 as the structure against which the limiting bracket 40 abuts, simplifies the landing gear structure and reduces its manufacturing cost. Of course, in other embodiments, other structures can be used to abut against the limiting bracket 40, that is, the limiting protrusion and the stop flange 313 are different structures.

[0097] It is understood that the mounting bracket 30 has various structural forms; for example, please refer to [link / reference needed]. Figure 2 In one embodiment, the mounting bracket 30 includes a clamp 31, which comprises a first clamp body 311 and a second clamp body 312 connected together. The first clamp body 311 and the second clamp body 312 together clamp the buffer beam 20, allowing the clamp 31 to rotate about an axis extending in the left-right direction. Thus, by releasing the longitudinal rotational freedom of the clamp 31, i.e., allowing the clamp 31 to rotate about the lateral axis, the buffer beam 20 can undergo sufficient bending deformation to absorb energy when the landing gear is subjected to impact loads, thereby improving the landing gear's energy absorption effect. Of course, in other embodiments, the mounting bracket 30 can also have other structural forms. For example, the mounting bracket 30 includes an arc-shaped plate and a straight plate. The arc-shaped plate covers the upper side of the buffer beam 20 and is fixed by bolts or rivets 61, while the straight plate is located on the upper side of the arc-shaped plate and is fixed to the aircraft body by bolts or rivets 61.

[0098] Generally speaking, during the installation of the aircraft body and landing gear, the first hoop 311 is usually pre-installed on the lower side of the aircraft body. Then, when the aircraft body is suspended in the air, the landing gear is raised to approach the lower side of the aircraft body, and the first hoop 311 is aligned with its installation position area on the buffer beam 20. The second hoop 312 is then fastened to the lower side of the buffer beam 20 and aligned with the first hoop 311. Finally, the second hoop 312 is locked onto the first hoop 311 using bolts and nuts 62, thereby realizing the installation and fixing operation of the landing gear on the aircraft body.

[0099] It is understandable that the first hoop 311 can be quickly and accurately aligned with its installation position area on the buffer beam 20 in a variety of ways. For example, positioning lines or positioning frames can be engraved on the buffer beam 20, or the area can be positioned by irradiating the buffer beam 20 with a laser beam during the alignment process of the first hoop 311.

[0100] It is worth mentioning that in the embodiment where the limiting bracket 40 has two parts that abut against the inner end faces of the two mounting brackets 30 (i.e., the end faces of the two mounting brackets 30 facing each other), the limiting bracket 40 can play a positioning role before the clamp 31 is fully assembled, since it has already been accurately installed on the buffer beam 20. Specifically, during the assembly of the main structure of the landing gear (including the skid 10 and the buffer beam 20) using tooling fixtures, the limiting bracket 40 can be accurately installed on the buffer beam 20 using laser positioning and other means. When the aircraft body and its first clamp 311 fall onto the buffer beam 20, placing the first clamp 311 on the side of the limiting bracket 40 will quickly and accurately align the first clamp 311 with its installation position area on the buffer beam 20.

[0101] As can be seen, in this embodiment of the utility model, the limiting bracket 40 serves as the installation and positioning mechanism for the clamp 31. On the one hand, compared to etching positioning lines or frames onto the buffer beam 20, this method saves the production process of etching positioning lines or frames onto the buffer beam 20, and the positioning area is easier to identify visually. On the other hand, compared to using a laser beam to irradiate the buffer beam 20 during the alignment process of the first clamp 311, this method saves the laser alignment operation at this stage, thereby simplifying the assembly operation of the landing gear and the aircraft body, and overcoming the problem of poor positioning accuracy caused by changes in the positioning reference.

[0102] Please see Figure 2 and Figure 3 Furthermore, the mounting bracket 30 also includes a mounting base 32 and an anti-detachment structure 33. The mounting base 32 is mounted on the upper side of the first hoop 311 and connected to the aircraft body. The anti-detachment structure 33 connects the mounting base 32 and the first hoop 311 to prevent the mounting base 32 from detaching from the first hoop 311 in the vertical direction. Thus, the anti-detachment design achieved by the anti-detachment structure 33 effectively prevents the mounting base 32 from detaching from the first hoop 311 in the vertical direction during the flight phase of the aircraft or when the landing gear is subjected to downward loads, thereby preventing the landing gear from detaching from the aircraft body. Of course, in other embodiments, the anti-detachment structure 33 may not be provided, and the mounting base 32 may be directly welded and fixed to the first hoop 311.

[0103] Optionally, the side wall of the mounting base 32 is provided with a downward-facing clearance groove 321. The anti-detachment structure 33 includes an anti-detachment boss 331, a mounting protrusion 332, and a locking member 333. The anti-detachment boss 331 extends outward from the edge of the clearance groove 321. The mounting protrusion 332 is mounted on the buffer beam 20. The clearance groove 321 can fit onto the mounting protrusion 332 from top to bottom. The locking member 333 is detachably mounted on the mounting protrusion 332 and abuts against the upper side of the anti-detachment boss 331.

[0104] Specifically, the mounting base 32 has a roughly C-shaped structure and is fastened to the upper side of the first hoop 311. The mounting base 32 has clearance grooves 321 and anti-detachment protrusions 331 on two opposite side walls. During the process of the mounting base 32 being fastened to the first hoop 311, the mounting protrusion 332 extends into the clearance groove 321 from bottom to top and eventually moves above the anti-detachment protrusion 331. Then, the locking member 333 is installed on the mounting protrusion 332 at this time, so that the locking member 333 is located on the upper side of the anti-detachment protrusion 331 and abuts against the upper side of the anti-detachment protrusion 331 to prevent the anti-detachment protrusion 331 from moving upward. At the same time, the mounting base 32 is fastened to the first hoop 311 as a whole and cannot move downward, thereby achieving relative fixation of the mounting base 32 on the first hoop 311. That is, it can restrict the mounting base 32 from detaching from the first hoop 311 in the vertical direction.

[0105] Please see Figure 2 Optionally, the mounting post 332 is a stud, and the locking element 333 includes a nut 62 and a locking washer 334. The nut 62 is locked onto the mounting post 332, and the locking washer 334 is clamped onto the mounting base 32. The locking washer 334 abuts against the upper side of the locking boss 331. In this way, the structure is simple and easy to install, disassemble, and maintain the mounting base 32 and the first clamp 311.

[0106] It should be noted that the landing gear landing load is transmitted through compression. That is, the landing gear's own weight and the downward inertial load on the landing gear due to flight are transmitted to the aircraft body through the anti-detachment pad 334 on the mounting protrusion 332.

[0107] Of course, in other embodiments, the mounting protrusion 332 may not have external threads, and the locking member 333 may be a sheet structure that can be fitted onto the mounting protrusion 332. When the locking member 333 abuts against the anti-loosening protrusion 331, it is welded and fixed onto the mounting protrusion 332.

[0108] Optionally, the nut 62 in the locking component 333 is a slotted nut, which is fixed circumferentially relative to the stud by a cotter pin 63. This avoids the problem of the nut 62 loosening or even coming off, thereby improving the installation reliability of the mounting base 32.

[0109] Optionally, the gap between the nut 62 and the stud is filled with a protective adhesive (not shown in the accompanying drawings). Optionally, the protective adhesive is a waterproof adhesive, such as epoxy resin waterproof sealant, anaerobic adhesive, or pre-applied thread-locking agent. In this way, the protective adhesive not only prevents the nut 62 from loosening, but also effectively prevents corrosion and failure of the threaded structure on the nut 62 and the stud. Of course, in other embodiments, the protective adhesive may not be used.

[0110] Optionally, the stop flange 313 is provided on the first hoop 311 and / or the second hoop 312, for example, see [reference needed]. Figure 2 It is possible to provide a stop flange 313 only on the second hoop 312.

[0111] Optionally, the mechanical strength of the first hoop 311 is greater than that of the second hoop 312. It should be noted that the mechanical strength of the first hoop 311 being greater than that of the second hoop 312 means that the structural strength of the first hoop 311 is greater than that of the second hoop 312. This difference in strength can be achieved by using materials with different strengths or by using different structural parameters (such as material thickness).

[0112] Please see Figure 4 Optionally, the first hoop 311 and the second hoop 312 are provided with reinforcing ribs 314. The reinforcing ribs 314 are wrapped around the outer periphery of the hoop 31 along the front-rear direction of the landing gear. The number of reinforcing ribs 314 on the first hoop 311 is greater than the number of reinforcing ribs 314 on the second hoop 312, and the multiple reinforcing ribs 314 on the first hoop 311 are arranged along the left-right direction of the landing gear.

[0113] Optionally, in this embodiment, the first hoop 311 has three reinforcing ribs 314 and the second hoop 312 has one reinforcing rib 314. It is understood that since the first hoop 311 mainly bears the impact load during aircraft landing and needs to withstand significant shear force, its strength requirements are high; therefore, it is made of ultra-high strength steel and has multiple reinforcing ribs 314. The second hoop 312, on the other hand, is only subjected to the weight of the landing gear itself after takeoff, and the force is relatively small; therefore, it is made of ordinary structural steel and has only one reinforcing rib 314. Thus, this embodiment, while meeting the requirements for landing gear strength and impact resistance, can minimize weight and reduce costs to the greatest extent possible.

[0114] Of course, in other embodiments, the number of reinforcing ribs 314 of the first hoop 311 and the second hoop 312 may be the same, or the mechanical strength of the first hoop 311 may be less than or equal to that of the second hoop 312.

[0115] It is worth mentioning that the landing gear clamp 31, limit bracket 40 and anti-wear plate 80 of this utility model are all replaceable units to achieve the design purpose of LRU (Line Replaceable Unit), thereby making the maintenance of the landing gear more convenient and the maintenance cycle shorter.

[0116] This utility model also proposes an aircraft, which includes an aircraft body and landing gear. The specific structure of the landing gear is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here. The landing gear is located on the underside of the aircraft body.

[0117] Optionally, the aircraft may be an eVTOL (Electric Vertical Take-off and Landing) aircraft or a helicopter, etc., and this application does not specifically limit it.

[0118] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A landing gear, characterized in that, include: The skids are provided in at least two, with the two skids arranged opposite to each other; At least two buffer beams are provided, the buffer beams connect the two skids, and the at least two buffer beams are convex upwards and distributed at intervals along the extension direction of the skids; and Mounting brackets are provided on the buffer beam and are used to connect the aircraft body; At least two of the buffer beams include a front beam with a curved beam segment at one end, the curved beam segment extending outwardly in a rearward direction, and the front end of the skid extending forwardly in a forward-curved section, the forward-curved section protruding outwardly and connected to the curved beam segment.

2. The landing gear as claimed in claim 1, characterized in that, The landing gear also includes a limiting bracket disposed on the buffer beam, the limiting bracket being in a limiting cooperation with the mounting bracket to restrict the lateral displacement of the mounting bracket.

3. The landing gear as described in claim 2, characterized in that, Two mounting brackets are provided at intervals on the same buffer beam, and two limiting brackets are provided correspondingly and located at the interval between the two mounting brackets. The limiting brackets abut against the end face of the mounting bracket near the other mounting bracket. And / or, the limiting bracket is configured as a clamp and is circumferentially arranged on the periphery of the buffer beam; And / or, the mounting bracket has a mounting channel through which the buffer beam passes, and the end face of the mounting channel extends inwardly with a stop flange, the outer end face of which abuts against the limiting bracket.

4. The landing gear as claimed in claim 1, characterized in that, The mounting bracket has an installation channel, the buffer beam passes through the installation channel, and the landing gear also includes a shock-absorbing pad capable of elastic deformation, the shock-absorbing pad being disposed between the side wall of the installation channel and the peripheral side of the buffer beam.

5. The landing gear as described in claim 4, characterized in that, The end face of the installation channel extends inward with a stop flange, and the inner end face of the stop flange abuts against the end face of the shock-absorbing pad.

6. The landing gear as claimed in claim 1, characterized in that, The mounting bracket includes a clamp, which comprises a first clamp body and a second clamp body connected together. The first clamp body and the second clamp body together clamp the buffer beam and enable the clamp to rotate about an axis extending in the left-right direction.

7. The landing gear as claimed in claim 6, characterized in that, The mounting bracket also includes a mounting base and an anti-detachment structure. The mounting base is installed on the upper side of the first hoop and connected to the aircraft body. The anti-detachment structure connects the mounting base and the first hoop to prevent the mounting base from detaching from the first hoop in the vertical direction.

8. The landing gear as claimed in claim 7, characterized in that, The side wall of the mounting base is provided with a downward-facing clearance groove. The anti-detachment structure includes an anti-detachment boss, a mounting post, and a locking member. The anti-detachment boss extends outward from the edge of the clearance groove. The mounting post is mounted on the buffer beam. The clearance groove can be fitted onto the mounting post from top to bottom. The locking member is detachably mounted on the mounting post and abuts against the upper side of the anti-detachment boss.

9. The landing gear as claimed in claim 8, characterized in that, The mounting protrusion is a stud, and the locking element includes a nut and a locking washer. The nut is locked onto the mounting protrusion and the locking washer is clamped onto the mounting base. The locking washer abuts against the upper side of the locking protrusion. And / or, the nut is a slotted nut, which is fixed in the circumferential direction relative to the stud by a cotter pin; And / or, the gap between the nut and the stud is filled with protective adhesive.

10. The landing gear as claimed in claim 6, characterized in that, The first hoop is located above the second hoop and is used to connect the aircraft body; the mechanical strength of the first hoop is greater than that of the second hoop, and / or, the first hoop and the second hoop are provided with reinforcing ribs, the reinforcing ribs are wrapped around the outer circumference of the hoop along the front-rear direction of the landing gear, the number of reinforcing ribs on the first hoop is greater than the number of reinforcing ribs on the second hoop, and the multiple reinforcing ribs on the first hoop are arranged along the left-right direction of the landing gear.

11. The landing gear as claimed in claim 1, characterized in that, The landing gear further includes a first joint, with the front beam and the skid respectively inserted at opposite ends of the first joint; the front beam and / or the skid are fixedly connected to the first joint via a connector, and / or the ratio of the depth of the front beam inserted into the first joint to the diameter of the front beam is in the range of 1 to 2, and / or the ratio of the depth of the skid inserted into the first joint to the diameter of the skid is in the range of 1 to 2.

12. The landing gear as claimed in claim 1, characterized in that, The buffer beam is made of spring steel, and the skid is made of wrought aluminum alloy. And / or, the buffer beam and / or the skid are tubular structures with a circular, elliptical, or polygonal cross-sectional shape; And / or, the landing gear further includes abrasion pads disposed on the underside of the skid; And / or, at least two of the said buffer beams include a rear beam, the landing gear further includes a second joint, the second joint having a socket and a fastening groove, the end of the rear beam being inserted into the socket and fixed by bolts, the fastening groove being fastened to the upper side of the skid and fixed by rivets; And / or, the rear end of the skid extends upward and backward with a rearward warped section, and the radii of the rear warped section, the front warped section, and the curved beam section are configured to be the same.

13. The landing gear as claimed in any one of claims 1 to 12, characterized in that, At least two mounting brackets are provided at intervals along the extension direction of the same buffer beam, the distance between the two mounting brackets at the outermost ends is d, and the width of the landing gear in the distribution direction of the mounting brackets is D, 0.3≤d / D≤0.

7.

14. The landing gear as claimed in claim 13, characterized in that, At least two of the buffer beams include a front beam and a rear beam. The transverse beam sections of the front beam and the rear beam are each provided with at least two of the mounting brackets. The rear beam is located close to the center of gravity of the aircraft, and the d / D value on the rear beam is smaller than the d / D value on the front beam. And / or, 0.45≤d / D≤0.

5.

15. An aircraft, characterized in that, It includes an aircraft body and a landing gear as described in any one of claims 1 to 14, the landing gear being disposed on the underside of the aircraft body.

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