Aircraft landing gear damping device

Abstract

An aircraft landing gear damping device belongs to the technical field of aircraft damping. The problems that a traditional undercarriage damping structure is poor in damping effect, complex in structure and high in maintenance cost are solved. The mounting frame comprises a mounting plate and two L-shaped plates, the damping mechanism comprises a first damping unit and a second damping unit, the two L-shaped plates are oppositely arranged on the left side and the right side of the lower end face of the mounting plate, the first damping unit comprises two first damping assemblies, and the two first damping assemblies are arranged between the undercarriage and the lower end faces of the corresponding L-shaped plates correspondingly. The second damping unit is arranged in a space defined by the lower end face of the mounting plate and the two L-shaped plates, the left and right ends of the second damping unit are slidably connected with the inner side walls of vertical plates of the two L-shaped plates correspondingly, and the left and right sides of the lower end of the second damping unit are slidably connected with the upper end faces of transverse plates of the two L-shaped plates correspondingly; the upper end of the undercarriage is fixedly connected with the lower end of the second damping unit. The shock absorber can efficiently absorb shock, and is stable in structure, easy to maintain and high in adaptability.

Description

Technical Field

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

[0002] As a critical component in contact with the ground, the aircraft landing gear must withstand enormous impact forces during landing. Traditional landing gear damping systems mostly employ single spring or hydraulic damping systems. While these can mitigate landing impacts to some extent, they often suffer from poor damping efficiency, complex structures, and high maintenance costs. Especially in adverse weather or complex terrain conditions, traditional damping systems may fail to meet the requirements for safe aircraft landing. With the continuous development of aviation technology, the performance requirements for aircraft landing gear damping systems are becoming increasingly stringent. Existing damping systems still require improvement in terms of damping efficiency, structural stability, and ease of maintenance. Therefore, developing a landing gear damping system that is simple in structure, highly efficient, easy to maintain, and highly adaptable is of great significance for improving aircraft landing safety and passenger comfort. Utility Model Content

[0003] The purpose of this invention is to provide an aircraft landing gear shock absorption device to solve the problems of poor shock absorption effect, complex structure and high maintenance cost of traditional landing gear shock absorption structures.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: An aircraft landing gear shock absorption device includes a mounting frame and a shock absorption mechanism. The mounting frame includes a mounting plate and two L-shaped plates. The shock absorption mechanism includes a first shock absorption unit and a second shock absorption unit. The mounting plate is fixedly connected to the fuselage. The two L-shaped plates are arranged opposite each other on the left and right sides of the lower end face of the mounting plate. The first shock absorption unit includes two first shock absorption components, which are respectively arranged between the landing gear and the lower end face of the corresponding L-shaped plate. The second shock absorption unit is arranged in the space enclosed by the lower end face of the mounting plate and the two L-shaped plates. The left and right ends of the second shock absorption unit are slidably connected to the inner sidewalls of the vertical plates of the two L-shaped plates, and the left and right sides of the lower end of the second shock absorption unit are slidably connected to the upper end face of the horizontal plates of the two L-shaped plates, respectively. The upper end of the landing gear is fixedly connected to the lower end of the second shock absorption unit.

[0005] Furthermore, the lower end face of the mounting plate is provided with a shock-absorbing pad, which is located above the second shock-absorbing unit. Hydraulic cylinders are respectively provided on the left and right sides of the upper end face of the mounting plate, and the hydraulic rods of the hydraulic cylinders pass vertically downward through the mounting plate and are fixedly connected to the upper end face of the second shock-absorbing unit.

[0006] Furthermore, the first shock absorption assembly includes a support rod, a slide block, two bidirectional telescopic guide rods, and two shock absorption springs. A groove is opened in the middle of the lower end face of the L-shaped plate along the horizontal direction. The slide block is slidably disposed in the groove. The two shock absorption springs are symmetrically disposed between the slide block and the end of the groove. The two ends of the shock absorption springs are fixedly connected to one end of the groove and one side wall of the slide block through damping, respectively. The two bidirectional telescopic guide rods are respectively disposed in the corresponding shock absorption springs. The two ends of the bidirectional telescopic guide rods are fixedly connected to one end of the groove and one side wall of the slide block, respectively. One end of the support rod is hinged to the landing gear, and the other end of the support rod is hinged to the lower end face of the slide block.

[0007] Furthermore, the second damping unit includes an upper connecting plate, a lower connecting plate, multiple guide posts, multiple limiting posts, multiple upper limiting rings, multiple lower limiting rings, multiple limiting cylinders, and multiple damping spring assemblies. The multiple damping spring assemblies are arranged in a rectangular array between the upper and lower connecting plates. The inner sidewalls of the vertical plates of the two L-shaped plates are symmetrically provided with limiting grooves. The left and right ends of the upper connecting plate are slidably connected to the corresponding limiting grooves. The left and right ends of the upper upper surface of the upper connecting plate are fixedly connected to the output ends of the hydraulic rods of the hydraulic cylinders. The lower end face of the upper connecting plate is divided into four corners... The lower end of each guide post is movably inserted through the lower connecting plate. Each guide post is fixedly equipped with an upper limit ring and a lower limit ring. The upper limit ring is located above the lower connecting plate, and the lower limit ring is located below the lower connecting plate. Limit posts are vertically installed at the four corners of the lower end face of the lower connecting plate. Multiple limit cylinders are respectively installed on the upper end face of the horizontal plate of the two L-shaped plates. The multiple limit posts and multiple limit cylinders are set one-to-one in the upper and lower parts. The lower end of each limit post is slidably installed in the corresponding limit cylinder. The middle part of the lower end face of the lower connecting plate is fixedly connected to the upper end of the landing gear.

[0008] Furthermore, the shock-absorbing spring assembly includes a helical spring and two spring seats. Both spring seats are provided with external threads. The two spring seats are respectively threaded to the corresponding upper connecting plate and lower connecting plate. The two ends of the helical spring are respectively fixedly connected to the two spring seats through damping pads.

[0009] Compared with the prior art, the beneficial effects of this utility model are:

[0010] 1. This utility model can effectively reduce shocks. By combining the multi-stage shock reduction design of the first shock reduction unit and the second shock reduction unit, it can effectively absorb and disperse the impact force during landing and improve the shock reduction efficiency.

[0011] 2. The structure of this utility model is stable. Through the design of guide columns, limiting columns, limiting grooves and limiting cylinders, the relative positions of each component are stable during the shock absorption process, preventing excessive deformation.

[0012] 3. This utility model is easy to maintain, and each shock-absorbing component is easy to inspect and replace, thus reducing maintenance costs.

[0013] 4. This utility model has strong adaptability. The introduction of hydraulic cylinders can adjust the shock absorption performance according to different landing conditions, thereby enhancing the adaptability of the device. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model. Figure 1 ;

[0015] Figure 2 This is a schematic diagram of the overall structure of this utility model. Figure 2 ;

[0016] Figure 3 This is a front view of the present invention;

[0017] Figure 4 This is a cross-sectional view of the shock-absorbing spring assembly;

[0018] Figure 5 This is a bottom view of the L-shaped plate.

[0019] The component names and reference numerals in the above figures are as follows:

[0020] 1. Mounting plate; 2. Hydraulic cylinder; 3. Hydraulic rod; 4. Shock-absorbing pad; 5. Upper connecting plate; 6. Shock-absorbing spring assembly; 7. Limiting groove; 8. Guide post; 9. Upper limit ring; 10. L-shaped plate; 11. Limiting post; 12. Lower connecting plate; 13. Lower limit ring; 14. Limiting cylinder; 15. Support rod; 16. Landing gear; 17. Spring seat; 18. Damping pad; 19. Helical spring; 20. Slide groove; 21. Slide seat; 22. Damping; 23. Shock-absorbing spring; 24. Bidirectional telescopic guide rod. Detailed Implementation

[0021] The technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of the utility model, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the protection scope of this utility model.

[0022] Detailed implementation methods: such as Figures 1-5As shown, this embodiment discloses an aircraft landing gear shock absorption device, including a mounting frame and a shock absorption mechanism. The mounting frame includes a mounting plate 1 and two L-shaped plates 10. The shock absorption mechanism includes a first shock absorption unit and a second shock absorption unit. The mounting plate 1 is fixedly connected to the fuselage. The two L-shaped plates 10 are arranged opposite each other on the left and right sides of the lower end face of the mounting plate 1. The first shock absorption unit includes two first shock absorption components, which are respectively arranged between the landing gear 16 and the lower end face of the corresponding L-shaped plate 10. The second shock absorption unit is arranged in the space enclosed by the lower end face of the mounting plate 1 and the two L-shaped plates 10. The left and right ends of the second shock absorption unit are slidably connected to the inner sidewalls of the vertical plates of the two L-shaped plates 10, and the left and right sides of the lower end of the second shock absorption unit are slidably connected to the upper end face of the horizontal plates of the two L-shaped plates 10, respectively. The upper end of the landing gear 16 is fixedly connected to the lower end of the second shock absorption unit.

[0023] Furthermore, the lower end face of the mounting plate 1 is provided with a shock-absorbing pad 4, which is located above the second shock-absorbing unit. Hydraulic cylinders 2 are respectively provided on the left and right sides of the upper end face of the mounting plate 1. The hydraulic rods 3 of the hydraulic cylinders 2 pass vertically downward through the mounting plate 1 and are fixedly connected to the upper end face of the second shock-absorbing unit.

[0024] Furthermore, the first shock absorption assembly includes a support rod 15, a slide block 21, two bidirectional telescopic guide rods 24, and two shock absorption springs 23. A groove 20 is opened in the middle of the lower end face of the L-shaped plate 10 along the horizontal direction. The slide block 21 is slidably disposed in the groove 20. The two shock absorption springs 23 are respectively symmetrically disposed between the ends of the slide block 21 and the groove 20. The two ends of the shock absorption springs 23 are respectively fixedly connected to one end of the groove 20 and one side wall of the slide block 21 through damping 22. The two bidirectional telescopic guide rods 24 are respectively disposed in the corresponding shock absorption springs 23. The two ends of the bidirectional telescopic guide rods 24 are respectively fixedly connected to one end of the groove 20 and one side wall of the slide block 21. One end of the support rod 15 is hinged to the landing gear 16, and the other end of the support rod 15 is hinged to the lower end face of the slide block 21.

[0025] Furthermore, the second damping unit includes an upper connecting plate 5, a lower connecting plate 12, multiple guide posts 8, multiple limiting posts 11, multiple upper limiting rings 9, multiple lower limiting rings 13, multiple limiting cylinders 14, and multiple damping spring assemblies 6. The multiple damping spring assemblies 6 are arranged in a rectangular array between the upper connecting plate 5 and the lower connecting plate 12. The inner sidewalls of the vertical plates of the two L-shaped plates 10 are symmetrically provided with limiting grooves 7. The left and right ends of the upper connecting plate 5 are slidably connected to the corresponding limiting grooves 7. The left and right ends of the upper end face of the upper connecting plate 5 are fixedly connected to the output ends of the hydraulic rods 3 of the hydraulic cylinder 2. The four corners of the lower end face of the upper connecting plate 5 are vertically arranged. There are guide posts 8, and the lower end of each guide post 8 moves through the lower connecting plate 12. Each guide post 8 is fixedly equipped with an upper limit ring 9 and a lower limit ring 13. The upper limit ring 9 is located above the lower connecting plate 12, and the lower limit ring 13 is located below the lower connecting plate 12. Limit posts 11 are vertically installed at the four corners of the lower end face of the lower connecting plate 12. Multiple limit cylinders 14 are respectively installed on the upper end face of the horizontal plate of the two L-shaped plates 10. The multiple limit posts 11 and multiple limit cylinders 14 are installed in a one-to-one correspondence. The lower end of each limit post 11 is slidably installed in the corresponding limit cylinder 14. The middle part of the lower end face of the lower connecting plate 12 is fixedly connected to the upper end of the landing gear 16.

[0026] Furthermore, the shock-absorbing spring assembly 6 includes a helical spring 19 and two spring seats 17. Both spring seats 17 are provided with external threads. The two spring seats 17 are respectively threaded to the corresponding upper connecting plate 5 and lower connecting plate 12. The two ends of the helical spring 19 are respectively fixedly connected to the two spring seats 17 through damping pads 18.

[0027] Installation of mounting brackets:

[0028] First, securely attach the mounting plate 1 to the aircraft fuselage structure using high-strength bolts or other fixing methods, ensuring the mounting plate 1 is accurately and stably positioned. Next, install two L-shaped plates 10 on the left and right sides of the lower end face of the mounting plate 1, respectively, and fix them by welding or bolting, ensuring that the two L-shaped plates 10 and the mounting plate 1 form a stable frame structure.

[0029] Installation of the first damping unit:

[0030] A horizontal groove 20 is formed in the middle of the lower end face of each L-shaped plate 10 to ensure the accuracy and flatness of the groove 20. The slide block 21 is slidably installed in the groove 20 to ensure that the slide block 21 can slide smoothly in the groove 20. The shock-absorbing spring 23 and the bidirectional telescopic guide rod 24 are respectively installed between the slide block 21 and the end of the groove 20, and fixedly connected by the damper 22 to ensure the working stability and reliability of the shock-absorbing spring 23 and the bidirectional telescopic guide rod 24. One end of the support rod 15 is hinged to the corresponding part of the landing gear 16, and the other end is hinged to the lower end face of the slide block 21 to ensure that the support rod 15 can rotate flexibly with the up and down movement of the landing gear 16.

[0031] Installation of the second damping unit:

[0032] The upper connecting plate 5 is installed into the limiting groove 7 on the inner sidewall of the vertical plate of the two L-shaped plates 10, ensuring that the upper connecting plate 5 can slide smoothly within the limiting groove 7. Multiple damping spring assemblies 6 are installed in a rectangular array between the upper connecting plate 5 and the lower connecting plate 12, and fixedly connected by spring seats 17 and damping pads 18, ensuring the working stability and reliability of the damping spring assemblies 6. Guide posts 8 are vertically installed at the four corners of the lower end face of the upper connecting plate 5, ensuring that the guide posts 8 can smoothly pass through the lower connecting plate 12. Upper limiting rings 9 and lower limiting rings 13 are installed on the guide posts 8 to prevent excessive movement during damping. Limiting posts 11 are vertically installed at the four corners of the lower end face of the lower connecting plate 12, ensuring that the limiting posts 11 can smoothly insert into the limiting cylinders 14 on the upper end face of the horizontal plates of the two L-shaped plates 10, providing additional limiting and support functions. Finally, the lower end face of the lower connecting plate 12 is fixedly connected to the upper end of the landing gear 16 to ensure that the second shock absorption unit and the landing gear 16 form an integral structure.

[0033] Installation of other components:

[0034] Install the shock-absorbing pad 4 on the lower end face of the mounting plate 1, ensuring that the shock-absorbing pad 4 is located above the second shock-absorbing unit to provide additional shock absorption.

[0035] Hydraulic cylinders 2 are installed on the left and right sides of the upper end face of the mounting plate 1 respectively, ensuring that the hydraulic rod 3 of the hydraulic cylinder 2 passes vertically downward through the mounting plate 1 and is fixedly connected to the upper connecting plate 5 of the second shock absorber. The adjustment function of the hydraulic cylinder 2 is used to achieve fine adjustment of the second shock absorber.

[0036] Working principle:

[0037] When the aircraft lands, the landing gear 16 experiences an impact force from the ground. This force is transmitted to the slide 21 via the support rod 15, which slides within the groove 20. Simultaneously, the shock-absorbing spring 23 and the bidirectional telescopic guide rod 24 activate to absorb and disperse the impact force. At the same time, the second shock-absorbing unit also begins to operate. The shock-absorbing spring assembly 6 further absorbs and disperses the impact force through the interaction of the spring seat 17 and the damping pad 18. During the shock absorption process, the guide post 8, the limiting post 11, and the corresponding upper limit ring 9, lower limit ring 13, and limiting cylinder 14 provide limiting and support functions, ensuring stability and reliability during shock absorption. Furthermore, the hydraulic cylinder 2 can fine-tune the second shock-absorbing unit by adjusting the extension length of the hydraulic rod 3 to adapt to different landing conditions.

[0038] Work process:

[0039] Initial landing phase:

[0040] When the aircraft begins to land, landing gear 16 is the first to contact the ground, generating a huge impact force.

[0041] The impact force is transmitted to the slide block 21 through the support rod 15. The slide block 21 slides within the slide groove 20, while the shock-absorbing spring 23 begins to compress, absorbing part of the impact force. The bidirectional telescopic guide rod 24 also begins to work, further absorbing and dispersing the impact force through its elastic deformation.

[0042] Shock absorption process:

[0043] As the landing gear 16 continues to descend, the second damping unit begins to operate. The coil spring 19 in the damping spring assembly 6 begins to compress, further absorbing and dispersing the impact force through the interaction of the spring seat 17 and the damping pad 18. The guide post 8 plays a guiding role during the damping process, ensuring the relative position stability between the upper connecting plate 5 and the lower connecting plate 12. The interaction between the limiting post 11 and the limiting cylinder 14 also plays a limiting role, preventing the lower connecting plate 12 from moving excessively.

[0044] Landing complete:

[0045] After the aircraft has fully landed, the landing gear 16 stops descending, and the shock-absorbing spring 23 and coil spring 19 begin to gradually return to their original positions. The hydraulic rod 3 of the hydraulic cylinder 2 also begins to rise under the action of the spring force. By adjusting the working pressure of the hydraulic cylinder 2, the shock absorption effect can be finely adjusted.

[0046] Finally, the aircraft came to a stable stop on the ground, and the landing gear damping system had completed its damping task.

[0047] The shock absorption device of this invention achieves efficient shock absorption and stable support through a multi-stage shock absorption design, thereby improving the landing safety of the aircraft and the comfort of passengers.

[0048] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of the equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0049] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A shock absorption device for aircraft landing gear, characterized in that: The system includes a mounting frame and a shock absorption mechanism. The mounting frame includes a mounting plate (1) and two L-shaped plates (10). The shock absorption mechanism includes a first shock absorption unit and a second shock absorption unit. The mounting plate (1) is fixedly connected to the fuselage. The two L-shaped plates (10) are arranged opposite each other on the left and right sides of the lower end face of the mounting plate (1). The first shock absorption unit includes two first shock absorption components. The two first shock absorption components are respectively arranged between the landing gear (16) and the lower end face of the corresponding L-shaped plate (10). The second shock absorption unit is arranged in the space enclosed by the lower end face of the mounting plate (1) and the two L-shaped plates (10). The left and right ends of the second shock absorption unit are slidably connected to the inner side wall of the vertical plate of the two L-shaped plates (10). The left and right sides of the lower end of the second shock absorption unit are slidably connected to the upper end face of the horizontal plate of the two L-shaped plates (10). The upper end of the landing gear (16) is fixedly connected to the lower end of the second shock absorption unit.

2. The aircraft landing gear shock absorption device according to claim 1, characterized in that: The mounting plate (1) has a shock-absorbing pad (4) on its lower end face. The shock-absorbing pad (4) is located above the second shock-absorbing unit. The mounting plate (1) has hydraulic cylinders (2) on its left and right sides respectively. The hydraulic rod (3) of the hydraulic cylinder (2) passes vertically downward through the mounting plate (1) and is fixedly connected to the upper end face of the second shock-absorbing unit.

3. The aircraft landing gear shock absorption device according to claim 2, characterized in that: The first shock absorption assembly includes a support rod (15), a slide (21), two bidirectional telescopic guide rods (24), and two shock absorption springs (23). The lower end face of the L-shaped plate (10) has a horizontal groove (20) in the middle. The slide (21) is slidably disposed in the groove (20). The two shock absorption springs (23) are symmetrically disposed between the slide (21) and the end of the groove (20). The two ends of the shock absorption springs (23) are fixedly connected to one end of the groove (20) and one side wall of the slide (21) through damping (22). The two bidirectional telescopic guide rods (24) are respectively disposed in the corresponding shock absorption springs (23). The two ends of the bidirectional telescopic guide rods (24) are fixedly connected to one end of the groove (20) and one side wall of the slide (21). One end of the support rod (15) is hinged to the landing gear (16), and the other end of the support rod (15) is hinged to the lower end face of the slide (21).

4. The aircraft landing gear shock absorption device according to claim 3, characterized in that: The second damping unit includes an upper connecting plate (5), a lower connecting plate (12), multiple guide posts (8), multiple limiting posts (11), multiple upper limiting rings (9), multiple lower limiting rings (13), multiple limiting cylinders (14), and multiple damping spring assemblies (6). The multiple damping spring assemblies (6) are arranged in a rectangular array between the upper connecting plate (5) and the lower connecting plate (12). The inner sidewalls of the vertical plates of the two L-shaped plates (10) are symmetrically provided with limiting grooves (7). The left and right ends of the upper connecting plate (5) are slidably connected to the corresponding limiting grooves (7). The left and right ends of the upper end face of the upper connecting plate (5) are fixedly connected to the output ends of the hydraulic rods (3) of the hydraulic cylinder (2). Guide posts are vertically arranged at the four corners of the lower end face of the upper connecting plate (5). (8) The lower end of each guide post (8) moves through the lower connecting plate (12). Each guide post (8) is fixedly provided with an upper limit ring (9) and a lower limit ring (13). The upper limit ring (9) is located above the lower connecting plate (12), and the lower limit ring (13) is located below the lower connecting plate (12). Limit posts (11) are vertically provided at the four corners of the lower end face of the lower connecting plate (12). Multiple limit cylinders (14) are respectively set on the upper end face of the horizontal plate of the two L-shaped plates (10). Multiple limit posts (11) and multiple limit cylinders (14) are set one-to-one in the upper and lower parts. The lower end of each limit post (11) is slidably set in the corresponding limit cylinder (14). The middle part of the lower end face of the lower connecting plate (12) is fixedly connected to the upper end of the landing gear (16).

5. The aircraft landing gear shock absorption device according to claim 4, characterized in that: The shock-absorbing spring assembly (6) includes a helical spring (19) and two spring seats (17). Both spring seats (17) are provided with external threads. The two spring seats (17) are respectively threaded to the corresponding upper connecting plate (5) and lower connecting plate (12). The two ends of the helical spring (19) are respectively fixedly connected to the two spring seats (17) through damping pads (18).

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