A fairing structure for an aircraft skid landing gear and an aircraft

Abstract

The utility model provides a fairing structure of aircraft skid landing gear and aircraft, relate to aircraft fairing technical field, the fairing structure includes upper section fairing and lower section fairing, upper section fairing and lower section fairing are sleeve -shaped, upper section fairing is connected with the fuselage of aircraft, lower section fairing is connected with the bow beam of skid landing gear, and is configured to occur corresponding displacement with the deformation of bow beam. Wherein, the cross section profile of upper section fairing is greater than the cross section profile of lower section fairing, the upper end of lower section fairing is inserted into the lower end inside of upper section fairing, forms nested cooperation. The fairing structure avoids the direct action of landing gear deformation to fairing, eliminates the risk of structural interference, tearing or jamming, improves the operation reliability and safety of aircraft under complex landing environment, can effectively prevent dust and rain invasion, provides excellent protection for landing gear system.

Description

Technical Field

[0001] This application relates to the field of aircraft fairing technology, specifically to a fairing structure for an aircraft skid landing gear and an aircraft. Background Technology

[0002] Fairings are critical structures for aircraft used to optimize aerodynamic shape and protect internal components. For skid-type landing gear, the bow-shaped beams are subjected to enormous impacts during takeoff and landing, resulting in significant elastic deformation and displacement.

[0003] In existing technologies, skid-mounted landing gear fairings are mostly designed as a single unit. However, this design has inherent drawbacks: if the fairing is simultaneously fixed to the fuselage and the deformable bow-shaped beam, the deformation of the bow-shaped beam will directly pull and compress the fairing, easily leading to structural damage or jamming, seriously affecting flight safety. Conversely, if the fairing is fixed only to the fuselage to avoid interference, a large gap must be left between the fairing and the landing gear. This will compromise the integrity of the aerodynamic shape, increase flight drag, and fail to effectively prevent the intrusion of foreign objects such as dust and rainwater, significantly reducing the fairing's protective function. Utility Model Content

[0004] In view of the above, the purpose of this application is to provide a fairing structure for a skid landing gear and an aircraft to solve at least one of the above technical problems.

[0005] In a first aspect, this application provides a fairing structure for a skid landing gear of an aircraft, including an upper fairing and a lower fairing. Both the upper and lower fairings are sleeve-shaped. The upper fairing is connected to the fuselage of the aircraft, and the lower fairing is connected to the bow-shaped beam of the skid landing gear and configured to move accordingly with the deformation of the bow-shaped beam. The cross-sectional profile of the upper fairing is larger than that of the lower fairing, and the upper end of the lower fairing extends into the lower end of the upper fairing, forming a nested fit.

[0006] In conjunction with the first aspect, in some alternative embodiments, the angle between the chord of the lower profile of the upper fairing and the heading of the aircraft is -5° to 5°.

[0007] In conjunction with the first aspect, in some optional embodiments, the axial length of the lower fairing extending into the upper fairing is 5% to 15% of the chord length of the lower fairing.

[0008] In conjunction with the first aspect, in some alternative embodiments, the unilateral gap of the nested portion of the upper fairing and the lower fairing is greater than the maximum radial relative displacement of the lower fairing caused by the deformation of the bow beam.

[0009] In conjunction with the first aspect, in some alternative embodiments, the axial length of the lower fairing is greater than 50% of the total axial length of the fairing structure.

[0010] In conjunction with the first aspect, in some alternative embodiments, the cross-sectional profiles of both the upper and lower fairings are teardrop-shaped.

[0011] In conjunction with the first aspect, in some alternative embodiments, the cross-sectional profiles of both the upper and lower fairings are elliptical.

[0012] In conjunction with the first aspect, in some alternative implementations, the upper fairing is integrally formed with the fuselage skin.

[0013] In conjunction with the first aspect, in some alternative implementations, the upper fairing is fixedly connected to the fuselage skin by fasteners.

[0014] Secondly, this application provides an aircraft including the fairing structure of the skid landing gear of the aircraft in any of the embodiments of the first aspect described above.

[0015] Based on the above technical solutions, the fairing structure of the skid landing gear and the aircraft provided in this application have the following technical effects: By dividing the fairing of the skid landing gear into an upper section fixed to the fuselage and a lower section that moves with the bow-shaped beam, "dynamic-static separation" is achieved, avoiding the direct effect of landing gear deformation on the fairing, eliminating the risk of structural interference, tearing, or jamming, and greatly improving the operational reliability and safety of the aircraft in complex take-off and landing environments; the lower fairing extends into the interior of the upper fairing, allowing relative displacement between the two while maintaining an overlapping physical barrier, effectively preventing dust and rainwater intrusion and providing excellent protection for the landing gear system; the overall structure is simple, highly reliable, and has extremely high engineering application value. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the fairing structure of a skid-type landing gear for an aircraft, provided in an embodiment of this application.

[0018] Figure 2 This is a structural schematic diagram from another perspective of the fairing structure of a skid landing gear for an aircraft provided in an embodiment of this application.

[0019] Figure 3 This is a schematic diagram of the fairing structure of a skid landing gear for an aircraft, provided as an embodiment of this application.

[0020] Figure 4 This is an exploded structural diagram of the fairing structure of a skid landing gear for an aircraft, provided as an embodiment of this application.

[0021] Reference numerals: 10. Fairing structure; 11. Upper fairing section; 12. Lower fairing section; 20. Skid landing gear; 21. Bow-shaped beam; 211. Top connecting section; 212. Outrigger section; 22. Skid; 30. Fuselage; 31. Skin. Detailed Implementation

[0022] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of this application, and not all of them. Based on the description of this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0023] In the description of this application, unless otherwise expressly specified and limited, the terms "connection," "setup," "installation," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “center,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of description and simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0025] The terms “comprising,” “including,” “having,” or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0026] The terms "an embodiment," "as an example," and "in one implementation" refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which may be included in at least one embodiment or example of this application. These illustrative expressions do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Where there is no conflict, the embodiments and features described in these embodiments can be combined in a suitable manner.

[0027] Please see Figures 1 to 4 This application provides a fairing structure 10 for a skid landing gear of an aircraft. The fairing structure 10 is used to enclose the bow beam 21 of the skid landing gear 20 to optimize aerodynamic performance and provide protection.

[0028] like Figure 1 and Figure 2 As shown, the fairing structure 10 includes an upper fairing 11 and a lower fairing 12.

[0029] Both the upper fairing 11 and the lower fairing 12 are sleeve-shaped with hollow inner cavities to accommodate the arched beam 21 of the skid landing gear 20. Specifically, as... Figure 4 As shown, the bow-shaped beam 21 includes a top connecting section 211 and two support leg sections 212. The top connecting section 211 is the part that connects the bow-shaped beam 21 to the internal frame of the fuselage 30. The two support leg sections 212 extend from the top connecting section 211 to the lower left and lower right of the bottom of the fuselage 30, respectively. They are the parts that connect the bow-shaped beam 21 to the left and right skids 22 of the skid-type landing gear 20, and are also the main parts of the bow-shaped beam 21 that undergo elastic deformation and displacement during the take-off and landing of the aircraft. The upper fairing 11 and the lower fairing 12 together accommodate one support leg section 212 of the bow-shaped beam 21.

[0030] The upper fairing 11 is connected to the fuselage 30 of the aircraft. Specifically, the upper fairing 11 can be integrally formed with the skin 31 of the fuselage 30, or it can be fixedly connected to the skin 31 of the fuselage 30 by fasteners to ensure that the upper fairing 11 is fixed relative to the fuselage 30; the interior of the upper fairing 11 accommodates the upper part of the outrigger section 212.

[0031] The lower fairing 12 is connected to the bow-shaped beam 21. Specifically, the lower fairing 12 internally accommodates the lower part of the outrigger section 212 and is fixedly connected to the lower part of the outrigger section 212. The connection can be achieved through clamps, clips, or connecting brackets with fasteners. This structure makes the lower fairing 12 and the outrigger section 212 of the bow-shaped beam 21 form a rigid motion unit. When the outrigger section 212 of the bow-shaped beam 21 deforms during the takeoff and landing of the aircraft, the outrigger section 212 will directly drive the lower fairing 12 to undergo corresponding displacement synchronously.

[0032] The cross-sectional profile of the upper fairing 11 is larger than that of the lower fairing 12, and the upper end of the lower fairing 12 extends into the lower end of the upper fairing 11, forming a nested fit. This "dynamic-static separation" design avoids the risk of structural interference, tearing, or jamming between the upper fairing 11 and the lower fairing 12 when the skid-type landing gear 20 deforms. At the same time, the nested fit structure formed by the upper fairing 11 and the lower fairing 12 always maintains an overlapping physical barrier, so no additional seals are needed at the nested part to achieve excellent dust and water resistance.

[0033] To further optimize the structure and performance, the fairing structure 10 also includes the following preferred designs: The angle between the chord of the lower profile of the upper fairing 11 and the heading of the aircraft is -5° to 5°, for example -5°, -4°, -3°, -2°, -1°, 0°, 1°, 2°, 3°, 4° or 5°, wherein 0° is preferred. This design can avoid unnecessary airflow disturbances at the boundary between the upper fairing 11 and the lower fairing 12, further ensuring low drag characteristics.

[0034] The cross-sectional profiles of the upper fairing 11 and the lower fairing 12 are both teardrop-shaped, elliptical, or other streamlined structures. This cross-sectional profile design can effectively reduce air resistance.

[0035] The axial length of the lower fairing 12 extending into the upper fairing 11 is 5% to 15% of the chord length (distance from the leading edge to the trailing edge) of the lower fairing 12, for example, 5%, 6%, 7%, 8%, 9%, 10%, 11%, 12%, 13%, 14%, or 15%. This range is an optimal value derived through calculation and testing: when the axial length of the lower fairing 12 extending into the upper fairing 11 is less than 5% of the chord length of the lower fairing 12, the lower fairing 12 risks detaching from the upper fairing 11 when the bow beam 21 undergoes ultimate deformation; when the axial length of the lower fairing 12 extending into the upper fairing 11 is greater than 15% of the chord length of the lower fairing 12, it will lead to an unnecessary increase in the axial length of the lower fairing 12, thereby increasing structural weight and flight drag. This range represents the optimal balance between ensuring functional reliability and achieving lightweight design.

[0036] The single-sided gap of the nested part of the upper fairing 11 and the lower fairing 12 is greater than the maximum radial relative displacement of the lower fairing 12 caused by the deformation of the bow beam 21. This design ensures that there is no collision or structural interference between the upper fairing 11 and the lower fairing 12 when the bow beam 21 deforms.

[0037] The axial length of the upper fairing 11 is less than 50% of the total axial length of the fairing structure 10, and the axial length of the lower fairing 12 is greater than 50% of the total axial length of the fairing structure 10. This design ensures that the lower fairing 12, as a movable part, has sufficient axial length to better cover the main deformation area of ​​the bow beam 21, namely the leg section 212.

[0038] like Figure 3 and Figure 4 As shown in the figure, this application embodiment also provides an aircraft, which includes the fairing structure 10, skid landing gear 20 and fuselage 30 described above.

[0039] Specifically, the skid-type landing gear 20 includes two skids 22 and two bow-shaped beams 21. The two skids 22 are respectively arranged on the left and right sides of the bottom of the fuselage 30, and the two bow-shaped beams 21 are respectively arranged on the front and rear sides of the bottom of the fuselage 30. The top connecting section 211 of each bow-shaped beam 21 is connected to the internal frame of the fuselage 30, and the lower ends of the two outrigger sections 212 of each bow-shaped beam 21 are respectively connected to the two skids 22. The bottom of the skin 31 of the fuselage 30 is connected to four upper fairings 11. Each upper fairing 11 houses the upper part of an outrigger section 212, and the lower part of each outrigger section 212 is connected to a lower fairing 12. The upper end of the lower fairing 12 extends into the lower end of the corresponding upper fairing 11, forming a nested fit.

[0040] When the aircraft experiences elastic deformation and displacement of the bow-shaped beam 21 due to ground impact during takeoff and landing, each outrigger section 212 of the bow-shaped beam 21 will directly drive the corresponding lower fairing 12 to undergo corresponding displacement synchronously, while the corresponding upper fairing 11 remains fixed to the fuselage 30. This relative displacement occurs within the allowable range of the nested mating structure, thereby achieving adaptive deformation of each fairing structure 10. This fundamentally avoids the risk of structural interference, tearing, or jamming caused by the deformation of the skid-type landing gear 20, greatly improving the operational reliability and safety of the aircraft in complex takeoff and landing environments.

[0041] In summary, the aircraft skid landing gear fairing structure and aircraft provided in this application, by dividing the skid landing gear fairing into an upper section fixed to the fuselage and a lower section that moves with the bow-shaped beam, achieve "dynamic-static separation," avoiding the direct effect of landing gear deformation on the fairing, eliminating the risk of structural interference, tearing, or jamming, and greatly improving the operational reliability and safety of the aircraft in complex take-off and landing environments. The lower fairing extends into the interior of the upper fairing, allowing relative displacement between the two while maintaining an overlapping physical barrier, effectively preventing dust and rainwater intrusion and providing excellent protection for the landing gear system. The overall structure is simple, highly reliable, and has extremely high engineering application value.

[0042] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application.

Claims

1. A fairing structure for a skid-type landing gear of an aircraft, characterized in that, The system includes an upper fairing and a lower fairing, both of which are sleeve-shaped. The upper fairing is connected to the fuselage of the aircraft, and the lower fairing is connected to the bow-shaped beam of the skid landing gear and configured to move accordingly with the deformation of the bow-shaped beam. The cross-sectional profile of the upper fairing is larger than that of the lower fairing, and the upper end of the lower fairing extends into the lower end of the upper fairing, forming a nested fit.

2. The fairing structure of the skid-type landing gear for aircraft according to claim 1, characterized in that, The angle between the chord of the lower contour line of the upper fairing and the heading of the aircraft is -5° to 5°.

3. The fairing structure of the aircraft skid landing gear according to claim 1, characterized in that, The axial length of the lower fairing extending into the upper fairing is 5% to 15% of the chord length of the lower fairing.

4. The fairing structure of the aircraft skid landing gear according to claim 1, characterized in that, The single-sided gap between the nested portion of the upper fairing and the lower fairing is greater than the maximum radial relative displacement of the lower fairing caused by the deformation of the bow beam.

5. The fairing structure of the skid-type landing gear for aircraft according to claim 1, characterized in that, The axial length of the lower fairing section is greater than 50% of the total axial length of the fairing structure.

6. The fairing structure of the aircraft skid landing gear according to claim 1, characterized in that, Both the upper fairing and the lower fairing have teardrop-shaped cross-sectional profiles.

7. The fairing structure of the skid-type landing gear for aircraft according to claim 1, characterized in that, Both the upper fairing and the lower fairing have elliptical cross-sectional profiles.

8. The fairing structure of the skid-type landing gear for aircraft according to claim 1, characterized in that, The upper fairing is integrally formed with the fuselage skin.

9. The fairing structure of the skid-type landing gear for aircraft according to claim 1, characterized in that, The upper fairing is fixedly connected to the fuselage skin by fasteners.

10. An aircraft, characterized in that, Including the fairing structure of the aircraft skid landing gear as described in any one of claims 1 to 9.

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