Undercarriage structure of manned aircraft

Abstract

The utility model discloses an undercarriage structure of a manned aircraft, and relates to the technical field of aircraft undercarriage design. The device comprises a frame body, a supporting wheel is arranged on one side of the frame body, a hydraulic damping unit used for aircraft damping is arranged at the joint of the frame body and the supporting wheel, an undercarriage supporting column in the hydraulic damping unit is arranged on one side of the frame body, the undercarriage supporting column is of a sectional structure, and the undercarriage supporting column is rotationally connected with the frame body; the hydraulic part is arranged above the undercarriage supporting column and is in driving connection with the undercarriage supporting column, and the damping part is arranged in the undercarriage supporting column. The device can meet the requirements of different grounds and aircrafts through combination of hydraulic stretching and retracting and the supporting wheels, the optimal landing stability is provided, the impact force of the aircrafts during landing can be reduced through the springs, the safety of the aircrafts is improved, and the requirements of users are met.

Description

Technical Field

[0001] This utility model relates to the field of aircraft landing gear design technology, specifically a landing gear structure for a manned aircraft. Background Technology

[0002] A manned aircraft is a means of transportation that can carry passengers in the air. Through highly integrated technologies, it can perceive, make decisions and control the environment. As an important component of the aircraft, the landing gear not only affects its operational safety, but also relates to the aircraft's applicability and terrain adaptability.

[0003] In existing technologies, landing gear is mostly fixed or simply folding, which is difficult to meet the take-off and landing requirements of complex terrain. In addition, it has the problems of excessive impact force and poor stability during ground taxiing and landing, which have limitations.

[0004] The reason for this problem is that fixed landing gear, due to its fixed structure, is prone to fuselage tilting, tire slippage, or getting stuck in the ground when taking off and landing on uneven, sloping, or soft ground, which seriously affects the stability and safety of the aircraft. On the other hand, simple folding landing gear is still too large in complex terrain, such as narrow valleys or dense urban areas, even when folded, and cannot meet the requirements for takeoff and landing, thus limiting the application range of the aircraft. Fixed and simple folding landing gear cannot effectively absorb and disperse landing impact loads during taxiing and landing, resulting in the aircraft structure bearing greater stress and increasing the risk of structural damage and failure. Therefore, we propose a landing gear structure for manned aircraft to solve the above problems. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model provides a landing gear structure for manned aircraft, which solves the problems that existing landing gear is mostly fixed or simply folding, making it difficult to meet the take-off and landing requirements of complex terrain, and has insufficient shock absorption performance and poor stability during ground taxiing and landing, thus having limitations.

[0006] To achieve the above objectives, this utility model is implemented through the following technical solution: a landing gear structure for a manned aircraft, including a frame, a support wheel is provided on one side of the frame, and a hydraulic shock absorption unit for aircraft shock absorption is provided at the connection between the frame and the support wheel, the hydraulic shock absorption unit including a landing gear strut, hydraulic components and shock absorption components;

[0007] The landing gear strut is located on one side of the frame and has a segmented structure. The landing gear strut is rotatably connected to the frame. The hydraulic component is located above the landing gear strut and is driven to the landing gear strut. The hydraulic component is used to drive the landing gear strut to move toward or away from the frame. The shock absorber is located inside the landing gear strut and is used to reduce vibration and impact during aircraft landing.

[0008] Preferably, the landing gear struts include a first strut and a second strut;

[0009] The first support column is located at the upper end of the frame; the second support column is located at the lower end of the frame.

[0010] Preferably, the hydraulic component includes a fixing block and a hydraulic cylinder;

[0011] The hydraulic cylinder is located below the fixed block and is used to drive the landing gear strut to move.

[0012] Preferably, the shock absorber includes a guide block and a guide groove;

[0013] The guide block is located inside the left landing gear strut; the guide groove is located inside the right landing gear strut, and the guide block is slidably connected inside the guide groove.

[0014] Preferably, the shock absorber further includes a positioning block, a spring, and a limiting block;

[0015] The positioning block is fixedly assembled inside the guide groove; the spring is disposed inside the guide groove, one end of the spring is fixedly assembled with the positioning block, and the other end of the spring is fixedly assembled with the guide block; the limiting block is fixedly assembled on one side of the positioning block, the limiting block abuts against the guide block, and the limiting block is used to prevent the guide block from falling out of the guide groove.

[0016] Preferably, a fixing rod is provided on one side of the first support column, the fixing rod is fixedly assembled with the first support column, and the hydraulic component is rotatably connected to the fixing rod.

[0017] Preferably, a fixing plate is provided on one side of the support wheel, the support wheel is rotatably connected to one side of the fixing plate, and the other side of the fixing plate is rotatably connected to the landing gear strut.

[0018] This utility model discloses a landing gear structure for a manned aircraft, which has the following beneficial effects: the device combines hydraulic telescopic and support wheels to adapt to different ground conditions and aircraft requirements, providing optimal landing stability, and the springs can reduce the impact force during aircraft landing, improving the safety of the aircraft and meeting the needs of users. Attached Figure Description

[0019] 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 these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the landing gear strut and hydraulic components of this utility model;

[0022] Figure 3 This is a schematic diagram of the internal structure of the landing gear strut of this utility model;

[0023] Figure 4 This is a schematic diagram of the shock absorber structure of this utility model.

[0024] In the diagram: 1. Frame; 2. Support wheel; 3. Hydraulic shock absorber unit; 31. Landing gear strut; 311. First strut; 312. Second strut; 32. Hydraulic component; 321. Fixing block; 322. Hydraulic cylinder; 33. Shock absorber; 331. Guide block; 332. Guide groove; 333. Positioning block; 334. Spring; 335. Limiting block; 34. Fixing rod; 35. Fixing plate. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments of this utility model are described clearly and completely. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0026] This application provides a landing gear structure for a manned aircraft, which solves the problem that in the prior art, landing gear is mostly fixed or simply folding, which is difficult to meet the take-off and landing requirements of complex terrain, and has insufficient shock absorption performance and poor stability during ground taxiing and landing, thus having limitations.

[0027] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0028] Example 1

[0029] This utility model discloses a landing gear structure for a manned aircraft. According to the appendix... Figure 1-2 As shown, it includes a frame 1, a support wheel 2 is provided on one side of the frame 1, and a hydraulic shock absorption unit 3 for aircraft shock absorption is provided at the connection between the frame 1 and the support wheel 2. The hydraulic shock absorption unit 3 includes a landing gear strut 31, a hydraulic component 32 and a shock absorption component 33.

[0030] The landing gear strut 31 is located on one side of the frame 1. The landing gear strut 31 has a segmented structure and is rotatably connected to the frame 1. The hydraulic component 32 is located above the landing gear strut 31 and is drivenly connected to the landing gear strut 31. The hydraulic component 32 is used to drive the landing gear strut 31 to move toward or away from the frame 1. The shock absorber 33 is located inside the landing gear strut 31 and is used to reduce the vibration and impact when the aircraft lands.

[0031] The landing gear strut 31 includes a first strut 311 and a second strut 312; the first strut 311 is located at the upper end of the frame 1; the second strut 312 is located at the lower end of the frame 1. The hydraulic component 32 includes a fixing block 321 and a hydraulic cylinder 322; the hydraulic cylinder 322 is located below the fixing block 321 and is used to push the landing gear strut 31 to move. A fixing rod 34 is provided on one side of the first strut 311, and the fixing rod 34 is fixedly assembled with the first strut 311. The hydraulic component 32 is rotatably connected to the fixing rod 34. A fixing plate 35 is provided on one side of the support wheel 2, and the support wheel 2 is rotatably connected to one side of the fixing plate 35. The other side of the fixing plate 35 is rotatably connected to the landing gear strut 31.

[0032] In this embodiment, the device fixing block 321 is installed on the aircraft, and the frame 1 is set under the guide block 331 and is also fixedly assembled with the aircraft. When landing is required, the hydraulic cylinder 322 is activated, and the hydraulic cylinder 322 pushes the fixing rod 34, which drives the landing gear strut 31 to flip to one side, so that the support wheel 2 contacts the ground downwards, achieving the purpose of landing. After the aircraft takes off, the hydraulic cylinder 322 is activated, and the output shaft of the hydraulic cylinder 322 retracts, which drives the landing gear strut 31 to flip back to its original position, so that the support wheel 2 is raised and retracted into the interior of the aircraft, completing the landing gear retraction.

[0033] Example 2

[0034] This utility model discloses a landing gear structure for a manned aircraft. More specifically, based on Embodiment 1, it is provided according to the appendix... Figure 1 , 3 As shown in Figure 4, the aircraft includes a frame 1, a support wheel 2 on one side of the frame 1, and a hydraulic shock absorption unit 3 for aircraft shock absorption at the connection between the frame 1 and the support wheel 2. The hydraulic shock absorption unit 3 includes a landing gear strut 31, a hydraulic component 32, and a shock absorption component 33.

[0035] The landing gear strut 31 is located on one side of the frame 1. The landing gear strut 31 has a segmented structure and is rotatably connected to the frame 1. The hydraulic component 32 is located above the landing gear strut 31 and is drivenly connected to the landing gear strut 31. The hydraulic component 32 is used to drive the landing gear strut 31 to move toward or away from the frame 1. The shock absorber 33 is located inside the landing gear strut 31 and is used to reduce the vibration and impact when the aircraft lands.

[0036] The shock absorber 33 includes a guide block 331 and a guide groove 332. The guide block 331 is disposed inside the left landing gear strut 31. The guide groove 332 is formed inside the right landing gear strut 31. The guide block 331 is slidably connected inside the guide groove 332. The shock absorber 33 also includes a positioning block 333, a spring 334, and a limiting block 335. The positioning block 333 is fixedly assembled inside the guide groove 332. The spring 334 is disposed inside the guide groove 332. One end of the spring 334 is fixedly assembled to the positioning block 333, and the other end of the spring 334 is fixedly assembled to the guide block 331. The limiting block 335 is fixedly assembled to one side of the positioning block 333. The limiting block 335 abuts against the guide block 331 and is used to prevent the guide block 331 from falling out of the guide groove 332.

[0037] In this embodiment, when the ground contacts the support wheel 2, the guide block 331 slides into the guide groove 332. At this time, the spring 334 tightens. The spring 334 is a high-strength spring 334. When the spring 334 deforms, the impact force generated when the ground contacts the support wheel 2 is dissipated, which reduces the impact force and ensures the safety of the machine body components. Since a limit block 335 is installed inside the guide groove 332, its end abuts against the guide block 331 to prevent the guide block 331 from falling out of the guide groove 332, thus meeting the user's needs.

[0038] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A landing gear structure for a manned aircraft, comprising a frame (1), wherein a support wheel (2) is provided on one side of the frame (1), characterized in that, A hydraulic shock absorption unit (3) for aircraft shock absorption is provided at the connection between the frame (1) and the support wheel (2). The hydraulic shock absorption unit (3) includes: The landing gear strut (31) is located on one side of the frame (1). The landing gear strut (31) is a segmented structure and is rotatably connected to the frame (1). A hydraulic component (32) is disposed above the landing gear strut (31). The hydraulic component (32) is driven to connect with the landing gear strut (31). The hydraulic component (32) is used to drive the landing gear strut (31) to move toward or away from the frame (1). A shock absorber (33) is disposed inside the landing gear strut (31) and is used to reduce vibration and impact during aircraft landing.

2. The landing gear structure of a manned aircraft according to claim 1, characterized in that: The landing gear strut (31) includes; The first support column (311) is set at the upper end of the frame (1); The second support (312) is located at the lower end of the frame (1).

3. The landing gear structure of a manned aircraft according to claim 1, characterized in that: The hydraulic component (32) includes; Fixed block (321); A hydraulic cylinder (322) is disposed below the fixed block (321) and is used to drive the landing gear strut (31) to move.

4. The landing gear structure of a manned aircraft according to claim 1, characterized in that: The shock absorber (33) includes; Guide block (331), which is located inside the left landing gear strut (31); A guide groove (332) is provided inside the right landing gear strut (31), and the guide block (331) is slidably connected inside the guide groove (332).

5. The landing gear structure of a manned aircraft according to claim 4, characterized in that: The shock absorber (33) also includes; The positioning block (333) is fixedly assembled inside the guide groove (332); A spring (334) is disposed inside a guide groove (332). One end of the spring (334) is fixedly assembled with a positioning block (333), and the other end of the spring (334) is fixedly assembled with a guide block (331). A limiting block (335) is fixedly mounted on one side of a positioning block (333). The limiting block (335) abuts against a guide block (331). The limiting block (335) is used to prevent the guide block (331) from falling out of the guide groove (332).

6. The landing gear structure of a manned aircraft according to claim 2, characterized in that: A fixing rod (34) is provided on one side of the first support column (311). The fixing rod (34) is fixedly assembled with the first support column (311), and the hydraulic component (32) is rotatably connected to the fixing rod (34).

7. The landing gear structure of a manned aircraft according to claim 1, characterized in that: A fixing plate (35) is provided on one side of the support wheel (2). The support wheel (2) is rotatably connected to one side of the fixing plate (35), and the other side of the fixing plate (35) is rotatably connected to the landing gear strut (31).

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