An aircraft landing gear

Abstract

This utility model relates to the field of aircraft landing gear technology, and more particularly to an aircraft landing gear. The utility model includes a connecting shaft, two tires coaxial with and rotatably connected to the connecting shaft, a first shock-absorbing mechanism, a transmission mechanism, and a second shock-absorbing mechanism. The first shock-absorbing mechanism is vertically arranged, with its top fixedly connected to the connecting rod of the aircraft landing gear, its bottom fixedly connected to the transmission mechanism, and its bottom hinged to the second shock-absorbing mechanism. The second shock-absorbing mechanism is slidably connected to the connecting shaft and is perpendicular to the first shock-absorbing mechanism. By setting up the first shock-absorbing mechanism, the transmission mechanism, and the second shock-absorbing mechanism, the first shock-absorbing mechanism can provide initial damping of vertical impact forces. The damped vertical impact force is transmitted to the second shock-absorbing mechanism through the transmission mechanism and converted into a lateral component force. The second shock-absorbing mechanism gradually decomposes and absorbs the lateral component force to improve shock absorption performance.

Description

Technical Field

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

[0002] Landing gear is a crucial component of an aircraft, primarily used to support the aircraft fuselage and enable its movement on the ground during takeoff, landing, and taxiing. As the only structural component capable of supporting the entire weight of the aircraft, landing gear plays an irreplaceable role in the overall aircraft structure. Without landing gear, an aircraft cannot perform normal ground maneuvers. Typically, after takeoff, the landing gear can be retracted into the fuselage or wings to improve aerodynamic performance, depending on the mission requirements.

[0003] At the moment of impact with the ground upon landing, or during high-speed taxiing on an uneven runway, the landing gear is subjected to severe impact loads from the ground. At this time, the shock absorption system in the landing gear plays a crucial role in absorbing and dissipating most of the impact energy. Currently, the most widely used shock absorption methods mainly combine pneumatic tires with hydraulic-air shock absorbers. Pneumatic tires provide a certain degree of cushioning, while hydraulic-air shock absorbers convert impact energy into heat energy through compressed air storage and high-speed flow of hydraulic oil through throttling orifices, effectively suppressing continuous vibrations after landing and ensuring the safety and stability of aircraft operation.

[0004] However, in complex terrain or with poor runway conditions, the shock absorption capabilities of traditional landing gear systems face severe challenges. Relying solely on tires and conventional hydraulic-air shock absorbers is insufficient to effectively cope with high-frequency, high-intensity impact loads. This not only increases the risk of landing gear structural damage but may also lead to serious consequences such as tire blowouts and shock absorber overload failures, thereby affecting flight safety.

[0005] Therefore, there is an urgent need to develop a new type of aircraft landing gear damping mechanism that can provide more efficient and continuous damping performance under complex ground conditions, so as to improve the stability and safety of aircraft during landing. Utility Model Content

[0006] (a) Technical problems to be solved

[0007] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides an aircraft landing gear that solves the technical problem that traditional landing gear has insufficient shock absorption capacity when facing bumpy or severely damaged runways, which can easily lead to pneumatic tire bursts and hydraulic shock absorber overload failure.

[0008] (II) Technical Solution

[0009] To achieve the above objectives, the main technical solutions adopted by this utility model include:

[0010] This utility model provides an aircraft landing gear, including a connecting shaft, two tires coaxial with and rotatably connected to the connecting shaft, a first shock-absorbing mechanism, a transmission mechanism, and a second shock-absorbing mechanism. The first shock-absorbing mechanism is vertically arranged, with its top fixedly connected to the connecting rod of the aircraft landing gear, its bottom fixedly connected to the transmission mechanism, and its bottom hinged to the second shock-absorbing mechanism. The second shock-absorbing mechanism is slidably connected to the connecting shaft and is perpendicular to the first shock-absorbing mechanism. The first shock-absorbing mechanism can transmit vertical impact force to the second shock-absorbing mechanism through the transmission mechanism, so that the second shock-absorbing mechanism slides along the axis of the connecting shaft to convert the vertical impact force into a lateral component force.

[0011] In a further embodiment, the second damping mechanism includes two sets of damping components; both sets of damping components are slidably connected to the connecting shaft, and the two sets of damping components are symmetrically arranged about the axis of the connecting shaft. The two sets of damping components can move simultaneously in opposite directions or towards each other along the axis of the connecting shaft, so as to convert the vertical impact force into a lateral component force or reset it through the transmission mechanism; both sets of damping components are hinged to the bottom of the transmission mechanism.

[0012] In a further embodiment, each shock-absorbing assembly includes a sliding ring, a guide block, a first elastic element, and a guide rod; a sliding groove along its own axis is formed on the outer wall of the connecting shaft, the guide rod is fixedly installed in the sliding groove, and the axis of the guide rod is parallel to the axis of the connecting shaft; the sliding ring is sleeved on the outer wall of the connecting shaft, the guide block is placed in the sliding groove and sleeved on the guide rod, and the guide block is fixedly connected to the inner wall of the sliding ring; the first elastic element is placed in the sliding groove and sleeved on the guide rod, and the two ends of the first elastic element are respectively connected to the side wall of the sliding groove near the tire and the side wall of the guide block facing the tire, so as to provide buffering force and rebound force for the sliding ring and the guide block.

[0013] In a further embodiment, multiple sliding grooves are provided, and the multiple sliding grooves are arranged circumferentially around the axis of the connecting shaft; multiple guide blocks, guide rods and first elastic elements are provided, and the number of sliding grooves, guide blocks, guide rods and first elastic elements are the same. Multiple guide rods are fixedly connected to multiple sliding grooves in a one-to-one correspondence, multiple guide blocks are sleeved on multiple guide rods in a one-to-one correspondence, and multiple guide blocks are connected to the inner wall of the sliding ring. Multiple first elastic elements are sleeved on multiple guide rods in a one-to-one correspondence.

[0014] In a further embodiment, the shock absorption assembly further includes a plurality of second elastic elements; the plurality of second elastic elements are fitted one-to-one on a plurality of guide rods, and the two ends of the second elastic elements are respectively connected to the side wall of the sliding groove away from the tire and the side wall of the guide block away from the tire, for providing buffering force and rebound force for the sliding ring and the plurality of guide blocks.

[0015] In a further embodiment, the transmission mechanism includes four sets of transmission components, which are arranged symmetrically in mirror image with respect to the axis of the connecting shaft and the centerline of the line connecting the two tires. Each set of transmission components includes a mounting base, a transmission rod, and a mounting plate. The mounting base is located below the mounting plate and is horizontally mounted on the outer wall of the sliding ring. The mounting plate is horizontally mounted on the bottom of the first shock absorption mechanism. The transmission rod is arranged vertically, and its two ends are hinged to the bottom of the mounting plate and the top of the mounting base, respectively, so as to convert the vertical impact force into a lateral component of the sliding ring through the mounting base, the transmission rod, and the mounting plate.

[0016] In a further embodiment, the first damping mechanism includes a mounting column and a hydraulic damper; the mounting column is cylindrical, connected to the bottom of the connecting rod, and the mounting column and the connecting rod are coaxially arranged; the hydraulic damper is vertically arranged, the fixed end of the hydraulic damper is fixedly installed on the top of the mounting plate, and the telescopic end of the hydraulic damper is fixedly installed on the mounting column, so as to reduce the vertical impact force and convert the vertical impact force into the lateral component of the two sets of damping components through the transmission assembly.

[0017] In a further embodiment, multiple hydraulic shock absorbers are provided, arranged in a circumferential array around the axis of the mounting column. The fixed ends of the multiple hydraulic shock absorbers are all installed on the top of the mounting plate, and the telescopic ends of the multiple hydraulic shock absorbers are all installed on the outer wall of the mounting column.

[0018] In a further embodiment, the first damping mechanism further includes a third elastic element; the third elastic element is vertically arranged, and its two ends are respectively connected to the bottom of the mounting column and the top of the mounting plate, and the third elastic element is coaxially arranged with the mounting column to provide buffering force for the mounting column.

[0019] In a further embodiment, the first shock absorption mechanism further includes a telescopic rod; the telescopic rod is arranged vertically, coaxially with the mounting column, and the fixed end of the telescopic rod is connected to the top of the mounting plate, the telescopic end of the telescopic rod is connected to the bottom of the mounting column, and a third elastic element is sleeved on the outer periphery of the telescopic rod, the telescopic rod being used to provide guidance for the third elastic element.

[0020] (III) Beneficial Effects

[0021] The beneficial effects of this utility model are:

[0022] This invention, by setting up a first damping mechanism, a transmission mechanism, and a second damping mechanism, provides initial shock absorption of vertical impact forces. The first damping mechanism then transmits the vertical impact force to the second damping mechanism via the transmission mechanism. Since the second damping mechanism is perpendicular to the first, the vertical impact force is converted into a lateral component through the transmission mechanism. This causes the second damping mechanism to slide along its axis on the connecting shaft, transforming the vertical impact force into its displacement. The second damping mechanism then gradually decomposes and absorbs the lateral component, thus providing a second level of shock absorption. This improves the shock absorption performance of the aircraft landing gear, enhancing its stability when taxiing on uneven surfaces, thereby improving aircraft safety and stability, and extending the maintenance cycle and overall service life of the landing gear. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of an aircraft landing gear according to the present invention;

[0024] Figure 2 This is a schematic diagram of the aircraft landing gear after the tires have been removed.

[0025] Figure 3 This is a schematic diagram of the connecting shaft and the second shock absorption mechanism of this utility model.

[0026] [Explanation of Labels in the Attached Image]

[0027] 1: Connecting shaft; 11: Sliding groove; 2: Tire; 3: First shock absorption mechanism; 31: Mounting column; 32: Hydraulic shock absorber; 33: Third elastic element; 34: Telescopic rod; 4: Transmission mechanism; 41: Transmission assembly; 411: Mounting seat; 412: Transmission rod; 413: Mounting plate; 5: Second shock absorption mechanism; 51: Shock absorption assembly; 511: Sliding ring; 512: Guide block; 513: First elastic element; 514: Guide rod; 515: Second elastic element; 6: Connecting rod; 7: Hydraulic cylinder. Detailed Implementation

[0028] To better understand the above technical solutions, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present invention can be understood more clearly and thoroughly, and that the scope of the present invention can be fully conveyed to those skilled in the art.

[0029] Example

[0030] An aircraft landing gear according to this embodiment includes a connecting shaft 1, two tires 2 that are coaxial with and rotatably connected to the connecting shaft 1, a first shock absorption mechanism 3, a transmission mechanism 4, and a second shock absorption mechanism 5.

[0031] See Figures 1-3 The first shock absorber 3 is vertically positioned. Its top is fixedly connected to the connecting rod 6 of the aircraft landing gear, and its bottom is fixedly connected to the transmission mechanism 4. The bottom of the transmission mechanism 4 is hinged to the second shock absorber 5, which is slidably connected to the connecting shaft 1 and is perpendicular to the first shock absorber 3. The first shock absorber 3 can transmit the vertical impact force to the second shock absorber 5 through the transmission mechanism 4, allowing the second shock absorber 5 to slide along the axis of the connecting shaft 1, thus converting the vertical impact force into a lateral component. By setting up a first damping mechanism 3, a transmission mechanism 4, and a second damping mechanism 5, the first damping mechanism 3 can provide initial shock absorption of the vertical impact force. After the initial shock absorption by the first damping mechanism 3, the vertical impact force is transmitted to the second damping mechanism 5 through the transmission mechanism 4. Since the second damping mechanism 5 is perpendicular to the first damping mechanism 3, the vertical impact force is converted into a lateral component force through the transmission mechanism 4. As a result, the second damping mechanism 5 slides along its axis on the connecting shaft 1, making the vertical impact force a displacement of the second damping mechanism 5. The lateral component force is gradually decomposed and absorbed through the damping of the second damping mechanism 5, thus performing a second damping. This improves the shock absorption performance of the aircraft landing gear, enabling the aircraft to maintain stability when taxiing on bumpy roads, thereby improving the safety and stability of the aircraft and extending the maintenance cycle and overall service life of the aircraft landing gear.

[0032] See Figures 1-3 The second damping mechanism 5 includes two sets of damping components 51. Both sets of damping components 51 are slidably connected to the connecting shaft 1, and are symmetrically arranged about the axis of the connecting shaft 1. The two sets of damping components 51 can move simultaneously in opposite directions or towards each other along the axis of the connecting shaft 1, converting the vertical impact force into a lateral component force or resetting it through the transmission mechanism 4. This allows the two sets of damping components 51 to move simultaneously in opposite directions when the vertical impact force is transmitted to them through the transmission mechanism 4, converting the vertical impact force into displacement of the two sets of damping components 51. This effectively reduces the impact of the vertical impact force, and ultimately, the two sets of damping components 51 absorb and decompose the lateral component force themselves, effectively improving the damping effect of the aircraft landing gear. After takeoff, the two sets of damping components 51 reset because there is no force to decompose, thus simultaneously driving the transmission mechanism 4 and the first damping mechanism 3 to reset. Both sets of shock absorbers 51 are hinged to the bottom of the transmission mechanism 4, which facilitates the transmission of vertical impact force to the two sets of shock absorbers 51, so as to transmit and convert force.

[0033] See Figures 1-3 Each damping assembly 51 includes a sliding ring 511, a guide block 512, a first elastic element 513, and a guide rod 514. A sliding groove 11 along its own axis is formed on the outer wall of the connecting shaft 1. The guide rod 514 is fixedly installed in the sliding groove 11, and its axis is parallel to the axis of the connecting shaft 1. The sliding ring 511 is sleeved on the outer wall of the connecting shaft 1. The guide block 512 is placed in the sliding groove 11 and sleeved on the guide rod 514, with the guide block 512 fixedly connected to the inner wall of the sliding ring 511. The guide block 512, placed in the sliding groove 11 and sleeved on the guide rod 514, provides guidance for the sliding ring 511. This allows the sliding ring 511 to move axially on the connecting shaft 1 due to impact force, providing path guidance and limiting the movement of the sliding ring 511, preventing it from deflecting or rotating due to force, thereby improving the stability of the damping assembly 51. The first elastic element 513 is placed inside the sliding groove 11 and sleeved on the guide rod 514. Both ends of the first elastic element 513 are connected to the side wall of the sliding groove 11 closest to the tire 2 and the side wall of the guide block 512 facing the tire 2, respectively, to provide buffering and rebounding forces for the sliding ring 511 and the guide block 512. This allows the first elastic element 513 to absorb lateral forces. Specifically, when the sliding ring 511 moves axially along the connecting shaft 1 due to impact, the first elastic element 513 compresses and provides buffering for the sliding ring 511 and the guide block 512 to absorb the lateral forces. When the road surface is smooth or the aircraft takes off, the first elastic element 513, due to its own elasticity, provides rebounding forces for the sliding ring 511 and the guide block 512, causing them to move back to their initial positions. Therefore, by setting guide block 512, sliding ring 511, first elastic element 513 and guide rod 514, the shock absorption performance of the aircraft landing gear can be improved, so that the aircraft can take off or land more smoothly on bumpy roads, thus improving the stability of the aircraft landing gear.

[0034] See Figures 1-3Multiple sliding grooves 11 are provided, and these multiple sliding grooves 11 are arranged circumferentially around the axis of the connecting shaft 1. Multiple guide blocks 512, guide rods 514, and first elastic elements 513 are also provided, and the number of sliding grooves 11, guide blocks 512, guide rods 514, and first elastic elements 513 are the same. Multiple guide rods 514 are fixedly connected to multiple sliding grooves 11 in a one-to-one correspondence. Multiple guide blocks 512 are fitted onto multiple guide rods 514 in a one-to-one correspondence, and all guide blocks 512 are connected to the inner wall of the sliding ring 511. Multiple first elastic elements 513 are fitted onto multiple guide rods 514 in a one-to-one correspondence. By providing multiple sliding grooves 11, guide blocks 512, guide rods 514, and first elastic elements 513, the shock absorption assembly 51 can absorb and decompose lateral force more quickly and stably, allowing multiple first elastic elements 513 to simultaneously and gradually absorb and decompose the lateral force, thus making the aircraft more stable. Moreover, it can also make the lateral force more evenly distributed, prevent stress concentration from causing damage to the damping component 51, improve the stability of the damping component 51, and extend the service life of the damping component 51.

[0035] See Figures 1-3 The shock absorption assembly 51 also includes multiple second elastic elements 515. Each of the multiple second elastic elements 515 is correspondingly sleeved on a multiple guide rod 514, and both ends of the second elastic elements 515 are connected to the sidewall of the sliding groove 11 away from the tire 2 and the sidewall of the guide block 512 away from the tire 2, respectively, to provide buffering and rebound forces for the sliding ring 511 and the multiple guide blocks 512. By providing multiple second elastic elements 515, a portion of the lateral force can be absorbed and decomposed through the extension and retraction of the multiple second elastic elements 515. When the sliding ring 511 and guide block 512 move towards the tire 2 due to the lateral force, the multiple first elastic elements 513 are compressed, and a portion of the lateral force is absorbed and decomposed by the multiple first elastic elements 513. At this time, the multiple second elastic elements 515 are stretched, and a portion of the lateral force is absorbed and decomposed due to the stretching of the multiple second elastic elements 515, thereby enabling the lateral force to be absorbed and decomposed as quickly as possible, improving the absorption and decomposition efficiency. Furthermore, the multiple second elastic elements 515 can also prevent the multiple guide blocks 512 from hard collisions with the multiple sliding grooves 11. That is, when the aircraft is on a flat surface or during takeoff, the sliding ring 511 and the guide block 512 will return to their initial positions due to the rebound of the first elastic element 513. However, the rebound of the first elastic element 513 (spring) is very likely to cause the guide block 512 to hard collide with the sliding groove 11. Therefore, through the buffering effect of the second elastic elements 515 (spring), contact between the guide block 512 and the sliding groove 11 can be avoided, preventing the guide block 512 from colliding with the sliding groove 11 and causing deformation and damage.

[0036] See Figures 1-3The transmission mechanism 4 includes four sets of transmission components 41, which are mirror-symmetrically arranged with respect to the axis of the connecting shaft 1 and the centerline of the line connecting the two tires 2. This ensures uniform force distribution and a clear force transmission path, improving the stability of the transmission mechanism 4. Each set of transmission components 41 includes a mounting base 411, a transmission rod 412, and a mounting plate 413. The mounting base 411 is located below the mounting plate 413 and is horizontally mounted on the outer wall of the sliding ring 511. The mounting plate 413 is horizontally mounted on the bottom of the first shock-absorbing mechanism 3. The transmission rod 412 is vertically arranged, and its two ends are hinged to the bottom of the mounting plate 413 and the top of the mounting base 411, respectively, so as to convert the vertical impact force into the lateral component of the sliding ring 511 through the mounting base 411, the transmission rod 412, and the mounting plate 413. By fixing the mounting base 411 to the outer wall of the sliding ring 511, connecting the mounting plate 413 to the bottom of the first damping mechanism 3, and hinged the two ends of the transmission rod 412 to both, the vertical impact force can be efficiently converted into a lateral component force that pushes the sliding ring 511 to move along the connecting shaft 1 through the transmission rod 412. This allows the second damping mechanism 5 to gradually decompose and absorb the lateral component force. The transmission rod 412 is inclined, and the upward extensions of the two transmission rods 412 on the same side of the connecting shaft 1 can intersect, facilitating the conversion of the vertical impact force into a lateral component force.

[0037] See Figures 1-3 The first shock absorption mechanism 3 includes a mounting column 31 and a hydraulic shock absorber 32. The mounting column 31 is cylindrical and is connected to the bottom of the connecting rod 6, and is coaxial with the connecting rod 6. The hydraulic shock absorber 32 is vertically arranged, with its fixed end fixedly mounted on the top of the mounting plate 413 and its telescopic end fixedly mounted on the mounting column 31, to reduce vertical impact force and convert the vertical impact force into a lateral component of the two sets of shock absorption components 51 through the transmission assembly 41. By setting up the hydraulic shock absorber 32, the vertical impact force received by the landing gear during landing or takeoff is initially buffered and absorbed by the hydraulic shock absorber 32. Meanwhile, the hydraulic shock absorber 32 transmits the remaining impact force to the transmission mechanism 4. Through four sets of symmetrically arranged transmission components 41, the sliding ring 511 in the second shock absorption mechanism 5 moves along the connecting shaft 1, converting the vertical force into a lateral component force, thereby achieving secondary shock absorption. This improves the energy absorption efficiency of the aircraft landing gear and significantly enhances the adaptability and stability of the aircraft landing gear under complex ground conditions.

[0038] See Figures 1-3Multiple hydraulic shock absorbers 32 are provided, arranged in a circumferential array around the axis of the mounting column 31. The fixed ends of the multiple hydraulic shock absorbers 32 are all installed on the top of the mounting plate 413, and the telescopic ends of the multiple hydraulic shock absorbers 32 are all installed on the outer wall of the mounting column 31. By providing multiple hydraulic shock absorbers 32 and distributing them evenly around the axis of the mounting column 31, the multiple hydraulic shock absorbers 32 can work together to synchronously buffer the vertical impact force from the ground at multiple points during the landing gear landing or taxiing process. At the same time, the circumferentially distributed hydraulic shock absorbers 32 help to balance the load acting on the mounting column 31, avoid local stress concentration, and enhance the stress uniformity of the structure.

[0039] See Figures 1-3 The first damping mechanism 3 also includes a third elastic element 33. The third elastic element 33 is vertically positioned, with its two ends connected to the bottom of the mounting post 31 and the top of the mounting plate 413, respectively. The third elastic element 33 is coaxially aligned with the mounting post 31, providing cushioning force for the mounting post 31. By providing the third elastic element 33, additional cushioning and recovery forces are provided when the landing gear is impacted, enhancing the vertical cushioning capability of the first damping mechanism 3. Furthermore, the third elastic element 33 can work in conjunction with multiple circumferentially arrayed hydraulic shock absorbers 32. In addition to the damping energy dissipation provided by the hydraulic shock absorbers 32, the elastic deformation of the third elastic element 33 further absorbs the impact force and assists the first damping mechanism 3 in quickly returning to its initial state after the impact, improving the stability and rebound performance of the first damping mechanism 3. Both the telescopic rod 34 and the hydraulic shock absorbers 32 can be hydraulic cylinders, providing multiple cushioning functions.

[0040] See Figures 1-3 The first shock absorption mechanism 3 also includes a telescopic rod 34. The telescopic rod 34 is vertically arranged and coaxially arranged with the mounting column 31. The fixed end of the telescopic rod 34 is connected to the top of the mounting plate 413, and the telescopic end of the telescopic rod 34 is connected to the bottom of the mounting column 31. The third elastic element 33 is sleeved on the outer periphery of the telescopic rod 34. The telescopic rod 34 is used to guide the third elastic element 33 (spring) to prevent it from shifting, twisting or becoming unstable during operation.

[0041] See Figures 1-3 A hydraulic cylinder 7 is hinged to the outer wall of the connecting rod 6, which is used to drive the aircraft landing gear to rise and fall, so as to retract the landing gear when the aircraft takes off, or to release the landing gear when the aircraft is about to land.

[0042] In the description of this utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0043] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium. They can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0044] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "beneath" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0045] In the description of this specification, the terms "one embodiment," "some embodiments," "embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0046] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, alterations, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An aircraft landing gear, comprising a connecting shaft (1) and two tires (2) coaxial with and rotatably connected to the connecting shaft (1), characterized in that, It also includes a first damping mechanism (3), a transmission mechanism (4), and a second damping mechanism (5); The first shock absorber (3) is vertically arranged. The top of the first shock absorber (3) is fixedly connected to the connecting rod (6) of the aircraft landing gear. The bottom of the first shock absorber (3) is fixedly connected to the transmission mechanism (4). The bottom of the transmission mechanism (4) is hinged to the second shock absorber (5). The second shock absorber (5) is slidably connected to the connecting shaft (1). The second shock absorber (5) is perpendicular to the first shock absorber (3). The first damping mechanism (3) can transmit the vertical impact force to the second damping mechanism (5) through the transmission mechanism (4), so that the second damping mechanism (5) slides along the axis of the connecting shaft (1) to convert the vertical impact force into a lateral component force.

2. The aircraft landing gear as described in claim 1, characterized in that: The second damping mechanism (5) includes two sets of damping components (51); Both sets of shock absorbers (51) are slidably connected to the connecting shaft (1), and the two sets of shock absorbers (51) are symmetrically arranged with respect to the axis of the connecting shaft (1). The two sets of shock absorbers (51) can move simultaneously in opposite directions or towards each other along the axis of the connecting shaft (1) so as to convert the vertical impact force into a lateral component force or reset through the transmission mechanism (4). Both sets of the shock-absorbing components (51) are hinged to the bottom of the transmission mechanism (4).

3. The aircraft landing gear as described in claim 2, characterized in that: Each of the damping components (51) includes a sliding ring (511), a guide block (512), a first elastic element (513), and a guide rod (514); The outer wall of the connecting shaft (1) is provided with a sliding groove (11) along its own axis. The guide rod (514) is fixedly installed in the sliding groove (11), and the axis of the guide rod (514) is parallel to the axis of the connecting shaft (1). The sliding ring (511) is sleeved on the outer wall of the connecting shaft (1), the guide block (512) is placed in the sliding groove (11) and the guide block (512) is sleeved on the guide rod (514), and the guide block (512) is fixedly connected to the inner wall of the sliding ring (511). The first elastic element (513) is placed in the sliding groove (11) and sleeved on the guide rod (514). The two ends of the first elastic element (513) are respectively connected to the side wall of the sliding groove (11) near the tire (2) and the side wall of the guide block (512) facing the tire (2) to provide buffering force and rebound force for the sliding ring (511) and the guide block (512).

4. The aircraft landing gear as described in claim 3, characterized in that: The sliding groove (11) is provided in multiple ways, and the multiple sliding grooves (11) are arranged circumferentially around the axis of the connecting shaft (1); Multiple guide blocks (512), multiple guide rods (514), and multiple first elastic elements (513) are provided. The number of sliding grooves (11), guide blocks (512), guide rods (514), and first elastic elements (513) are the same. Multiple guide rods (514) are fixedly connected to multiple sliding grooves (11) in a one-to-one correspondence. Multiple guide blocks (512) are sleeved on multiple guide rods (514) in a one-to-one correspondence. Multiple guide blocks (512) are connected to the inner wall of the sliding ring (511). Multiple first elastic elements (513) are sleeved on multiple guide rods (514) in a one-to-one correspondence.

5. The aircraft landing gear as described in claim 4, characterized in that: The shock absorption assembly (51) also includes a plurality of second elastic elements (515); Multiple second elastic elements (515) are fitted one-to-one on multiple guide rods (514), and the two ends of the second elastic elements (515) are respectively connected to the side wall of the sliding groove (11) away from the tire (2) and the side wall of the guide block (512) away from the tire (2), so as to provide buffering force and rebound force for the sliding ring (511) and multiple guide blocks (512).

6. The aircraft landing gear as described in claim 5, characterized in that: The transmission mechanism (4) includes four sets of transmission components (41), which are arranged symmetrically in mirror image with respect to the axis of the connecting shaft (1) and the centerline of the line connecting the two tires (2). Each of the transmission components (41) includes a mounting base (411), a transmission rod (412), and a mounting plate (413); The mounting base (411) is located below the mounting plate (413), the mounting base (411) is horizontally mounted on the outer wall of the sliding ring (511), and the mounting plate (413) is horizontally mounted on the bottom of the first shock absorption mechanism (3); The transmission rod (412) is vertically arranged, and both ends of the transmission rod (412) are respectively hinged to the bottom of the mounting plate (413) and the top of the mounting base (411) so as to convert the vertical impact force into the lateral component of the sliding ring (511) through the mounting base (411), the transmission rod (412) and the mounting plate (413).

7. The aircraft landing gear as described in claim 6, characterized in that: The first shock absorption mechanism (3) includes a mounting column (31) and a hydraulic shock absorber (32); The mounting post (31) is cylindrical and is connected to the bottom of the connecting rod (6), and the mounting post (31) and the connecting rod (6) are coaxially arranged. The hydraulic shock absorber (32) is vertically arranged. The fixed end of the hydraulic shock absorber (32) is fixedly installed on the top of the mounting plate (413), and the telescopic end of the hydraulic shock absorber (32) is fixedly installed on the mounting column (31) to reduce the vertical impact force and convert the vertical impact force into the lateral component of the two sets of shock absorber components (51) through the transmission assembly (41).

8. The aircraft landing gear as described in claim 7, characterized in that: The hydraulic shock absorber (32) is provided in multiple ways. The multiple hydraulic shock absorbers (32) are arranged in a circumferential array around the axis of the mounting column (31). The fixed ends of the multiple hydraulic shock absorbers (32) are all installed on the top of the mounting plate (413), and the telescopic ends of the multiple hydraulic shock absorbers (32) are all installed on the outer wall of the mounting column (31).

9. The aircraft landing gear as described in claim 8, characterized in that: The first damping mechanism (3) also includes a third elastic element (33); The third elastic element (33) is vertically arranged, and its two ends are respectively connected to the bottom of the mounting post (31) and the top of the mounting plate (413). The third elastic element (33) is coaxially arranged with the mounting post (31) to provide buffering force for the mounting post (31).

10. The aircraft landing gear as described in claim 9, characterized in that: The first shock absorption mechanism (3) also includes a telescopic rod (34); The telescopic rod (34) is vertically arranged and coaxially arranged with the mounting column (31). The fixed end of the telescopic rod (34) is connected to the top of the mounting plate (413), and the telescopic end of the telescopic rod (34) is connected to the bottom of the mounting column (31). The third elastic element (33) is sleeved on the outer periphery of the telescopic rod (34), and the telescopic rod (34) is used to provide guidance for the third elastic element (33).

Images