A wheel assembly structure for a fixed-wing aircraft

Abstract

This utility model discloses a wheel assembly structure for a fixed-wing aircraft, including a wheel assembly and a shock-absorbing assembly. The wheel assembly is located at the bottom end of the shock-absorbing assembly and is connected to the shock-absorbing assembly via an axle. The wheel assembly includes a left hub, a left tire, a right tire, and a right hub. The right tire has a mounting groove 1 on its side for mounting the left tire, and the left tire and the right tire have mounting grooves 2 on their respective sides for mounting the left hub and the right hub.

Description

Technical Field

[0001] This utility model relates to the field of fixed-wing aircraft technology, and more specifically, to a wheel assembly structure for a fixed-wing aircraft. Background Technology

[0002] A fixed-wing aircraft is an aircraft with fixed wings that generate lift to support its flight in the air. It typically consists of a fuselage, fixed wings, elevators, rudders, and a power plant.

[0003] Due to limitations in operational precision or existing technology, fixed-wing aircraft inevitably experience strong ground reaction forces during takeoff and landing, which can damage the aircraft's fuselage and precision instruments mounted on it to some extent. Furthermore, the transmission of various loads to the wheel assembly is quite complex, necessitating lighter, more efficient, more reliable, and safer wheel assemblies.

[0004] No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content

[0005] In view of the problems in the related technologies, this utility model proposes a wheel assembly structure for fixed-wing aircraft to overcome the above-mentioned technical problems existing in the existing related technologies.

[0006] Therefore, the specific technical solution adopted by this utility model is as follows:

[0007] A wheel assembly structure for a fixed-wing aircraft includes a wheel assembly and a shock-absorbing assembly. The wheel assembly is located at the bottom end of the shock-absorbing assembly and is connected to the shock-absorbing assembly via an axle.

[0008] The wheel assembly includes a left wheel hub, a left tire, a right tire, and a right wheel hub. The right tire has a mounting groove 1 on its side for mounting the left tire, and the left tire and the right tire have mounting groove 2 on their respective sides for mounting the left wheel hub and the right wheel hub.

[0009] The left wheel hub, the left tire, the right tire, and the right wheel hub all have axle holes in their middle sections for through mounting of the wheel axle, and a damping rubber ring is provided in the axle holes for fitting onto the wheel axle.

[0010] Preferably, the left wheel hub, the left tire, the right tire, and the right wheel hub are connected by a plurality of spaced fixing screws, which are evenly distributed around the axis of the shaft hole.

[0011] Preferably, the left wheel hub, the left tire, the right tire, and the right wheel hub are all made of POM or PA material, and the left tire and the right tire adopt a tight stacked structure.

[0012] Preferably, the shock absorption assembly includes an aluminum support column, which is a hollow structure with an open bottom end. A shock absorption spring is provided at the top inside the aluminum support column, and a shock absorption shaft extending to the outside of the aluminum support column is provided at the bottom end of the shock absorption spring. A shock absorption support arm connected to one end of the wheel axle is provided at the bottom end of the shock absorption shaft.

[0013] Preferably, a limiting groove is formed on one end sidewall of the axle located inside the shock absorber support arm, and a fixing screw 2 extending into the limiting groove is threadedly connected to the bottom end of the shock absorber support arm. The bottom end sidewall of the shock absorber shaft is provided with a limiting surface for fitting with the aluminum support.

[0014] Preferably, the shock absorber support arm is provided with three fixing bolts for connecting the shock absorber shaft.

[0015] Preferably, one side of the aluminum support column is movably connected to a fixing screw four that passes through the shock-absorbing shaft, and the side wall of the aluminum support column is provided with a travel hole for the fixing screw four to move up and down.

[0016] The beneficial effects of this invention are as follows: By adding a damping rubber ring at the mounting position within the shaft hole, slight friction is generated when the wheel assembly rotates. This reduces noise caused by friction between the axle and the wheel assembly; during the flight of a fixed-wing aircraft, the damping rubber ring causes the wheel assembly to stop rotating more quickly, as the wheel assembly cutting through the air during rotation creates harsh noise. This design avoids generating excessive noise during flight.

[0017] The rigid wheel assembly is made of POM plastic parts, which has good wear resistance and a long wheel life. The wheel assembly also features grooves to reduce rubber thickness. This structure reduces the weight of the wheel and decreases the contact area between the wheel assembly and the ground roller, thus reducing noise. The design is also aesthetically pleasing.

[0018] Since the wheel assembly consists of four parts, it is convenient to match colors and to inject different colors separately to meet the needs of different customers. For example, the tire can be black and the rim can be gray.

[0019] Because the wheel assembly is made of hard plastic, in order to improve the shock absorption performance of the wheel set, the shock-absorbing shaft slides inside the aluminum strut. The shock-absorbing spring is installed inside the aluminum strut. When the wheel is impacted, the shock-absorbing spring will buffer the impact.

[0020] The aluminum support column has racetrack-shaped travel holes on its side. The four fixing screws are fixed to the shock absorber shaft, and the screw heads of the four fixing screws are limited to the racetrack-shaped travel holes of the aluminum support column, which can only move up and down. In this way, when the wheel is impacted, the spring buffers the impact, and the wheel moves up and down. This structure is compact and the wheel will not deflect.

[0021] The left and right tires are structurally designed with a tight, stacked structure, so that the impact on the right tire is transferred to the left tire, thus increasing the overall strength of the wheel. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of a wheel assembly structure for a fixed-wing aircraft according to an embodiment of the present utility model;

[0024] Figure 2 This is an exploded view of a wheel assembly structure for a fixed-wing aircraft according to an embodiment of the present invention;

[0025] Figure 3 This is a cross-sectional view of a wheel assembly structure for a fixed-wing aircraft according to an embodiment of the present utility model;

[0026] Figure 4 This is a cross-sectional view of a wheel assembly in a wheel assembly structure of a fixed-wing aircraft according to an embodiment of the present utility model;

[0027] Figure 5 This is a schematic diagram of the wheel axle structure in a wheel assembly structure of a fixed-wing aircraft according to an embodiment of the present invention.

[0028] In the picture:

[0029] 1. Wheel assembly; 2. Shock absorber assembly; 3. Axle; 4. Left wheel hub; 5. Left tire; 6. Right tire; 7. Right wheel hub; 8. Mounting slot one; 9. Mounting slot two; 10. Axle hole; 11. Damping rubber ring; 12. Fixing screw one; 13. Aluminum strut; 14. Shock absorber spring; 15. Shock absorber shaft; 16. Shock absorber strut arm; 17. Limiting groove; 18. Fixing screw two; 19. Fixing bolt three; 20. Fixing screw four; 21. Travel hole. Detailed Implementation

[0030] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0031] According to an embodiment of the present invention, a wheel assembly structure for a fixed-wing aircraft is provided.

[0032] Example 1:

[0033] like Figure 1-5 As shown, the fixed-wing aircraft wheel assembly structure according to an embodiment of the present invention includes a wheel assembly 1 and a shock-absorbing assembly 2. The wheel assembly 1 is located at the bottom end of the shock-absorbing assembly 2, and the wheel assembly 1 is connected to the shock-absorbing assembly 2 through a wheel axle 3.

[0034] The wheel assembly 1 includes a left wheel hub 4, a left tire 5, a right tire 6 and a right wheel hub 7. The right tire 6 has a mounting groove 8 on its side for mounting the left tire 5. The left tire 5 and the right tire 6 have mounting grooves 9 on their respective sides for mounting the left wheel hub 4 and the right wheel hub 7.

[0035] The left wheel hub 4, the left tire 5, the right tire 6 and the right wheel hub 7 are all provided with axle holes 10 for the axle 3 to pass through and be installed. The axle holes 10 are provided with damping rubber rings 11 for being fitted onto the axle 3.

[0036] Example 2:

[0037] like Figure 1-5 As shown, the left wheel hub 4, the left tire 5, the right tire 6, and the right wheel hub 7 are connected by a plurality of spaced fixing screws 12, which are evenly distributed around the axis of the shaft hole 10. The left wheel hub 4, the left tire 5, the right tire 6, and the right wheel hub 7 are all made of POM or PA materials, and the left tire 5 and the right tire 6 are arranged in a tightly stacked structure.

[0038] Example 3:

[0039] like Figure 1-5As shown, the shock-absorbing assembly 2 includes an aluminum support column 13, which is a hollow structure with an open bottom. A shock-absorbing spring 14 is located at the top of the aluminum support column 13, and a shock-absorbing shaft 15 extending from the bottom of the spring 14 to the outside of the aluminum support column 13. A shock-absorbing support arm 16, connected to one end of the axle 3, is located at the bottom of the axle 3 within the shock-absorbing support arm 16. A limiting groove 17 is formed on the side wall of the axle 3 within the shock-absorbing support arm 16. A fixing screw 18 extending into the limiting groove 17 is threaded to the bottom of the shock-absorbing support arm 16. A limiting surface for fitting the aluminum support column 13 is provided on the bottom side wall of the shock-absorbing shaft 15. A fixing bolt 19 for connecting the shock-absorbing shaft 15 is provided on one side of the aluminum support column 13. A fixing screw 20 penetrating the shock-absorbing shaft 15 is movably connected to one side of the aluminum support column 13. A travel hole 21 for the fixing screw 20 to move up and down is provided on the side wall of the aluminum support column 13.

[0040] In summary, by utilizing the above-mentioned technical solution of this utility model, a damping rubber ring 11 is added to the mounting position within the shaft hole 10, causing slight friction when the wheel assembly 1 rotates. This reduces noise caused by friction between the wheel axle 3 and the wheel assembly 1. During the flight of the fixed-wing aircraft, the damping rubber ring 11 helps the wheel assembly 1 stop rotating more quickly, as the wheel assembly 1 cutting through the air during rotation would produce harsh noise. It is important to avoid generating excessive noise during flight. The rigid wheel assembly 1 is made of POM plastic, which has good wear resistance and a relatively long wheel life. Furthermore, the wheel assembly 1 incorporates a rubber-reducing groove. This structure reduces the weight of the wheel and decreases the contact area between the wheel assembly 1 and the ground roller, correspondingly reducing noise. The design is also aesthetically pleasing. Since the wheel assembly 1 consists of four parts, color matching is convenient, allowing for separate injection molding of different colors to meet different customer needs, such as black tires and gray rims. Because wheel assembly 1 is made of hard plastic, to improve the shock absorption performance of the wheel set, the shock-absorbing shaft 15 slides within the aluminum support column 13. A shock-absorbing spring 14 is installed inside the aluminum support column 13. When the wheel is impacted, the shock-absorbing spring 14 will buffer the impact. The aluminum support column 13 has racetrack-shaped travel holes 21 on its side. Fixing screws 4 20 are fixed to the shock-absorbing shaft 15, and the screw heads of the fixing screws 4 20 are limited within the racetrack-shaped travel holes 21 of the aluminum support column 13, allowing only up-and-down movement. Thus, when the wheel is impacted, the spring buffers the impact, and the wheel moves up and down. This compact structure prevents the wheel from deflecting. The left tire 5 and right tire 6 have a tightly stacked structure. The impact on the right tire 6 will be transmitted to the left tire 5, increasing the overall strength of the wheel.

[0041] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A fixed-wing aircraft wheel group structure, characterized by, It includes a wheel assembly (1) and a shock absorber assembly (2), wherein the wheel assembly (1) is located at the bottom end of the shock absorber assembly (2), and the wheel assembly (1) is connected to the shock absorber assembly (2) via a wheel axle (3); The wheel assembly (1) includes a left wheel hub (4), a left tire (5), a right tire (6) and a right wheel hub (7). The right tire (6) has a mounting groove (8) for mounting the left tire (5) on its side. The left tire (5) and the right tire (6) have mounting grooves (9) for mounting the left wheel hub (4) and the right wheel hub (7) respectively on their opposite sides. The left wheel hub (4), the left tire (5), the right tire (6) and the right wheel hub (7) are all provided with shaft holes (10) for the axle (3) to pass through and be installed. The shaft holes (10) are provided with damping rubber rings (11) for being fitted onto the axle (3).

2. The wheel assembly structure for a fixed-wing aircraft according to claim 1, characterized in that, The left wheel hub (4), the left tire (5), the right tire (6) and the right wheel hub (7) are connected by a plurality of spaced fixing screws (12), which are evenly distributed around the axis of the shaft hole (10).

3. The wheel assembly structure for a fixed-wing aircraft according to claim 2, characterized in that, The left wheel hub (4), the left tire (5), the right tire (6) and the right wheel hub (7) are all made of POM or PA materials, and the left tire (5) and the right tire (6) adopt a tight stacked structure.

4. The wheel assembly structure for a fixed-wing aircraft according to claim 3, characterized in that, The shock absorption assembly (2) includes an aluminum support column (13), which is a hollow structure with an open bottom end. A shock absorption spring (14) is provided at the top inside the aluminum support column (13). A shock absorption shaft (15) extending to the outside of the aluminum support column (13) is provided at the bottom end of the shock absorption spring (14). A shock absorption support arm (16) connected to one end of the wheel axle (3) is provided at the bottom end of the shock absorption shaft (15).

5. The wheel assembly structure for a fixed-wing aircraft according to claim 4, characterized in that, The axle (3) has a limiting groove (17) on one end side wall inside the shock absorber support arm (16). The bottom end of the shock absorber support arm (16) is threaded with a fixing screw (18) extending into the limiting groove (17). The bottom end side wall of the shock absorber shaft (15) is provided with a limiting surface for matching the aluminum support (13).

6. The wheel assembly structure for a fixed-wing aircraft according to claim 5, characterized in that, The shock-absorbing support arm (16) is provided with fixing bolts three (19) for connecting the shock-absorbing shaft (15).

7. A wheel assembly structure for a fixed-wing aircraft according to claim 6, characterized in that, The aluminum support column (13) is movably connected to one side of a fixing screw four (20) that passes through the shock-absorbing shaft (15), and the side wall of the aluminum support column (13) is provided with a stroke hole (21) for the fixing screw four (20) to move up and down.

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