Modularized undercarriage with strong stability mechanism

Abstract

The utility model relates to the technical field of undercarriages, in particular to a modular undercarriage with a strong stability mechanism, which comprises a bearing frame, two adjusting plates are fixedly connected to one side of the bearing frame and are symmetrically arranged, an auxiliary bearing frame is fixedly mounted at one end of the bearing frame, and a plurality of auxiliary bearing frames are fixedly mounted at the other end of the bearing frame. The surface of the adjusting plate is rotatably connected with a mounting plate, the surface of the mounting plate is fixedly connected with a first shock absorption supporting column, the first shock absorption supporting column is hollow, and the inner wall of the first shock absorption supporting column is slidably connected with a vertical rod. Kinetic energy generated when the aircraft lands on the runway is converted into electric energy to be transmitted to the super-capacitor module to be stored, so that energy which is originally consumed and wasted in the braking process is recycled, cyclic utilization of the energy is achieved, the overall energy utilization efficiency of the aircraft is improved, dependence on external energy is reduced to a certain degree, and the operation cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of landing gear technology, and in particular to a modular landing gear with a strong stabilizing mechanism. Background Technology

[0002] Landing gear is the main device for aircraft to achieve takeoff and landing functions. It is a key component to ensure safe flight, and its mass typically accounts for 4% to 6% of the normal takeoff mass of an aircraft and 10% to 15% of the aircraft's structural mass. Modern landing gear mainly includes a shock absorber, retraction mechanism, locking mechanism, steering mechanism, and braking mechanism. According to the wheel arrangement, it can be divided into tailwheel, tricycle, bicycle, and multi-pivot types. Landing gear has gone through several stages of development and is now developing towards longer life, higher reliability, smaller size, and lighter weight.

[0003] However, traditional landing gear relies on hydropneumatic shock absorber struts, with a response time as long as 50ms, making it difficult to cope with dynamic impacts under complex operating conditions. In terms of energy recovery, it relies solely on the braking device to dissipate braking energy, with a recovery efficiency of less than 5%, resulting in energy waste. For example, Boeing patent US20190126789, although it introduces electric drive components, does not solve the problem of coordinated control between energy recovery and active damping, making it difficult to dynamically adjust the damping force according to the recovered energy, resulting in insufficient system stability. Utility Model Content

[0004] The purpose of this invention is to address the problems in existing technologies where traditional landing gear relies on hydropneumatic shock absorbers with a response time as long as 50ms, making it difficult to cope with dynamic impacts under complex operating conditions. In terms of energy recovery, it relies solely on the braking device to dissipate braking energy, resulting in a recovery efficiency of less than 5% and causing energy waste. For example, Boeing patent US20190126789, although it introduces an electric drive component, does not solve the problem of coordinated control between energy recovery and active damping, making it difficult to dynamically adjust the damping force according to the recovered energy, leading to insufficient system stability. Therefore, this invention proposes a modular landing gear with a strong stabilizing mechanism.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: a modular landing gear with a strong stability mechanism, comprising a load-bearing frame, an adjusting plate fixedly connected to one side of the load-bearing frame, two adjusting plates symmetrically arranged, a secondary load-bearing frame fixedly installed at one end of the load-bearing frame, a mounting plate rotatably connected to the surface of the adjusting plate, a first shock-absorbing strut fixedly connected to the surface of the mounting plate, the first shock-absorbing strut being hollow, a vertical rod slidably connected to the inner wall of the first shock-absorbing strut, and a kinetic energy recovery device fixedly installed on the lower surface of the vertical rod. The device contains a hub motor installed inside the kinetic energy recovery unit. A round rod is fixedly connected to the upper surface of the mounting plate, and a connecting rod is rotatably connected to the upper surface of the round rod. A multi-modal sensor is fixedly installed on the surface of the connecting rod, and a micro-computing platform is fixedly installed on the lower surface of the auxiliary support frame. The hub motor inside the kinetic energy recovery unit adopts a dual-redundant hub motor. When the aircraft needs to brake, the hub motor switches to the power generation mode. Using the electromagnetic induction principle of the motor, the kinetic energy of the aircraft traveling on the runway is converted into electrical energy. The electrical energy generated by the hub motor is transmitted to the supercapacitor module through brushes.

[0006] Preferably, the end of the connecting rod away from the round rod is rotatably connected to a joint rod, and the end of the joint rod away from the connecting rod is rotatably connected to an insert rod.

[0007] Preferably, the surface of the secondary load-bearing frame is provided with a circular hole, and the insertion rod is fixedly installed with the circular hole on the surface of the secondary load-bearing frame. The load-bearing frame and the secondary load-bearing frame are mainly responsible for supporting the connection between the landing gear and the fuselage. The load-bearing frame is manufactured using 3D printing titanium alloy technology and coated with a graphene-ceramic coating. It is responsible for transmitting the load during flight and takeoff and landing.

[0008] Preferably, one end of the first shock absorber is rotatably connected to a second shock absorber, and the upper surface of the second shock absorber is rotatably connected to a connecting arm.

[0009] Preferably, the end of the connecting arm away from the second shock absorber strut is rotatably connected to the auxiliary support frame. The lower surface of the auxiliary support frame is provided with a hydraulic rod, which works on the principle of hydraulic drive and achieves the retraction and extension of the landing gear through extension and retraction, thereby reducing air resistance during flight.

[0010] Preferably, a multimodal sensor is fixedly mounted on the surface of the connecting arm, and the two ends of the hydraulic rod are rotatably connected to the auxiliary support frame and the connecting arm, respectively.

[0011] Preferably, one side of the kinetic energy recovery device is rotatably connected to a wheel, and there are two wheels located at both ends of the kinetic energy recovery device.

[0012] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0013] 1. In this utility model, by setting up a kinetic energy recovery device, when the aircraft needs to brake, the hub motor switches to the power generation mode. Based on the principle of electromagnetic induction, the kinetic energy of the aircraft traveling on the runway is converted into electrical energy and transmitted to the supercapacitor module for storage. This allows the energy that would otherwise be lost and wasted during braking to be recovered, realizing the recycling of energy, improving the overall energy utilization efficiency of the aircraft, reducing dependence on external energy to a certain extent, and lowering operating costs.

[0014] 2. In this utility model, by setting up a multimodal sensor and a micro computing platform, a variety of high-precision sensors are integrated inside, which can monitor 12 parameters such as load, temperature, and deformation in real time, forming an all-round monitoring network, fully grasping the working status of the landing gear, analyzing data trends, predicting component fatigue life, integrating fault code information, supporting remote operation and maintenance, planning maintenance tasks in advance, reducing unplanned downtime, and lowering maintenance costs. Attached Figure Description

[0015] Figure 1 A three-dimensional structural diagram of a modular landing gear with a strong stabilizing mechanism is provided for this utility model.

[0016] Figure 2 A schematic diagram of the first shock-absorbing strut structure of a modular landing gear with a strong stability mechanism is provided for this utility model.

[0017] Figure 3 A bottom view of the modular landing gear with a strong stabilizing mechanism is provided for this utility model.

[0018] Figure 4 A schematic diagram of a load-bearing frame structure for a modular landing gear with a strong stability mechanism is provided for this utility model.

[0019] Figure 5 This utility model presents a schematic diagram of the retracted state structure of a modular landing gear with a strong stability mechanism.

[0020] Legend: 1. Load-bearing frame; 2. Adjustment plate; 3. Secondary load-bearing frame; 4. First shock absorber column; 5. Second shock absorber column; 6. Connecting arm; 7. Hydraulic rod; 8. Joint rod; 9. Insert rod; 10. Connecting rod; 11. Mounting plate; 12. Round rod; 13. Kinetic energy recovery device; 14. Wheel; 15. Multimodal sensor; 16. Microcomputing platform; 17. Vertical pole. Detailed Implementation

[0021] Please see Figures 1-5 This utility model provides a technical solution: a modular landing gear with a strong stability mechanism.

[0022] This implementation plan includes: a load-bearing frame 1, with two adjusting plates 2 fixedly connected to one side of the load-bearing frame 1, arranged symmetrically; a secondary load-bearing frame 3 fixedly installed at one end of the load-bearing frame 1; a mounting plate 11 rotatably connected to the surface of the adjusting plate 2; a first shock-absorbing support column 4 fixedly connected to the surface of the mounting plate 11; the first shock-absorbing support column 4 being hollow; a vertical rod 17 slidably connected to the inner wall of the first shock-absorbing support column 4; a kinetic energy recovery device 13 fixedly installed on the lower surface of the vertical rod 17; and a hub motor installed inside the kinetic energy recovery device 13. A round rod 12 is fixedly connected to the upper surface of the mounting plate. A connecting rod 10 is rotatably connected to the upper surface of the round rod 12. A multimodal sensor 15 is fixedly installed on the surface of the connecting rod 10. A micro computing platform 16 is fixedly installed on the lower surface of the auxiliary support frame 3. The hub motor wheel 14 inside the kinetic energy recovery unit 13 adopts a dual redundant hub motor. When the aircraft needs to brake, the hub motor switches to the power generation mode. Using the electromagnetic induction principle of the motor, the kinetic energy of the aircraft landing on the runway is converted into electrical energy. The electrical energy generated by the hub motor is transmitted to the supercapacitor module through the brush.

[0023] Specifically, the end of the connecting rod 10 away from the round rod 12 is rotatably connected to the joint rod 8, and the end of the joint rod 8 away from the connecting rod 10 is rotatably connected to the insertion rod 9.

[0024] Specifically, the surface of the secondary support frame 3 has a round hole, and the insertion rod 9 is fixedly installed in the round hole on the surface of the secondary support frame 3.

[0025] In this embodiment: the load-bearing frame 1 and the auxiliary load-bearing frame 3 are mainly responsible for supporting the connection between the landing gear and the fuselage. The load-bearing frame 1 is manufactured using 3D printing titanium alloy technology and coated with a graphene-ceramic coating. It is responsible for transmitting the load during flight and takeoff and landing.

[0026] Specifically, a second shock absorber 5 is rotatably connected to one end of the first shock absorber 4, and a connecting arm 6 is rotatably connected to the upper surface of the second shock absorber 5.

[0027] Specifically, the end of the connecting arm 6 away from the second shock absorber column 5 is rotatably connected to the auxiliary support frame 3, and a hydraulic rod 7 is provided on the lower surface of the auxiliary support frame 3.

[0028] In this embodiment, the hydraulic rod 7 is driven by hydraulic power and extends and retracts to achieve the retraction and extension of the landing gear, thereby reducing air resistance during flight.

[0029] Specifically, a multimodal sensor 15 is fixedly mounted on the surface of the connecting arm 6, and the two ends of the hydraulic rod 7 are rotatably connected to the auxiliary support frame 3 and the connecting arm 6, respectively.

[0030] Specifically, one side of the kinetic energy recovery unit 13 is rotatably connected to a wheel 14. There are two wheels 14, located at both ends of the kinetic energy recovery unit 13.

[0031] Working principle: The load-bearing frame 1 and the sub-load-bearing frame 3 are mainly responsible for supporting the connection between the landing gear and the fuselage. The load-bearing frame 1 is manufactured using 3D printing titanium alloy technology and coated with graphene-ceramic coating. It is responsible for transmitting the load during flight and takeoff and landing. The adjustment plate 2 is located on the side of the load-bearing frame 1 and is used to install and fix other landing gear components. At the same time, it can ensure assembly accuracy by fine-tuning the position of the components. The hydraulic rod 7 is driven by hydraulic principle and realizes the retraction and extension of the landing gear through extension and retraction, reducing air resistance during flight. The first shock absorber strut 4 and the second shock absorber strut 5 are core buffer components. The first shock absorber strut 4 adopts an oil-gas hybrid design, which can effectively absorb the impact energy borne by the wheels 14 when the aircraft lands, ensuring the landing gear buffer performance and the aircraft landing smoothly. The kinetic energy recovery unit 13 integrates a hub motor. The hub motor has a built-in planetary gear reducer to transmit braking energy to the supercapacitor module for storage through brushes. The motor stator and wheel rim are integrated into one design, thereby reducing space occupation.

[0032] As the core of energy management, the microcomputing platform 16 monitors parameters such as the state of charge, voltage, and current of the supercapacitor in real time. When the supercapacitor's charge is low, the platform controls the energy transfer process, prioritizing the storage of braking energy in the supercapacitor and utilizing its peak power density of 5 kW / kg for rapid charging. When the supercapacitor is nearing full charge, the microcomputing platform 16 transfers the remaining braking energy to the aircraft's battery pack via a DC / DC converter. Based on model predictive control algorithms, the platform dynamically plans the energy flow, balancing the energy demands of braking, charging, and other aircraft systems to ensure optimal energy utilization. Throughout the entire braking energy recovery process, the microcomputing platform 16... Precise control and management achieve a braking energy recovery efficiency of up to 18%, effectively improving the aircraft's energy utilization. The multi-modal sensor 15 integrates a fiber optic grating sensor with a strain accuracy of ±0.01με, a MEMS accelerometer with a range of ±500g, and a laser displacement sensor with an accuracy of ±0.1mm. It can monitor 12 parameters, including load, temperature, and deformation, in real time, forming a comprehensive monitoring network. The edge computing module, equipped with a lightweight CNN algorithm, achieves a millisecond-level fault diagnosis accuracy of 99.2%. LSTM neural networks predict impacts, and a magnetorheological damper with a response time of <3ms and a damping force adjustment range of 5-50kN, combined with the nose wheel vector thrust unit to compensate for crosswind yaw, forms an active damping system. The vibration and attitude stabilization control system can provide pilots with important parameters and detect maintenance faults in real time. The microcomputing platform 16 receives landing gear load, deformation, temperature, and other data collected in real time by multimodal sensors 15, fiber optic grating sensors, MEMS accelerometers, etc. Through the built-in lightweight CNN algorithm, it completes fault diagnosis and condition assessment in milliseconds, quickly identifying the risk of excessive stress in the shock absorber struts or abnormal wear of wheel bearings, providing data support for active control. It runs prediction algorithms such as LSTM neural networks to predict landing impact, crosswind interference, and other conditions, driving the magnetorheological damper to dynamically adjust the damping force, and coordinating with the nose wheel vector thrust unit to compensate for attitude. At the moment of aircraft landing, the computing platform adjusts the damping parameters in real time. To optimize shock absorption and improve landing gear cushioning performance, the computing platform constructs a landing gear health model based on digital twin technology, analyzes sensor data trends, predicts component fatigue life, and integrates fault code information. This allows the remote operation and maintenance system to monitor the landing gear status in real time, plan maintenance tasks in advance, reduce unplanned downtime, and lower maintenance costs. In crosswind landing scenarios, the intelligent control modular landing gear system acquires aircraft attitude data through MEMS accelerometers in multimodal sensors 15, uploads the data to the micro computing platform 16, and uses LSTM neural networks to predict crosswind trends and generate compensation commands. The landing gear's ±15° deflection capability, combined with crab approach maneuvers, helps to cope with the yaw effect during crosswind landings.

Claims

1. A modular landing gear with a strong stabilizing mechanism, comprising a load-bearing frame (1), characterized in that: An adjustment plate (2) is fixedly connected to one side of the load-bearing frame (1). There are two adjustment plates (2), which are symmetrically arranged. A secondary load-bearing frame (3) is fixedly installed at one end of the load-bearing frame (1). An installation plate (11) is rotatably connected to the surface of the adjustment plate (2). A first shock-absorbing support column (4) is fixedly connected to the surface of the installation plate (11). The first shock-absorbing support column (4) is hollow. A vertical rod (17) is slidably connected to the inner wall of the first shock-absorbing support column (4). A kinetic energy recovery device (13) is fixedly installed on the lower surface of the vertical rod (17). A hub motor is installed inside the kinetic energy recovery device (13). A round rod (12) is fixedly connected to the upper surface of the installation plate (11). A connecting rod (10) is rotatably connected to the upper surface of the round rod (12). A multimodal sensor (15) is fixedly installed on the surface of the connecting rod (10). A micro computing platform (16) is fixedly installed on the lower surface of the secondary load-bearing frame (3).

2. The modular landing gear with a strong stabilization mechanism according to claim 1, characterized in that: The end of the connecting rod (10) away from the round rod (12) is rotatably connected to the joint rod (8), and the end of the joint rod (8) away from the connecting rod (10) is rotatably connected to the insert rod (9).

3. A modular landing gear with a strong stabilization mechanism according to claim 2, characterized in that: The surface of the secondary support frame (3) is provided with a round hole, and the insertion rod (9) is fixedly installed with the round hole on the surface of the secondary support frame (3).

4. A modular landing gear with a strong stabilization mechanism according to claim 3, characterized in that: One end of the first shock absorber (4) is rotatably connected to the second shock absorber (5), and the upper surface of the second shock absorber (5) is rotatably connected to the connecting arm (6).

5. A modular landing gear with a strong stabilization mechanism according to claim 4, characterized in that: The end of the connecting arm (6) away from the second shock absorber (5) is rotatably connected to the auxiliary support frame (3), and the lower surface of the auxiliary support frame (3) is provided with a hydraulic rod (7).

6. A modular landing gear with a strong stabilization mechanism according to claim 5, characterized in that: A multimodal sensor (15) is fixedly mounted on the surface of the connecting arm (6), and the two ends of the hydraulic rod (7) are rotatably connected to the auxiliary support frame (3) and the connecting arm (6), respectively.

7. A modular landing gear with a strong stabilization mechanism according to claim 1, characterized in that: One side of the kinetic energy recovery unit (13) is rotatably connected to a wheel (14), and there are two wheels (14), which are located at both ends of the kinetic energy recovery unit (13).

Images