Landing gear shock absorber

Abstract

The utility model relates to the technical field of landing gear, concretely relates to a landing gear damping mechanism. It includes stand, crossbeam, wheel frame and sets up the damping component between stand and crossbeam, and the damping component is constituted by outer tube, piston rod, piston head, honeycomb aluminium energy absorption module group and disc spring bag etc. Honeycomb aluminium energy absorption module group is at least two layers along the axial direction and is equipped with deformation joint between layers, and honeycomb aluminium energy absorption module group, disc spring bag and piston rod are arranged in outer tube from top to bottom, and the conical force transmission rod of piston rod top inserts the central hole of honeycomb aluminium energy absorption module group and forms the conical surface cooperation. The landing gear adopts the "hydraulic damping-honeycomb aluminium-disc spring" compound damping structure, and through honeycomb aluminium graded energy absorption, disc spring nonlinear elasticity and friction damping, hydraulic damping medium energy dissipation, effectively solve the problem of traditional landing gear energy absorption efficiency low, high frequency vibration attenuation deficiency, heavy load impact load concentration etc., and is suitable for high frequency impact and concentrated load working condition, and the damping effect is good.

Description

Technical Field

[0001] This utility model relates to the field of landing gear technology, and in particular to a landing gear shock absorption mechanism. Background Technology

[0002] Traditional landing gear damping methods generally suffer from problems such as low energy absorption efficiency of single damping structures, insufficient attenuation of high-frequency vibrations, and concentrated impact loads under heavy load conditions. In existing technologies, hydraulic damper and spring combinations are prone to damping medium leakage, while metal springs suffer from secondary impacts due to sudden stiffness changes. Although honeycomb aluminum materials possess energy absorption characteristics, their single-layer structure is insufficient to withstand impact loads of varying magnitudes. In particular, the nose landing gear strut needs to cope with complex lateral loads during landing and steering, which traditional damping structures are ill-suited for. Summary of the Invention

[0003] In order to overcome the above-mentioned defects of the prior art, this utility model aims to provide a landing gear with high energy absorption efficiency and good shock absorption effect under high frequency impact and concentrated load.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A landing gear damping mechanism includes a column, a crossbeam, and a wheel frame. The column is vertically arranged, with its top for connection to mounted equipment. The crossbeam is horizontally arranged at the bottom of the column. The wheel frame is hinged to the crossbeam and used to mount wheels. A damping assembly is fixedly provided between the column and the crossbeam. The damping assembly includes an outer cylinder, a piston rod, and a piston head. The piston head is fixedly installed at the bottom of the piston rod. The piston head is located inside the outer cylinder, dividing the inner cavity of the outer cylinder into an upper chamber and a lower chamber, which are filled with damping media. A honeycomb aluminum energy-absorbing module group is fixedly provided on the inner wall of the upper part of the outer cylinder. The honeycomb aluminum energy-absorbing module group is arranged in a circular array around the central axis of the outer cylinder, with at least two layers along the axial direction and expansion joints between the layers. The piston rod is located below the honeycomb aluminum energy-absorbing module group, and multiple sets of parallel disc springs are provided between the piston rod and the honeycomb aluminum energy-absorbing module group. A conical force transmission rod is provided at the top of the piston rod, and the conical force transmission rod is inserted into the central hole of the honeycomb aluminum energy-absorbing module group to form a conical contact fit.

[0006] Further configuration: The honeycomb aluminum energy-absorbing module group is divided into three layers along the axial direction, with a honeycomb density difference between the layers ≥30%.

[0007] Further configuration: The disc spring package is composed of stacked disc spring sheets of varying thickness, with a pre-set dynamic micro-gap of 0.1mm between the disc spring sheets.

[0008] Further configuration: The disc spring package is externally fitted with a cross-shaped limiting frame, and the four arms of the frame extend to the inner wall groove of the outer cylinder.

[0009] Further configuration: The expansion joint is filled with elastic damping material.

[0010] Further configuration: The cone angle of the cone-shaped force transmission rod is 15°-30°.

[0011] Further configuration: The outer wall of the piston rod in the middle is provided with an axially extending guide rib, and the inner wall of the outer cylinder is provided with a guide groove that slides with the guide rib.

[0012] Further details: The disc spring package is made of 60Si2MnA spring steel and its surface is shot-peened.

[0013] Compared with existing technologies, this utility model adopts a composite shock absorption structure of "hydraulic damping-honeycomb aluminum-disc spring," which greatly improves the shock absorption effect of the landing gear. Specifically:

[0014] (1) Honeycomb aluminum energy-absorbing module group. Under impact load, the conical force transmission rod squeezes the honeycomb aluminum module, causing it to undergo plastic deformation along the axial direction. The low-density layer deforms first to absorb small energy impacts, while the high-density layer deforms later to cope with large loads, forming a graded energy absorption effect. The elastic material in the deformation joint consumes vibration energy through shear deformation, suppressing high-frequency oscillations.

[0015] (2) Parallel structure of the disc spring pack. The variable thickness design allows the disc spring stiffness to gradually increase during compression, forming nonlinear elastic characteristics and avoiding resonance. The micro-gap between the plates generates frictional damping during vibration, consuming mechanical energy and converting it into heat energy, effectively attenuating low-frequency vibration. The cross-shaped limit frame restricts the radial deformation of the disc spring, ensuring the stability of the axial force transmission path. The material selection and shot peening treatment of the disc spring pack improve its service life. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure;

[0017] Figure 2 This is a top view of the disc spring package (direction A).

[0018] In the diagram: 1. Outer cylinder; 11. Slide groove; 12. Guide groove; 2. Piston rod; 21. Guide rib; 3. Piston head; 4. Honeycomb aluminum energy-absorbing module group; 5. Expansion joint; 6. Disc spring package; 7. Conical force transmission rod; 8. Cross limit frame; 10. Column; 20. Cross beam. Detailed Implementation

[0019] The structure and principle of this utility model will now be fully explained with reference to specific embodiments, so that those skilled in the art can fully understand and implement it.

[0020] like Figure 1 , Figure 2As shown; a landing gear damping mechanism includes a column 10, a crossbeam 20, and a wheel frame; the column 10 is vertically arranged, and its top is used to connect with the forward fuselage of the aircraft to ensure vertical load transmission and improve structural stability; the crossbeam 20 is horizontally arranged at the bottom of the column 10, forming a stable support base and evenly distributing the bottom load; the wheel frame is hinged to the crossbeam 20 to install the front steering wheel and transmit steering torque, enabling flexible steering and adapting to the needs of complex terrain; a damping assembly is fixed between the column 10 and the crossbeam 20; the damping assembly includes an outer cylinder 1, a piston rod 2, and a piston head 3. The piston head 3 is fixedly installed at the bottom of the piston rod 2, and the rigid connection ensures the efficiency of force transmission when the piston rod 2 moves. The piston head 3 is located inside the outer cylinder 1, dividing the inner cavity of the outer cylinder 1 into an upper chamber and a lower chamber. The upper and lower chambers are filled with damping medium, which consumes impact energy by utilizing the viscous resistance of the damping medium to achieve hydraulic damping and shock absorption, effectively attenuating high-frequency vibrations. A honeycomb aluminum energy-absorbing module group 4 is fixedly installed on the inner wall of the upper part of the outer cylinder 1. The honeycomb aluminum energy-absorbing module group 4 is arranged in a ring array around the central axis of the outer cylinder 1 and is divided into three layers along the axial direction. The honeycomb density difference between adjacent layers is significant. ≥30% (a graded energy absorption mechanism is formed through density gradient design, with the low-density layer absorbing small energy impacts first, and the high-density layer handling large loads later, improving adaptability to impacts of different magnitudes), with deformation joints 5 between the layers, filled with elastic damping material (the elastic material consumes vibration energy through shear deformation, suppressing high-frequency oscillations and avoiding resonance); the piston rod 2 is located below the honeycomb aluminum energy absorption module group 4, and multiple sets of parallel disc spring packages 6 are arranged between the piston rod 2 and the honeycomb aluminum energy absorption module group 4, the disc spring package 6 being composed of stacked disc spring sheets of varying thickness (variable thickness refers to the thickness of the longitudinally stacked spring sheets). The variable thickness design (with varying degrees of stiffness) causes the disc spring to gradually increase in stiffness during compression, forming nonlinear elastic characteristics, avoiding resonance and adapting to dynamic load changes. A 0.1mm dynamic micro-gap is pre-placed between the disc spring plates. The micro-gap generates frictional damping during vibration, converting mechanical energy into heat energy and effectively attenuating low-frequency vibration. The piston rod 2 has a conical force transmission rod 7 at its top. The conical force transmission rod 7 is inserted into the central hole of the honeycomb aluminum energy absorption module group 4 (the contact force surface is a conical surface), forming a conical contact fit (the conical structure can evenly distribute the impact load to the honeycomb aluminum module, optimize the force transmission path, and improve energy absorption efficiency).

[0021] Further configuration: A cross-shaped limiting frame 8 is sleeved on the outside of the disc spring housing 6, and the four arms of the frame extend to the inner wall groove 11 of the outer cylinder 1. The radial deformation of the disc spring is limited by mechanical limiting, ensuring the stability of the axial force transmission path and preventing the disc spring from failing due to eccentric force.

[0022] Further configuration: The cone angle of the cone-shaped force transmission rod 7 is 15°-30°. This angle range can balance the normal pressure and friction during cone extrusion, ensuring uniform deformation of the honeycomb aluminum module and maximizing energy absorption.

[0023] Further configuration: The piston rod 2 has an axially extending guide rib 21 on its outer wall at the middle, and the outer cylinder 1 has a guide groove 12 that slides with the guide rib 21 on its inner wall. The guide structure can suppress radial swaying of the piston rod 2 during movement, improve the movement accuracy and stability of the shock absorption assembly, and extend its service life.

[0024] Further details: The disc spring pack 6 is made of 60Si2MnA spring steel, and its surface is shot-peened. 60Si2MnA spring steel has high strength and good toughness. Shot peening can form a compressive stress layer on the surface, improving fatigue resistance and extending the service life of the disc spring pack 6.

[0025] In summary, this utility model achieves multi-dimensional vibration reduction through a composite damping structure design of "hydraulic damping-honeycomb aluminum-disc spring": the honeycomb aluminum energy-absorbing module group absorbs impact loads in stages through graded density and expansion joint design, while suppressing high-frequency vibrations; the disc spring package utilizes variable thickness nonlinear characteristics and friction damping to attenuate low-frequency vibrations and avoid resonance; the hydraulic damping medium dissipates energy through the movement of the piston head, enhancing the buffering capacity for high-frequency impacts; and each structure, through auxiliary designs such as guide ribs and cross-shaped limit frames, ensures a stable force transmission path and improves the overall structural reliability. This embodiment is specifically designed for the steering load and asymmetric impact characteristics of the front landing gear strut, optimizing the force transmission path through a composite damping structure to solve the problem of low energy absorption efficiency in traditional front landing gears, making it suitable for high-frequency impacts and steering conditions of the front landing gear.

[0026] The above embodiments are merely preferred embodiments of this utility model and are not intended to limit the utility model in any way. Any person skilled in the art can make many possible variations and modifications to the technical solution of this utility model, or modify it into equivalent embodiments, without departing from the technical principles and scope of this utility model. Therefore, any combination, modification, or substitution made to the disclosed technical features of this utility model based on its technical essence, without departing from the principles or solution of this utility model, should fall within the protection scope of this utility model.

Claims

1. A landing gear damping mechanism, comprising a vertical column (10), a cross beam (20), and a wheel carrier; the vertical column (10) is vertically arranged, and a top portion thereof is used for connecting with a carrying device; the cross beam (20) is horizontally arranged at a bottom portion of the vertical column (10); and the wheel carrier is hingedly connected with the cross beam (20) and used for mounting a walking wheel; characterized in that, A damping assembly is fixedly provided between the column (10) and the crossbeam (20); the damping assembly includes an outer cylinder (1), a piston rod (2), and a piston head (3); the piston head (3) is fixedly installed at the bottom of the piston rod (2); the piston head (3) is located inside the outer cylinder (1), dividing the inner cavity of the outer cylinder (1) into an upper chamber and a lower chamber, and the upper chamber and the lower chamber are filled with damping medium; a honeycomb aluminum energy-absorbing module group (4) is fixedly provided on the inner wall of the upper part of the outer cylinder (1), and the honeycomb aluminum energy-absorbing module group (4) is used to absorb the damping medium. The energy-absorbing module group (4) is arranged in a ring array around the central axis of the outer cylinder (1), with at least two layers along the axial direction and deformation joints (5) between the layers; the piston rod (2) is located below the honeycomb aluminum energy-absorbing module group (4), and multiple sets of parallel disc springs (6) are arranged between the piston rod (2) and the honeycomb aluminum energy-absorbing module group (4); a conical force transmission rod (7) is provided at the top of the piston rod (2), and the conical force transmission rod (7) is inserted into the central hole of the honeycomb aluminum energy-absorbing module group (4) to form a conical contact fit.

2. The landing gear shock absorption mechanism according to claim 1, characterized in that: The honeycomb aluminum energy-absorbing module group (4) is divided into three layers along the axial direction, with a honeycomb density difference between the layers ≥30%.

3. The landing gear shock absorption mechanism according to claim 2, characterized in that: The disc spring package (6) is composed of stacked disc spring sheets of varying thickness, with a 0.1mm dynamic micro-gap between the disc spring sheets.

4. The landing gear shock absorption mechanism according to claim 3, characterized in that: The disc spring package (6) is externally fitted with a cross-shaped limiting frame (8), and the four arms of the frame extend to the inner wall groove (11) of the outer cylinder (1).

5. A landing gear shock absorption mechanism according to claim 1, characterized in that: The expansion joint (5) is filled with elastic damping material.

6. A landing gear shock absorption mechanism according to claim 5, characterized in that: The cone angle of the cone force transmission rod (7) is 15°-30°.

7. A landing gear damping mechanism according to any one of claims 1 to 6, characterized in that: The piston rod (2) has an axially extending guide rib (21) on the outer wall of the middle part, and the outer cylinder (1) has a guide groove (12) that slides with the guide rib (21) on the inner wall.

8. A landing gear shock absorption mechanism according to claim 7, characterized in that: The disc spring pack (6) is made of 60Si2MnA spring steel and its surface is shot peened.

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