Aircraft landing gear and connecting structure of aircraft landing gear and fuselage

Abstract

The utility model relates to the technical field of electric aircrafts, and discloses an aircraft landing gear and fuselage connecting structure, the aircraft landing gear comprises a nose landing gear and a main landing gear, the nose landing gear comprises a first outer cylinder, a rotating sleeve is arranged on the outer side of the bottom of the first outer cylinder, and a first piston rod is arranged at the bottom of the first outer cylinder in a penetrating mode; a piston rod connecting part is arranged at the bottom end of the first piston rod, a front supporting rod is arranged on the outer side of the first outer cylinder, and an upper torque arm is rotationally connected to one side of the rotating sleeve. The undercarriage structure provided by the utility model consists of the front undercarriage and the two main undercarriages, and has the advantages of simple structure and process, capability of bearing axial force and bending moment at the same time and capability of playing a role in buffering by arranging the design structure of the strut type undercarriage and the connecting structure of the undercarriage and the fuselage; the connecting stability between the undercarriage and the fuselage of the electric aircraft is improved, and the condition that the undercarriage is separated from the fuselage is prevented.

Description

Technical Field

[0001] This utility model relates to the field of electric aircraft technology, specifically to an aircraft landing gear and its connection structure with the fuselage. Background Technology

[0002] The landing gear system is an important load-bearing and controllable component of an aircraft. It is an essential support system for takeoff, landing, taxiing, ground movement and parking. It is one of the main components of an aircraft, and its performance directly affects the safety of aircraft operation.

[0003] Landing gear is used on electric aircraft for several reasons. First, it connects to the ground and supports the weight of the electric aircraft. Second, it reduces the drag of the aircraft when it slides on the ground. Third, during landing, the landing gear cushions some or all of the impact kinetic energy generated when the aircraft lands, playing a very good auxiliary role.

[0004] Simple landing gear uses a frame-type landing gear, which connects the wheels to the wings or fuselage through a load-bearing frame. The rods and shock-absorbing struts in the load-bearing frame are all hinged to each other. This type of landing gear only bears axial force and not bending moment when the UAV lands, has no cushioning effect, is prone to damaging the aircraft's internal equipment, and is also prone to breakage.

[0005] Some drones also use rocker-arm landing gear. Rocker-arm landing gear mainly consists of a rocker arm mounted at the lower end of a strut. One end of the rocker arm is connected to the strut and shock absorber, and the other end is connected to the wheels. The rocker arm alters the stress state of the landing gear and its ability to withstand head-on impacts, improving runway adaptability and reducing the landing gear height. However, this type of landing gear has a complex structure and manufacturing process, resulting in significant weight, which is undoubtedly uneconomical for small drones. Utility Model Content

[0006] The purpose of this utility model is to provide an aircraft landing gear and its connection structure with the fuselage, which has the advantages of simple structure, high economy and strong versatility. It solves the problem that the current landing gear only bears axial force and not bending moment when the UAV lands, has no buffering effect, is easy to damage the internal equipment of the aircraft, and the rocker arm landing gear has a relatively complex structure and process.

[0007] To achieve the above objectives, this utility model provides the following technical solution: an aircraft landing gear and its connection structure with the fuselage, including a nose landing gear and a main landing gear. The nose landing gear includes an outer cylinder, a rotating sleeve is provided on the outer side of the bottom of the outer cylinder, a piston rod is provided through the bottom of the outer cylinder, a piston rod connecting part is provided at the bottom end of the piston rod, a front support rod is provided on the outer side of the outer cylinder, an upper torque arm is rotatably connected to one side of the rotating sleeve, a lower torque arm is rotatably connected to one side of the piston rod connecting part, an upper shaft of the torque arm is provided through the rotating sleeve and the upper torque arm, a middle shaft of the torque arm is provided through the upper torque arm and the lower torque arm, and a lower shaft of the torque arm is provided through the connection between the piston rod connecting part and the lower torque arm.

[0008] The main landing gear includes an outer cylinder and a piston rod. A main support arm and a support frame are respectively provided on one side of the outer cylinder. The end of the support frame away from the outer cylinder is rotatably connected to the main support arm. An air inlet is provided at the top of the outer cylinder. The main landing gear also includes an upper torque arm and a lower torque arm. The upper torque arm is connected to the outer cylinder via a pivot, and the lower torque arm is connected to the piston rod via a pivot.

[0009] Both the piston rod connecting part and the bottom end of the piston rod two are rotatably connected to a wheel.

[0010] Preferably, a second wheel-mounted sensor is fixedly connected to the outer side of the rotating sleeve, and a first wheel-mounted sensor is fixedly connected to the outer side of the second outer cylinder.

[0011] Preferably, a plunger rod is provided through the interior of the outer cylinder two, and the top end of the plunger rod is fixedly connected to the inflation nozzle. The inner cavity of the outer cylinder two is provided with a lower bushing, a sleeve and an upper bushing from bottom to top, and the lower bushing, sleeve and upper bushing are all sleeved on the outside of the plunger rod.

[0012] Preferably, a support shaft is provided through the end of the main support arm away from the outer cylinder, and a self-locking nut is threaded to one end of the support shaft. There are two main landing gears, and the main landing gears are fixedly connected to the fuselage through the support shaft and the self-locking nut.

[0013] Preferably, a strut pivot is provided at the top of the outer cylinder, and the front landing gear is fixedly connected to the fuselage through the strut pivot.

[0014] Preferably, one end of the main support arm and the support frame is provided with an outer cylinder connection, and the main support arm and the support frame are rotatably connected to the outer cylinder through the outer cylinder connection.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] The landing gear structure proposed in this utility model consists of a nose landing gear and two main landing gears. By setting up a strut-type landing gear design and a landing gear-fuselage connection structure, it has the advantages of simplified construction and manufacturing process, simultaneous bearing of axial force and bending moment, and buffering effect. It increases the connection stability between the landing gear and the fuselage of electric aircraft, prevents the landing gear from detaching from the fuselage, and can also be used with a towing vehicle and towing bar, facilitating the installation and use of the towing vehicle. By proposing a simpler strut-type landing gear suitable for general aviation aircraft and electric aircraft, it solves the problems of current landing gear only bearing axial force and not bending moment during UAV landing, lacking buffering effect, easily damaging internal aircraft equipment, and the complex construction and manufacturing process of rocker arm landing gear. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0018] Figure 1 This is a three-dimensional structural schematic diagram of the present utility model;

[0019] Figure 2 This is a schematic diagram of the front landing gear structure of this utility model;

[0020] Figure 3 This is a schematic diagram of the main landing gear structure of this utility model;

[0021] Figure 4 This is a partial structural diagram of the main landing gear of this utility model;

[0022] Figure 5 This is a schematic diagram of the main support arm structure of this utility model.

[0023] In the figure, the meanings of the reference numerals are as follows: 101, nose landing gear; 102, main landing gear; 1, piston rod connection; 2, wheel; 3, outer cylinder one; 4, rotating sleeve; 5, piston rod one; 6, front strut; 7, upper torque arm; 8, lower torque arm; 9, upper shaft of torque arm; 10, middle shaft of torque arm; 11, lower shaft of torque arm; 12, strut pivot; 13, outer cylinder two; 14, piston rod two; 15, main support arm; 16, support frame; 17, air nozzle; 18, plunger rod; 19, upper bushing; 20, sleeve; 21, lower bushing; 22, wheel-mounted sensor one; 23, strut insert shaft; 24, self-locking nut; 25, outer cylinder connection; 26, wheel-mounted sensor two. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] like Figures 1 to 5 As shown, an aircraft landing gear and its connection structure with the fuselage include a nose landing gear 101 and a main landing gear 102. The nose landing gear 101 includes an outer cylinder 3. A rotating sleeve 4 is provided on the outer side of the bottom of the outer cylinder 3. A piston rod 5 is provided through the bottom of the outer cylinder 3. A piston rod connecting part 1 is provided at the bottom end of the piston rod 5. The piston rod connecting part 1 is provided with a connecting hole for use with a towing vehicle and a towing rod, which facilitates the installation and use of the towing vehicle. A front support rod 6 is provided on the outer side of the outer cylinder 3. The two ends of the front support rod 6 are respectively hinged to the outer cylinder lug and the fuselage lug. An upper torque arm 7 is rotatably connected to one side of the rotating sleeve 4. A lower torque arm 8 is rotatably connected to one side of the piston rod connecting part 1. An upper torque arm shaft 9 is provided through the rotating sleeve 4 and the upper torque arm 7. A middle torque arm shaft 10 is provided through the upper torque arm 7 and the lower torque arm 8. A lower torque arm shaft 11 is provided through the connection between the piston rod connecting part 1 and the lower torque arm 8.

[0026] The main landing gear 102 includes an outer cylinder 13 and a piston rod 14. A main support arm 15 and a support frame 16 are respectively provided on one side of the outer cylinder 13. The end of the support frame 16 away from the outer cylinder 13 is rotatably connected to the main support arm 15. An air inlet 17 is provided at the top of the outer cylinder 13. The main landing gear 102 also includes an upper torsion arm 7 and a lower torsion arm 8. The upper torsion arm 7 is connected to the outer cylinder 13 through a pivot, and the lower torsion arm 8 is connected to the piston rod 14 through a pivot.

[0027] Both piston rod connecting part 1 and piston rod 2 are rotatably connected to the bottom end of the piston rod connecting part 1 and piston rod 2 14.

[0028] Specifically, a wheel-mounted sensor 26 is fixedly connected to the outer side of the rotating sleeve 4, and a wheel-mounted sensor 22 is fixedly connected to the outer side of the outer cylinder 13.

[0029] In this embodiment: the wheel-mounted sensor 26 and wheel-mounted sensor 22 are used to detect the aircraft landing signal, and a proximity switch is selected for non-contact sensing.

[0030] Specifically, a plunger rod 18 is installed through the interior of the outer cylinder 2 13. The top end of the plunger rod 18 is fixedly connected to the air inlet 17. The inner cavity of the outer cylinder 2 13 is provided with a lower bushing 21, a sleeve 20 and an upper bushing 19 from bottom to top, and the lower bushing 21, the sleeve 20 and the upper bushing 19 are all sleeved on the outside of the plunger rod 18.

[0031] In this embodiment: through the arrangement of plunger rod 18, lower bushing 21, sleeve 20 and upper bushing 19, when the electric aircraft takes off, the landing gear piston rod 14 is in a fully extended state under the action of internal air pressure. When the electric aircraft lands, the wheel 2 is compressed and the force is transmitted to the piston rod 14. The piston rod 14 is compressed to a certain stroke. At this time, the internal air pressure of the outer cylinder 13 increases the load. The piston rod 14 is naturally compressed to the force balance state under the equivalent load, and the sleeve 20 is separated from the lower bushing 21.

[0032] Specifically, a support shaft 23 is provided through the end of the main arm 15 away from the outer cylinder 2 13. A self-locking nut 24 is threaded to one end of the support shaft 23. There are two main landing gears 102, and the main landing gears 102 are fixedly connected to the fuselage through the support shaft 23 and the self-locking nut 24.

[0033] In this embodiment, the connection stability between the main support arm 15 and the electric aircraft landing gear and fuselage can be increased by setting the support shaft 23 and the self-locking nut 24, thus preventing the landing gear from detaching from the fuselage.

[0034] Specifically, a strut shaft 12 is provided on the top of the outer cylinder 3, and the front landing gear 101 is fixedly connected to the fuselage through the strut shaft 12.

[0035] In this embodiment, the strut pivot 12 facilitates quick installation between the nose landing gear 101 and the fuselage of the electric aircraft, and allows for fastening via connecting bolts.

[0036] Specifically, one end of the main support arm 15 and the support frame 16 is provided with an outer cylinder connection 25, and the main support arm 15 and the support frame 16 are rotatably connected to the outer cylinder 13 through the outer cylinder connection 25.

[0037] In this embodiment, the outer cylinder connection 25 facilitates the use of pins to connect and fix the joints, making the assembly operation simpler.

[0038] Working principle: The shock absorber strut of the front landing gear 101 includes an outer cylinder 3, a rotating sleeve 4, an upper torque arm 7, a lower torque arm 8, and a piston rod 5. The outer cylinder 3 serves as the main load-bearing component, with two coaxial pin holes at the upper end, into which the strut shaft 12 is inserted and connected to the fuselage. The rotating sleeve 4 is tightened and fixed at the lower end of the outer cylinder 3 using nuts and studs. The rotating sleeve 4 can rotate around the central axis of the outer cylinder 3.

[0039] The torque arm is mainly used to connect the rotating sleeve 4 and the piston rod 5, and transmits the deflection motion of the piston rod 5 to the rotating sleeve 4. The rotating sleeve 4 realizes the piston rod rotation angle limit, that is, the aircraft turning angle limit. The piston rod 5 is connected to the wheel 2 by bolts. The torque arm needs to satisfy the vertical movement of the piston rod 5 as well as the rotational movement around the axis. Therefore, the torque arm is designed as a two-link. The upper torque arm 7 and the lower torque arm 8 are connected by a rotating shaft. The shaft end is fixed with a slotted nut and a cotter pin to prevent loosening.

[0040] When the aircraft comes to a complete stop on the ground, the strut is compressed by a certain stroke, which pulls the piston rod 5 of the nose landing gear 101 to rotate. At the same time, the torque arm drives the rotating sleeve 4 to rotate to realize the landing gear steering function. The rotation angle of the rotating sleeve 4 is limited by the nose landing gear outer cylinder 3, so that the landing gear turning angle does not exceed ±40°.

[0041] The main landing gear 102 has a similar structure to the nose landing gear 101, the difference being that the main control arm 15 has a different structure.

[0042] When the electric aircraft is in flight, the nose landing gear 101 and the main landing gear 102 are not subject to ground load. At this time, under the action of internal air pressure, piston rod 15 and piston rod 24 are fully extended.

[0043] When the main landing gear 102 is landing, the strut can rotate the torque arm when it compresses. When the piston rod 14 is compressed and moves upward, the lower torque arm 8 moves clockwise. At the same time, the upper torque arm shaft is rotated clockwise through the limit switch. The protrusion on the upper torque arm shaft rotates to the sensor sensing area, and the sensor outputs wheel load.

[0044] When the aircraft is parked, it is in a static equilibrium state. The landing gear bears the weight of the aircraft itself. The tires compress and transmit the force to the landing gear struts. The landing gear struts are compressed by a certain stroke, and the internal air pressure increases and bears the load. The main landing gear struts are naturally compressed to a force equilibrium state under the equivalent load, and the sleeve 20 separates from the lower bushing 21.

[0045] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0046] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An aircraft landing gear and its connection structure with the fuselage, comprising a nose landing gear (101) and a main landing gear (102), characterized in that: The front landing gear (101) includes an outer cylinder (3), a rotating sleeve (4) is provided on the outer side of the bottom of the outer cylinder (3), a piston rod (5) is provided through the bottom of the outer cylinder (3), a piston rod connecting part (1) is provided at the bottom end of the piston rod (5), a front support rod (6) is provided on the outer side of the outer cylinder (3), an upper torque arm (7) is rotatably connected to one side of the rotating sleeve (4), a lower torque arm (8) is rotatably connected to one side of the piston rod connecting part (1), an upper shaft (9) of the torque arm is provided through the rotating sleeve (4) and the upper torque arm (7), a middle shaft (10) of the torque arm is provided through the upper torque arm (7) and the lower torque arm (8), and a lower shaft (11) of the torque arm is provided through the connection between the piston rod connecting part (1) and the lower torque arm (8). The main landing gear (102) includes an outer cylinder (13) and a piston rod (14). A main support arm (15) and a support frame (16) are respectively provided on one side of the outer cylinder (13). The end of the support frame (16) away from the outer cylinder (13) is rotatably connected to the main support arm (15). An air inlet (17) is provided at the top of the outer cylinder (13). The main landing gear (102) also includes an upper torque arm (7) and a lower torque arm (8). The upper torque arm (7) is connected to the outer cylinder (13) through a rotating shaft, and the lower torque arm (8) is connected to the piston rod (14) through a rotating shaft. Both the piston rod connecting part (1) and the bottom end of the piston rod two (14) are rotatably connected to a wheel (2).

2. The aircraft landing gear and its connection structure with the fuselage according to claim 1, characterized in that: A wheel-mounted sensor 2 (26) is fixedly connected to the outer side of the rotating sleeve (4), and a wheel-mounted sensor 1 (22) is fixedly connected to the outer side of the outer cylinder 2 (13).

3. The aircraft landing gear and its connection structure with the fuselage according to claim 1, characterized in that: A plunger rod (18) is provided through the interior of the outer cylinder (13). The top end of the plunger rod (18) is fixedly connected to the air inlet (17). The inner cavity of the outer cylinder (13) is provided with a lower bushing (21), a sleeve (20) and an upper bushing (19) from bottom to top. The lower bushing (21), the sleeve (20) and the upper bushing (19) are all sleeved on the outside of the plunger rod (18).

4. The aircraft landing gear and its connection structure with the fuselage according to claim 1, characterized in that: The main support arm (15) has a strut insert (23) through one end away from the outer cylinder (13). One end of the strut insert (23) is threaded with a self-locking nut (24). There are two main landing gears (102), namely the left main landing gear and the right main landing gear. The main landing gears (102) are fixedly connected to the fuselage through the strut insert (23) and the self-locking nut (24).

5. The aircraft landing gear and its connection structure with the fuselage according to claim 1, characterized in that: The top of the outer cylinder (3) is provided with a support shaft (12), and the front landing gear (101) is fixedly connected to the fuselage through the support shaft (12).

6. The aircraft landing gear and its connection structure with the fuselage according to claim 1, characterized in that: One end of the main support arm (15) and the support frame (16) is provided with an outer cylinder connection (25), and the main support arm (15) and the support frame (16) are rotatably connected to the outer cylinder (13) through the outer cylinder connection (25).

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