Landing gear control system and method for air mobility

Abstract

To provide an aviation mobility landing gear control system and a control method.SOLUTION: An aviation mobility landing gear control system in the present invention includes: a shaft of the landing gear control system, the shaft deployed when the aviation mobility is landing or driving; a tire provided at one end portion of the shaft; a steering rod coupled to the shaft in a direction crossing a longitudinal direction of the shaft to steer the tire by rotating the shaft; a rotation load sensor mounted on the steering rod and sensing a load applied to the steering rod; an MR damper coupled to the shaft so as to surround the shaft, having MR fluid filled in the inside, and configured for changing damping force to rotation of the shaft according to current applied to the MR fluid; and a control unit for controlling the current applied to the MR damper on the basis of the rotation load sensed by the rotation load sensor.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a landing gear control system and method for air mobility, and more particularly to a technology for preventing the shimmy phenomenon that occurs in the landing gear and for stably landing air mobility. [Background technology]

[0002] Generally, a method for adjusting the damping force of an oleo-type shock absorber used in an aircraft landing gear is to adjust the damping force by changing the effective orifice cross-sectional area using an orifice and a metering pin.

[0003] However, this method has a problem in that the metering pin is processed through an optimum shape design of the metering pin according to the stroke for a specific landing condition, and therefore it is not possible to satisfy the landing performance under various landing conditions.

[0004] Recently, there have been increasing attempts to apply MR dampers (magneto-rheological) to aircraft landing gear. MR dampers (magneto-rheological) are devices that generate an electromagnetic field using an externally applied current, changing the viscosity of MR fluid to vary the damping force. When current is transmitted, an electromagnetic field is formed, which increases the viscosity of the MR fluid present in the flow path. At this time, a piston slides through the highly viscous fluid, generating a high damping force.

[0005] However, while conventional landing gears disclosed technology that detects vertical displacement of the oleo-type shock absorber and activates the MR damper when a large vertical displacement occurs, there was a problem in that it did not prepare for the shimmy phenomenon in which the wheels rotate in the axial direction of the oleo-type shock absorber when the aircraft lands.

[0006] The matters described above as the background art are merely intended to enhance understanding of the background of the present invention, and should not be construed as an admission that they constitute prior art already known to those of ordinary skill in the art. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Korean Patent No. 10-1942366 Summary of the Invention [Problem to be solved by the invention]

[0008] The present invention has been made to solve these problems, and its purpose is to monitor the stroke change of the damping device, detect the shimmy phenomenon in which the damping device rotates in the axial direction in a section where the stroke change is relatively small, and prepare for the shimmy phenomenon by increasing the current of the MR damper when the shimmy phenomenon occurs, thereby increasing the damping force of the damping device. [Means for solving the problem]

[0009] According to one aspect of the present invention, there is provided a landing gear control system for air mobility, comprising: a shaft of a landing gear control system that is deployed when air mobility lands or runs; a tire installed at one end of the shaft; a steering rod that is coupled to the shaft in a direction intersecting the longitudinal direction of the shaft and steers the tire by rotating the shaft; a rotational load sensor that is attached to the steering rod and senses the load applied to the steering rod; an MR damper that is coupled to encase the shaft, is filled with MR fluid, and changes the damping force against the rotation of the shaft depending on the current applied to the MR fluid; and a control unit that controls the current applied to the MR damper based on the rotational load sensed by the rotational load sensor.

[0010] The shaft extends vertically and is formed of a cylinder and a rod with one end inserted into the inside of the cylinder. The inside of the cylinder is filled with fluid, causing the rod to move in the longitudinal direction, thereby absorbing shock. This is a damping device.

[0011] The device may further include a talk link that includes an upper link having one end rotatably connected to the lower end of the cylinder, and a lower link having one end rotatably connected to the other end of the upper link and the other end rotatably connected to the other end of the rod, and that maintains the direction of vertical movement of the rod.

[0012] The actuator further includes a link angle sensor that measures the angle between the upper link and the lower link to sense the stroke of the rod, and the control unit can control the current applied to the MR damper based on the rotation angle of the torque link measured by the link angle sensor.

[0013] When the control unit detects that the rod stroke is within a predetermined range or greater using the link angle sensor, the control unit can control the current applied to the MR damper to a reference value.

[0014] The control unit can control the current applied to the MR damper to increase when the link angle sensor detects that the rod stroke is below a predetermined range and when the rotational load sensed by the rotational load sensor detects that the rotational load is above a predetermined value.

[0015] The vehicle further includes a coupling device having one end coupled to the other end of the rod and the other end rotatably coupled to the tire, and the other end of the lower link can be rotatably coupled to one end of the coupling device.

[0016] The steering rod further includes a bracket having one side connected to the upper end of the shaft and the other side connected to the fuselage of the air mobility, and a drive unit connected to the bracket and operated to rotate, and the steering rod includes a first link connected to a rotating shaft of the drive unit, a second link having an end connected to the first link, and a third link having one end connected to an end of the second link and the other end connected to rotate integrally with the shaft based on the central axis of the shaft, and the shaft can rotate while the displacement of the steering rod is changed by operation of the drive unit.

[0017] The bearing may further include a bearing that is located on the upper portion of the shaft and is coupled to encase the shaft to attenuate the rotational load of the shaft.

[0018] The MR damper may include a housing that encases the shaft, an electrical signal transmission unit having a coil located inside the housing for applying power, and an MR fluid filled inside the electrical signal transmission unit while in contact with the shaft.

[0019] According to another aspect of the present invention, there is provided a control method for a landing gear control system for air mobility, the control method including the steps of: sensing a load applied to a steering rod with a rotational load sensor; controlling a current applied to an MR damper based on the rotational load sensed by the rotational load sensor; and changing a damping force against the rotation of the shaft according to the current applied to the MR fluid.

[0020] According to another aspect of the present invention, there is provided a control method for a landing gear control system for air mobility, the control method including the steps of: sensing a rotation angle of a torque link with a torque link angle sensor; sensing a load applied to a steering rod with a rotation load sensor; controlling a current applied to an MR damper based on the rotation load sensed by the rotation load sensor and the rotation angle of the torque link measured by the torque link angle sensor; and changing a damping force against the rotation of the shaft according to the current applied to the MR fluid. Effect of the Invention

[0021] The landing gear control system for air mobility according to the present invention detects changes in the stroke of the damping device and detects the axial rotation of the damping device in an area where the change in the stroke of the damping device is small, and the control unit increases the strength of the current applied to the MR damper to improve the damping force applied to the damping device, thereby preventing shimmy phenomenon generated from tires. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a perspective view of a landing gear control system for air mobility according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a front view of a landing gear control system for air mobility according to one embodiment of the present invention. [Diagram 3] FIG. 3 is a cross-sectional view taken along line AA in FIG. 2. [Figure 4] FIG. 13 is a diagram showing the operation of an MR damper. [Diagram 5] 1 is a first flowchart of a landing gear control method for air mobility according to one embodiment of the present invention. [Figure 6] 2 is a second flowchart of a landing gear control method for air mobility according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] With respect to the embodiments of the present invention disclosed in this specification or application, specific structural or functional descriptions are merely exemplary to describe the embodiments of the present invention, and the embodiments of the present invention may be embodied in various forms and are not limited to the embodiments described in this specification or application.

[0024] Since the embodiments of the present invention can be modified in various ways and can have various forms, specific embodiments will be illustrated in the drawings and described in detail in the present specification and applications. However, this does not limit the embodiments according to the concept of the present invention to the specific disclosed forms, and it should be understood that all modifications, equivalents, or alternatives included in the spirit and technical scope of the present invention are included.

[0025] As used herein, terms such as "first" and / or "second" may be used to describe various components, but these components should not be limited by such terms. The terms are used only to distinguish one component from another. For example, a first component could be named a second component, and similarly, a second component could be named a first component, without departing from the scope of the inventive concept.

[0026] When an element is referred to as being "coupled" or "connected" to another element, it should be understood that this includes being directly coupled or connected to the other element, but also includes the case where there is another element between them. On the other hand, when an element is referred to as being "directly coupled" or "directly connected" to another element, it should be understood that there is no other element between them. Other expressions describing the relationship between elements, such as "between" and "immediately between" or "adjacent to" and "directly adjacent to", should be interpreted in the same manner.

[0027] The terms used in this specification are merely used to describe certain embodiments and are not intended to limit the present invention. A singular expression includes a plural expression unless the context clearly indicates otherwise. In this specification, the terms "include" or "have" are intended to specify the presence of a described feature, number, step, operation, component, part, or combination thereof, and should be understood not to preclude the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0028] In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person having ordinary skill in the art to which the present invention belongs. Terms as defined in commonly used dictionaries should be interpreted as meanings consistent with the meanings they have in the context of the relevant art, and should not be interpreted in an ideal or overly formal sense unless expressly defined in this specification.

[0029] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by describing preferred embodiments thereof with reference to the accompanying drawings, in which the same reference numerals in the various drawings refer to the same elements.

[0030] The controller 10 according to an exemplary embodiment of the present invention may be implemented via a non-volatile memory (not shown) configured to store data related to algorithms configured to control the operation of various components of the vehicle, or software commands for reproducing said algorithms, and a processor (not shown) configured to use the data stored in the memory to perform the operations described below. Here, the memory and the processor may be implemented on separate chips. Alternatively, the memory and the processor may be implemented on a single chip integrated with each other. The processor may take the form of one or more processors.

[0031] FIG. 1 is an oblique view of a landing gear control system for air mobility according to one embodiment of the present invention, FIG. 2 is a front view of a landing gear control system for air mobility according to one embodiment of the present invention, FIG. 3 is a cross-sectional view along line AA in FIG. 2, and FIG. 4 is a diagram showing the operation of an MR damper.

[0032] Next, a preferred embodiment of a landing gear control system for air mobility according to the present invention will be described with reference to FIGS.

[0033] The landing gear control system for air mobility of the present invention enables stable landing by preventing the tires 200 of the air mobility from swinging in various directions due to vibrations or shocks that occur when the air mobility lands.

[0034] The landing gear control system for air mobility according to the present invention includes a shaft 100 of the landing gear control system that is deployed when the air mobility lands or runs, a tire 200 installed at one end of the shaft 100, a steering rod 300 that is connected to the shaft 100 in a direction intersecting the longitudinal direction of the shaft 100 and steers the tire 200 by rotating the shaft 100, a rotational load sensor 400 that is attached to the steering rod 300 and senses the load applied to the steering rod 300, an MR damper 500 that is connected to encase the shaft 100 and is filled with MR fluid 530, and the damping force against the rotation of the shaft 100 is changed according to the current applied to the MR fluid 530, and a control unit 10 that controls the current applied to the MR damper 500 based on the rotational load sensed by the rotational load sensor 400.

[0035] The shaft 100 extends from the fuselage of the air mobility vehicle and has a tire 200 attached to one end thereof, thereby enabling the vehicle to run via the tire 200 during landing and on the ground.

[0036] The steering rod 300 has one end connected to the shaft 100 and extends in a direction intersecting the length of the shaft 100, and by rotating the shaft 100 as the displacement is changed, the direction of travel of the aerial mobility can be steered when the aerial mobility is positioned on the ground.

[0037] The rotational load sensor 400 is attached to the steering rod 300 and can detect the rotational load acting on the shaft 100 when an external force acts on the tire 200 and the shaft 100 rotates while the steering rod 300 is not in operation.

[0038] Due to external forces generated during landing of air mobility, the tire 200 may rotate around the front or rear of the aircraft or the shaft 100, or move in the direction of the rotation axis of the tire 200, resulting in an unstable landing.

[0039] The phenomenon in which the tire 200 shakes in various directions due to an external force when landing an air mobility vehicle is called a shimmy phenomenon. Shimmy is a vibration phenomenon that occurs due to dynamic interaction between the tire 200 and the landing gear structure during a runway and is coupled with the yaw motion of the landing gear.

[0040] When the shimmy phenomenon occurs, the shaft 100 rotates, and the shimmy phenomenon can be detected via the rotation load sensor 400.

[0041] The MR damper 500 is electrically connected, and when power is applied, the damping force of the MR fluid 530 filled inside is changed according to the current strength of the power, thereby controlling the rotation of the shaft 100.

[0042] The control unit 10 is connected to the rotational load sensor 400 and the MR damper 500, and when the rotational load sensor 400 detects that a shimmy phenomenon has occurred and the shaft 100 is rotating, the control unit 10 can reduce the shimmy phenomenon by increasing the current strength of the MR damper 500 and improving the damping force on the shaft 100.

[0043] This has the effect of enabling air mobility to land stably and reducing the probability of landing accidents that may occur during landing.

[0044] The shaft 100 extends in the vertical direction and is formed of a cylinder 110 and a rod 120 whose one end is inserted into the inside of the cylinder 110. When the inside of the cylinder 110 is filled with fluid, the rod 120 moves in the longitudinal direction to absorb shock, forming a damping device 100.

[0045] The shaft 100 can be realized as a damping device 100 composed of a cylinder 110 filled with a fluid to absorb the shock generated when the air mobility lands, and a rod 120 having one end inserted into the inside of the cylinder 110 and moving in the longitudinal direction inside the cylinder 110 as the fluid in the cylinder 110 is compressed by an external force.

[0046] The damping device 100 is an oleo-pneumatic shock absorber that has high energy absorption efficiency during landing, and its structure is relatively simple, so that it can be widely used in landing gear for air mobility.

[0047] The actuator may further include a torque link 600 that is made up of an upper link 610 having one end rotatably connected to the lower end of the cylinder 110 and a lower link 620 having one end rotatably connected to the other end of the upper link 610 and the other end rotatably connected to the other end of the rod 120, and that maintains the direction of vertical movement of the rod 120.

[0048] One end of the upper link 610 is connected to the outer surface of the lower end of the cylinder 110 so as to be rotatable in the vertical direction, the other end of the lower link 620 is connected to the other end of the rod 120 so as to be rotatable in the vertical direction, and the other end of the upper link 610 and one end of the lower link 620 are connected to each other so as to be rotatable in the vertical direction.

[0049] The torque link 600 formed by the upper link 610 and the lower link 620 can prevent the rod 120, which moves in the vertical direction, from sliding normally in the vertical direction when an external force is applied in a direction intersecting the length direction.

[0050] The actuator further includes a link angle sensor 700 that measures the angle between the upper link 610 and the lower link 620 to sense the stroke of the rod 120, and the control unit 10 can control the current applied to the MR damper 500 based on the rotation angle of the torque link 600 measured by the link angle sensor 700.

[0051] When the air mobility lands, a large impact occurs, causing the rod 120 to slide up and down, which causes the upper link 610 and the lower link 620 of the torque link 600 to rotate. At this time, a link angle sensor 700 is installed to detect the included angle between the upper link 610 and the lower link 620, and the magnitude of the stroke of the rod 120 sliding up and down can be detected through the included angle between the upper link 610 and the lower link 620 detected by the link angle sensor 700.

[0052] When the link angle sensor 700 detects that the stroke of the rod 120 is equal to or greater than a predetermined range, the control unit 10 can control the current applied to the MR damper 500 to a reference value.

[0053] When the link angle sensor 700 detects that the change in stroke size of the rod 120 is greater than or equal to a predetermined range, it determines that the air mobility is about to land. At this time, the control unit 10 controls the current applied to the MR fluid 530 to a reference value to mitigate the impact that occurs during landing.

[0054] When the control unit 10 detects via the link angle sensor 700 that the stroke of the rod 120 is below a predetermined range and detects via the rotational load sensor 400 that the rotational load sensed is above a predetermined value, the control unit 10 can control the current applied to the MR damper 500 to increase.

[0055] The shimmy phenomenon occurs when the air mobility runs after landing and stops. At this time, the stroke of the rod 120 can be detected as being less than a predetermined range. When the shimmy phenomenon occurs, the rotation load sensor 400 can detect that the shaft 100 is rotating.

[0056] As a result, the control unit 10 is connected to the rotational load sensor 400, and when the rotational load sensor 400 detects rotation of the shaft 100, the current value applied to the MR damper 500 is increased above a reference value, thereby improving the damping force on the shaft 100.

[0057] This prevents the shimmy phenomenon and enables air mobility to land stably.

[0058] The lower link 620 further includes a coupling device 210 having one end coupled to the other end of the rod 120 and the other end rotatably coupled to the tire 200, and the other end of the lower link 620 can be rotatably coupled to one end of the coupling device 210.

[0059] A coupling device 210 on which the tire 200 is rotatably mounted is coupled to the other end of the rod 120, and the lower link 620 can be connected to the coupling device 210 so as to be rotatable in the up and down directions.

[0060] As a result, the impact received by the tire 200 when the air mobility lands can be transmitted to the rod 120 and absorbed via the damping device 100.

[0061] The steering rod 300 further includes a bracket 800 having one side connected to the upper end of the shaft 100 and the other side connected to the fuselage of the air mobility, and a drive unit 310 connected to the bracket 800 and operating to rotate. The steering rod 300 includes a first link 320 connected to a rotation axis of the drive unit 310, a second link 330 having an end connected to the first link 320, and a third link 340 having one end connected to an end of the second link 330 and the other end connected to rotate integrally with the shaft 100 based on the central axis of the shaft 100. The shaft 100 can rotate as the displacement of the steering rod 300 is changed by the operation of the drive unit 310.

[0062] A bracket 800 that is connected to the fuselage is coupled to the upper side of the shaft 100, and the bracket 800 may be coupled to a bearing 900 and an MR damper 500.

[0063] The steering rod 300 can be attached to connect the bracket 800 and the shaft 100. The driving device 310 is attached to the bracket 800 and driven to rotate a rotation shaft, the first link 320 is connected to the driving shaft of the driving device 310, the second link 330 is connected to an end of the first link 320 and extends toward the shaft 100, and the third link 340 can connect an end of the second link 330 and the shaft 100.

[0064] This has the effect that the shaft 100 rotates when the drive unit 310 is operated, and by rotating the shaft 100 when the air mobility is traveling, the traveling direction can be steered.

[0065] The bearing 900 may further be included, which is located on the upper portion of the shaft 100 and is coupled to encase the shaft 100 to attenuate the rotational load of the shaft 100 .

[0066] At the upper end of the shaft 100, a bearing 900 may be located that is coupled to encase the shaft.

[0067] The bearing 900 can control general rotational loads or weight. The bearing 900 can be a ball bearing 900 or a roller bearing 900.

[0068] The MR damper 500 may include a housing 510 that encases the shaft 100, an electrical signal transmission unit 520 having a coil located inside the housing 510 to apply power, and an MR fluid 530 filled inside the electrical signal transmission unit 520 while in contact with the shaft 100.

[0069] As shown in FIG. 4, the MR damper 500 has an external housing 510 that encases and is coupled to the shaft 100, a wound coil wound inside the shaft 100, and an electrically connected electrical signal transmission unit 520 located thereon, and the inside of the electrical signal transmission unit 520 is filled with MR fluid 530, which is a mixture of iron particles and a fluid.

[0070] When a current flows through the coil wound around the electrical signal transmission unit 520, a magnetic field is formed in the MR fluid 530, and the arrangement of the iron particles in the MR fluid 530 changes in response to the magnetic field, so that the damping force applied to the shaft 100 can be changed in response to the strength of the current.

[0071] This has the effect that the control unit 10 can adjust the strength of the current applied to the MR damper 500 according to the strength of the shimmy phenomenon, thereby adjusting the damping force applied to the shaft 100.

[0072] FIG. 5 is a first flowchart of a landing gear control method for air mobility according to one embodiment of the present invention.

[0073] Next, a first embodiment of a landing gear control method for air mobility according to the present invention will be described with reference to FIG.

[0074] The control method of the landing gear control system for air mobility according to the present invention includes a step (S100) of sensing the load applied to the steering rod 300 by the rotational load sensor 400, a step (S300) of controlling the current applied to the MR damper 500 based on the rotational load sensed by the rotational load sensor 400, and a step (S400) of changing the damping force against the rotation of the shaft 100 according to the current applied to the MR fluid 530.

[0075] FIG. 6 is a second flowchart of the landing gear control method for air mobility according to one embodiment of the present invention.

[0076] Next, a second embodiment of the landing gear control method for air mobility according to the present invention will be described with reference to FIG.

[0077] The control method of the landing gear control system for air mobility according to the present invention includes the steps of sensing the rotation angle of the torque link 600 by the torque link angle sensor (S100'), sensing the load applied to the steering rod 300 by the rotation load sensor 400 (S200'), controlling the current applied to the MR damper 500 based on the rotation load sensed by the rotation load sensor 400 and the rotation angle of the torque link 600 measured by the torque link angle sensor (S300'), and changing the damping force against the rotation of the shaft 100 according to the current applied to the MR fluid 530 (S400').

[0078] While the present invention has been illustrated and described with reference to specific embodiments, it will be apparent to those skilled in the art that various modifications and changes can be made thereto without departing from the spirit and scope of the invention as set forth in the following claims. [Explanation of symbols]

[0079] 10 Control section 100 Shaft (damping device) 110 Cylinder 120 Rod 200 Tires 210 Coupling device 300 Steering rod 310 Drive unit 320 First Link 330 Second Link 340 Third Link 400 Rotational Load Sensor 500 MR Damper 510 Housing 520 Electrical signal transmission section 530 MR Fluid 600 Torque Link 610 Top Link 620 Bottom link 700 Link Angle Sensor 800 Bracket 900 Bearing

Claims

1. A shaft of a landing gear control system that is deployed when the air mobility lands or runs; and A tire mounted on one end of the shaft; a steering rod coupled to the shaft in a direction intersecting the longitudinal direction of the shaft, the steering rod rotating the shaft to steer the tires; a rotational load sensor attached to the steering rod for sensing a load applied to the steering rod; an MR damper coupled to the shaft in a manner to encase the shaft and filled with an MR fluid, the damping force acting on the shaft rotation being changed in response to an electric current applied to the MR fluid; a control unit that controls a current applied to the MR damper based on the rotational load sensed by the rotational load sensor; The shaft extends in the vertical direction, and is formed of a cylinder and a rod whose one end is inserted into the inside of the cylinder. The inside of the cylinder is filled with fluid, and the rod moves in the length direction to absorb shock. This is a damping device. a torque link that includes an upper link having one end rotatably connected to the lower end of the cylinder, and a lower link having one end rotatably connected to the other end of the upper link and the other end rotatably connected to the other end of the rod, and that maintains the direction of vertical movement of the rod; Further comprising a link angle sensor for measuring an included angle between the upper link and the lower link to sense a stroke of the rod, A landing gear control system for air mobility, characterized in that the control unit controls the current applied to the MR damper based on the rotation angle of the torque link measured by the link angle sensor.

2. The landing gear control system for air mobility according to claim 1, wherein the control unit controls the current applied to the MR damper to a reference value when the link angle sensor detects that the stroke of the rod is within a predetermined range or more.

3. The landing gear control system for air mobility as described in claim 1, characterized in that the control unit controls the current applied to the MR damper to increase when the link angle sensor detects that the rod stroke is below a predetermined range and when the rotational load sensed by the rotational load sensor detects that the rotational load is equal to or greater than a predetermined value.

4. a coupling device having one end coupled to the other end of the rod and the other end rotatably coupled to the tire; The landing gear control system for air mobility according to claim 1, wherein the other end of the lower link is rotatably connected to one end of the connecting device.

5. A bracket having one side coupled to the upper end of the shaft and another side coupled to a fuselage of the air mobility vehicle; and a drive coupled to the bracket and operative to rotate; The steering rod includes a first link connected to a rotation shaft of the drive device, a second link having an end connected to the first link, and a third link having one end connected to the end of the second link and the other end connected to rotate integrally with the shaft around a central axis of the shaft; The landing gear control system for air mobility according to claim 1, wherein the shaft rotates while the displacement of the steering rod is changed by the operation of the drive device.

6. 2. The landing gear control system for air mobility according to claim 1, further comprising a bearing located at an upper portion of the shaft, coupled to envelop the shaft, and configured to damp a rotational load of the shaft.

7. The landing gear control system for air mobility according to claim 1, wherein the MR damper includes a housing that encases the shaft, an electrical signal transmission unit in which a coil is located inside the housing and that applies power, and an MR fluid filled inside the electrical signal transmission unit while in contact with the shaft.

8. A method for controlling a landing gear control system of an air mobility vehicle according to claim 1, comprising: Sensing a load applied to a steering rod with a rotational load sensor; controlling a current applied to the MR damper based on the rotational load sensed by the rotational load sensor; A method for controlling a landing gear for air mobility, comprising: changing a damping force against rotation of the shaft in response to an electric current applied to the MR fluid.

9. A method for controlling a landing gear control system of an air mobility vehicle according to claim 1, comprising: sensing a rotation angle of the torque link with a torque link angle sensor; Sensing a load applied to a steering rod with a rotational load sensor; controlling a current applied to the MR damper based on a rotation load sensed by the rotation load sensor and a rotation angle of the torque link measured by the torque link angle sensor; A method for controlling landing gear for air mobility, comprising: changing a damping force against rotation of the shaft in response to an electric current applied to the MR fluid.

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