Undercarriage structure and aircraft

Abstract

The utility model discloses an undercarriage structure and an airplane and relates to the technical field of airplanes, the undercarriage structure comprises a hydrofoil, a supporting assembly and a first driving piece, one end of the hydrofoil is inserted into the airplane, the other end of the hydrofoil extends out of the airplane, the supporting assembly comprises a supporting rod, a supporting wheel and a first sleigh, and the supporting rod is rotatably arranged on the hydrofoil; the first driving part is used for driving the supporting rod to rotate so that the supporting assembly can be folded or unfolded, the supporting wheel is arranged on the supporting rod, the first sled is movably arranged on the supporting rod, and the first sled can move to the position below the supporting wheel when the supporting assembly is unfolded. According to the technical scheme provided by the utility model, the problem that the aircraft is greatly limited in a take-off and landing environment can be solved.

Description

Technical Field

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

[0002] An airplane is a means of transportation that can fly in the atmosphere, and its emergence has greatly changed human transportation and lifestyles. However, traditional airplanes can only take off and land on land, and are subject to considerable restrictions in terms of the takeoff and landing environment.

[0003] Therefore, it is necessary to provide a new landing gear structure and aircraft to solve the above-mentioned technical problems. Utility Model Content

[0004] The main purpose of this utility model is to provide a landing gear structure and an aircraft, which aims to solve the problem of the great limitations that aircraft are subject to in the take-off and landing environment.

[0005] To achieve the above objectives, this utility model proposes a landing gear structure for use in an aircraft. The landing gear structure includes a hydrofoil, a support assembly, and a first drive member. One end of the hydrofoil is inserted into the interior of the aircraft, and the other end extends out of the aircraft. The support assembly includes a support rod, a support wheel, and a first sled. The support rod is rotatably mounted on the hydrofoil. The first drive member drives the support rod to rotate, thereby retracting or extending the support assembly. The support wheel is mounted on the support rod, and the first sled is movably mounted on the support rod. When the support assembly is extended, the first sled can move to below the support wheel.

[0006] In one embodiment, the first sled includes a sled board and a mounting rod, the mounting rod being rotatably mounted on the support rod via a pivot, and the sled board being mounted on the mounting rod.

[0007] In one embodiment, the support rod is provided with a second driving member, the output end of which is connected to the rotating shaft; the second driving member is used to drive the rotating shaft to rotate so that the sled board rotates to below the support wheel when the support assembly is deployed.

[0008] In one embodiment, the end face of the sled away from the support wheel is an arc-shaped surface.

[0009] In one embodiment, the first drive member includes an actuator and an actuating rod, the actuating rod being telescopically disposed within the actuator, one end of the actuating rod away from the actuator being rotatably connected to one end of the hydrofoil inserted into the interior of the aircraft, and the actuator being rotatably connected to the support rod; the actuator can drive the actuating rod to retract or extend, so as to retract or deploy the support assembly.

[0010] In one embodiment, the support rod is provided with a support shaft, and the support wheel is rotatably mounted on the support shaft.

[0011] In one embodiment, the support shaft is provided with a braking device, which is connected to the support wheel and is used to reduce the rotational speed of the support wheel when the aircraft lands.

[0012] In one embodiment, the outer circumferential surface of the support wheel is provided with a strip groove.

[0013] In addition, this utility model also proposes an aircraft, including the landing gear structure as described above, wherein the number of the landing gear structures is two, and the two landing gear structures are arranged symmetrically.

[0014] In one embodiment, the front of the aircraft is provided with a retractable or deployable nose landing gear, the nose landing gear including a frame, a nose wheel and a second skid, the frame being rotatably disposed on the aircraft, the nose wheel being rotatably disposed on the frame, the second skid being rotatably disposed on the frame, and the second skid being able to rotate to below the nose wheel when the nose landing gear is deployed.

[0015] This invention, by incorporating a hydrofoil and a first sled that can move below the support wheels when the support assembly is deployed, enables the aircraft to adapt to various takeoff and landing environments, such as land, water, and snow, thus expanding the aircraft's applicability. In this embodiment, the hydrofoil is angled and functions to part water, facilitating takeoff and landing on water. The support wheels provide support for takeoff and landing on land. The first sled is movably mounted on the support rod and can move below the support wheels when the support assembly is deployed, enabling takeoff and landing on snow. Specifically, when the aircraft needs to take off or land on snow, by moving the first sled below the support wheels when the support assembly is deployed, the first sled provides support for the aircraft during snow takeoff and landing. A first driving member drives the support rod to rotate, causing the support assembly to deploy to the outside of the aircraft to form a support structure or retract into the aircraft's interior. This landing gear structure enables aircraft to take off and land on water by incorporating hydrofoils. At the same time, by incorporating a first skid that can move under the support wheels when the support components are deployed, it can provide support for aircraft to take off and land on land and snow, thereby enabling the aircraft to achieve various take-off and landing environments such as land, water, and snow, and improving the aircraft's applicability. Attached Figure Description

[0016] 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.

[0017] Figure 1 A schematic diagram of the structure of an aircraft in one embodiment of the present invention;

[0018] Figure 2 A schematic diagram of the landing gear structure in one embodiment of the present invention;

[0019] Figure 3 A structural schematic diagram of the support component during the deployment process in one embodiment of the present invention;

[0020] Figure 4 A schematic diagram of the support component when fully deployed in one embodiment of this utility model.

[0021] Explanation of icon numbers:

[0022] 100 Hydrofoil; 200 Support assembly; 210 Support rod; 211 Support shaft; 212 Braking device; 220 Support wheel; 221 Strip groove; 230 First sled; 231 Sled board; 232 Mounting rod; 300 First drive unit; 310 Actuator; 320 Actuating rod; 400 Front landing gear; 410 Second sled.

[0023] 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

[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] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0026] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously.

[0027] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the protection scope claimed by this utility model.

[0028] An airplane is a means of transportation that can fly in the atmosphere, and its emergence has greatly changed human transportation and lifestyles. In the actual research and development process, researchers found that traditional airplane landing gear is usually only equipped with support wheels for support, meaning that airplanes can only take off and land on land. This greatly limits the take-off and landing environment of airplanes and brings great inconvenience to their use.

[0029] This utility model proposes a landing gear structure and an aircraft, aiming to solve the problem of the great limitations that aircraft face in the take-off and landing environment.

[0030] Please see Figures 1 to 4 In one embodiment of this utility model, the landing gear structure is applied to an aircraft. The landing gear structure includes a hydrofoil 100, a support assembly 200, and a first drive member 300. One end of the hydrofoil 100 is inserted into the interior of the aircraft, and the other end of the hydrofoil 100 extends out of the aircraft. The support assembly 200 includes a support rod 210, a support wheel 220, and a first sled 230. The support rod 210 is rotatably disposed on the hydrofoil 100. The first drive member 300 is used to drive the support rod 210 to rotate, so that the support assembly 200 is retracted or deployed. The support wheel 220 is disposed on the support rod 210. The first sled 230 is movably disposed on the support rod 210, and the first sled 230 can move to below the support wheel 220 when the support assembly 200 is deployed.

[0031] The technical solution of this utility model, by setting up a hydrofoil 100 and a first sled 230 that can move below the support wheel 220 when the support assembly 200 is deployed, enables the aircraft to adapt to various take-off and landing environments such as land, water, and snow, thus improving the aircraft's applicability. In this embodiment, the hydrofoil 100 is inclined and serves to part water, enabling the aircraft to take off and land on water. The support wheel 220 provides support for the aircraft when taking off and landing on land. The first sled 230 is movably mounted on the support rod 210 and can move below the support wheel 220 when the support assembly 200 is deployed, enabling the aircraft to take off and land on snow. Specifically, when the aircraft needs to take off and land on snow, by moving the first sled 230 below the support wheel 220 when the support assembly 200 is deployed, the first sled 230 can provide support for the aircraft to take off and land on snow. The first drive component 300 drives the support rod 210 to rotate, causing the support assembly 200 to extend to the outside of the aircraft to form a support structure or retract into the aircraft's interior. This landing gear structure, by incorporating the hydrofoil 100, enables the aircraft to take off and land on water. Simultaneously, by including the first skid 230, which moves below the support wheels 220 when the support assembly 200 is deployed, it provides support for takeoffs and landings on land and snow, enabling the aircraft to operate in various environments such as land, water, and snow, thus expanding its applicability. This landing gear structure is applied in the fields of aircraft, amphibious aircraft, and polar exploration aircraft.

[0032] It should be noted that when the aircraft takes off on the water, the hydrofoil 100 moves in the water. The water flow over the upper surface of the hydrofoil 100 increases in speed and decreases in pressure, while a high-pressure zone is formed on the lower surface of the hydrofoil 100, generating lift. As the aircraft speed increases, the lift gradually overcomes the weight of the aircraft, lifting it off the water and completing the takeoff. When the aircraft lands on the water, the hydrofoil 100 cuts into the water at a certain angle and gradually slows down the aircraft through water resistance.

[0033] In one embodiment of this utility model, the first sled 230 includes a sled plate 231 and a mounting rod 232. The mounting rod 232 is rotatably mounted on a support rod 210 via a pivot, and the sled plate 231 is mounted on the mounting rod 232. In this embodiment, the sled plate 231 has a flat and wide contact surface, which can significantly reduce the pressure of the aircraft on the snow surface to prevent sinking. Furthermore, when the aircraft is taxiing on the snow, the sled plate 231 can also distribute the weight, allowing the aircraft to gradually accumulate to takeoff speed under the thrust of the engine. In this embodiment, the end face of the sled plate 231 away from the support wheel 220 is an arc-shaped surface. Designing the contact surface between the sled plate 231 and the snow as an arc-shaped surface can increase the contact area to prevent sinking. In a specific embodiment, the sled plate 231 has an arc-shaped leading edge, which can guide the snow to both sides during aircraft taxiing to form a micro-melt water film layer and reduce the coefficient of friction.

[0034] In one embodiment of this utility model, the support rod 210 is provided with a second driving member, the output end of which is connected to a rotating shaft. The second driving member is used to drive the rotating shaft to rotate, so that the skis 231 rotates to a position below the support wheel 220 when the support assembly 200 is deployed. In this embodiment, the second driving member is used to drive the rotating shaft to rotate, thereby driving the skis 231 to rotate. Specifically, when the aircraft needs to descend on snow, the first driving member 300 drives the support rod 210 to rotate, so that the support assembly 200 is deployed. At the same time, the second driving member drives the skis 231 to rotate, so that the skis 231 rotates to a position directly below the support wheel 220 when the support assembly 200 is fully deployed, providing support for the aircraft when it lands on snow. In a specific embodiment, the second driving member may be a rotary hydraulic cylinder.

[0035] In one embodiment of this utility model, the first driving member 300 includes an actuator 310 and an actuating rod 320. The actuating rod 320 is telescopically disposed within the actuator 310. The end of the actuating rod 320 away from the actuator 310 is rotatably connected to the end of the hydrofoil 100 inserted into the aircraft. The actuator 310 is rotatably connected to the support rod 210. The actuator 310 can drive the actuating rod 320 to retract or extend, so that the support assembly 200 is retracted or deployed. In this embodiment, the actuator 310 can drive the actuating rod 320 to extend, so as to drive the support rod 210 to rotate to both sides of the aircraft, thereby deploying the support assembly 200. The actuator 310 can also drive the actuating rod 320 to retract, so as to rotate the support rod 210 towards the center of the aircraft until the support assembly 200 is retracted into the aircraft, thereby retracting the support assembly 200. In a specific embodiment, the actuator 310 can be a hydraulic jack or an electric jack.

[0036] In one embodiment of this utility model, the support rod 210 is provided with a support shaft 211, and the support wheel 220 is rotatably mounted on the support shaft 211. In this embodiment, the support wheel 220 is rotatably mounted on the support rod 210 via the support shaft 211, which ensures the stability of the support wheel 220 during rotation. The support shaft 211 is provided with a braking device 212, which is connected to the support wheel 220 and is used to reduce the rotational speed of the support wheel 220 during aircraft landing. In this embodiment, the braking device 212 is used to slow down the rotational speed of the support shaft 211 during aircraft landing, thereby decelerating the aircraft. In a specific embodiment, the braking device 212 may be a disc brake.

[0037] In one embodiment of this utility model, a strip groove 221 is provided on the outer circumferential surface of the support wheel 220. In this embodiment, the strip groove 221 can quickly drain accumulated water, thereby enhancing the drainage and anti-slip ability of the support wheel 220 on a wet and slippery track. At the same time, it can also increase the coefficient of friction and shorten the braking distance.

[0038] This utility model also proposes an aircraft, which includes a landing gear structure. The specific structure of the landing gear structure 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 repeated here. The number of landing gear structures is two, and the two landing gear structures are symmetrically arranged.

[0039] In one embodiment of this utility model, a retractable or deployable nose landing gear 400 is provided at the front of the aircraft. The nose landing gear 400 includes a frame, a nose wheel, and a second skid 410. The frame is rotatably mounted on the aircraft, the nose wheel is rotatably mounted on the frame, and the second skid 410 is rotatably mounted on the frame. The second skid 410 can rotate to a position below the nose wheel when the nose landing gear 400 is deployed. In this embodiment, the nose landing gear 400 and the two landing gear structures are arranged in a triangular pattern, and the second skid 410 can work in conjunction with the two first skids 230 to ensure the dynamic balance of the aircraft. Furthermore, the structure of the second skid 410 is similar to that of the first skids 230, and will not be described in detail here.

[0040] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A landing gear structure for use in an aircraft, characterized in that, The landing gear structure includes a hydrofoil, a support assembly, and a first drive member. One end of the hydrofoil is inserted into the interior of the aircraft, and the other end extends out of the aircraft. The support assembly includes a support rod, a support wheel, and a first sled. The support rod is rotatably mounted on the hydrofoil. The first drive member is used to drive the support rod to rotate, so that the support assembly is retracted or deployed. The support wheel is mounted on the support rod, and the first sled is movably mounted on the support rod, and the first sled can move to below the support wheel when the support assembly is deployed.

2. The landing gear structure as described in claim 1, characterized in that, The first sled includes a sled board and a mounting rod, the mounting rod being rotatably mounted on the support rod via a pivot, and the sled board being mounted on the mounting rod.

3. The landing gear structure as described in claim 2, characterized in that, The support rod is provided with a second driving member, the output end of which is connected to the rotating shaft; the second driving member is used to drive the rotating shaft to rotate so that the sled board rotates to the position below the support wheel when the support assembly is deployed.

4. The landing gear structure as described in claim 2, characterized in that, The end face of the sled away from the support wheel is an arc-shaped surface.

5. The landing gear structure as described in claim 1, characterized in that, The first driving component includes an actuator and an actuating rod. The actuating rod is telescopically disposed within the actuator. One end of the actuating rod away from the actuator is rotatably connected to one end of the hydrofoil inserted into the interior of the aircraft. The actuator is rotatably connected to the support rod. The actuator can drive the actuating rod to retract or extend, so as to retract or deploy the support assembly.

6. The landing gear structure as described in claim 1, characterized in that, The support rod is provided with a support shaft, and the support wheel is rotatably mounted on the support shaft.

7. The landing gear structure as described in claim 6, characterized in that, The support shaft is equipped with a braking device, which is connected to the support wheel and is used to reduce the rotational speed of the support wheel when the aircraft lands.

8. The landing gear structure as described in any one of claims 1 to 7, characterized in that, The outer circumferential surface of the support wheel is provided with a strip groove.

9. An aircraft, characterized in that, The landing gear structure includes any one of claims 1 to 8, wherein there are two landing gear structures, and the two landing gear structures are arranged symmetrically.

10. The aircraft as claimed in claim 9, characterized in that, The aircraft is provided with a retractable or deployable nose landing gear. The nose landing gear includes a frame, a nose wheel, and a second skid. The frame is rotatably mounted on the aircraft, the nose wheel is rotatably mounted on the frame, and the second skid is rotatably mounted on the frame. The second skid can rotate to a position below the nose wheel when the nose landing gear is deployed.

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