Method and system for regulating and controlling damping of magnetorheological fluid landing gear of aircraft

Abstract

A method and system for regulating and controlling the damping of a magnetorheological fluid landing gear of an aircraft. The method comprises: acquiring parameters required for regulating and controlling the current of an excitation coil of a magnetorheological fluid landing gear; on the basis of the acquired parameters, generating a change curve, which changes with time starting from the present moment and is used for regulating and controlling the current; and applying the change curve for the current to control the current applied to the excitation coil, so as to regulate and control the damping of the magnetorheological fluid landing gear.

Description

Method and system for regulating the damping of a magnetorheological fluid landing gear of an aircraft Technical Field

[0001] The present disclosure relates to the field of aircraft landing gear, in particular to magnetorheological fluid landing gear. Background Art

[0002] For large fixed-wing aircraft, the loads and overloads caused by ground operations such as landing and taxiing will constitute the design envelope of components such as the fuselage and engine. This is one of the important bases for the strength design of the aircraft and is also an important factor affecting the ride comfort of the aircraft.

[0003] In current aircraft designs, oil and gas buffer struts are usually used to absorb the loads caused by ground operations. The damping of the buffer struts is unregulated and is a passive load reduction method.

[0004] The present disclosure is improved in view of but not limited to the above-mentioned factors. Summary of the Invention

[0005] To this end, the present disclosure proposes a method and system for regulating the damping of a magnetorheological fluid landing gear of an aircraft. The inventors have discovered that the load transmitted to the aircraft fuselage by the magnetorheological fluid landing gear is approximately equal to the sum of the gas pressure inside the buffer strut and the resistance of the magnetorheological fluid when it flows through the throttle orifice. Since the damping of magnetorheological fluid is different under different magnetic field intensities, the resistance when passing through the throttle orifice is also different. Therefore, the method and system of the present disclosure proposes to calculate the required damping that is most beneficial to mitigating the load distribution of the aircraft based on the excitation of the wheels of the magnetorheological fluid landing gear by the ground (for example, the reaction force caused by the wheels touching the ground) and the changes in the load distribution of the aircraft, and adjust the damping of the magnetorheological fluid landing gear accordingly, thereby reducing the load and overload borne by the structure of the aircraft. The disclosed method and system can regulate the damping of the magnetorheological fluid landing gear based on the aircraft's load distribution and runway information, ensuring that the damping characteristics of the magnetorheological fluid landing gear are always maintained in a state that is most beneficial for reducing the aircraft's load and overload, thereby reducing the overall aircraft load, lowering the design requirements for the aircraft's structural strength, and achieving the effects of improving the aircraft's ride quality, reducing the aircraft's structural weight, and extending the aircraft's service life. Therefore, the disclosed method and system achieves the regulation of the landing gear's damping (particularly its buffer struts) without significantly changing the aircraft's landing gear structure, thereby reducing the aircraft's load during ground operations such as landing and taxiing.

[0006] According to a first aspect of the present disclosure, a method for controlling the damping of a magnetorheological fluid landing gear of an aircraft is provided, comprising: obtaining parameters required for controlling the current of an excitation coil of the magnetorheological fluid landing gear; generating a time-varying curve for controlling the current from a current moment onward based on the obtained parameters; and applying the current variation curve to control the current applied to the excitation coil to control the damping of the magnetorheological fluid landing gear.

[0007] According to an embodiment, the method further comprises, before obtaining the parameters, determining that the magnetorheological fluid landing gear is in a non-retracted state.

[0008] According to another embodiment, the method is performed if the speed of the aircraft exceeds a predetermined speed threshold and / or if the aircraft is on the ground.

[0009] According to yet another embodiment, the predetermined speed threshold is any value within the range of 0 to 50 km / h, and the determination that the aircraft is on the ground is based on wheel load information and / or flight altitude information from the aircraft.

[0010] According to another embodiment, the parameters include: pressure and temperature of the tires and buffer struts of the magnetorheological fluid landing gear and acceleration of the wheel axles; weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude of the aircraft; and / or runway information.

[0011] According to yet another embodiment, generating a curve of change over time from a current moment for regulating the current based on the acquired parameters includes: predicting a change over time in the load distribution of the aircraft based on the acquired parameters; determining a required change over time in the damping of the magnetorheological fluid landing gear based on the predicted change over time; and generating a curve of change over time for the current from a current moment based on the required change over time in the damping of the magnetorheological fluid landing gear.

[0012] According to a second aspect of the present disclosure, a system for regulating the damping of a magnetorheological fluid landing gear of an aircraft is provided, comprising: a sensing device arranged to sense a state of the magnetorheological fluid landing gear; a processing device arranged to: obtain parameters required for regulating the current of an excitation coil of the magnetorheological fluid landing gear, wherein the parameters include the state of the magnetorheological fluid landing gear sensed by the sensing device; generate a time variation curve for regulating the current from a current moment based on the obtained parameters; and transmit the current variation curve to an excitation coil controller; and the excitation coil controller, wherein the excitation coil controller is arranged to apply the current variation curve to control the current applied to the excitation coil to regulate the damping of the magnetorheological fluid landing gear.

[0013] According to one embodiment, the sensing device includes a pressure sensor and a temperature sensor arranged in a buffer strut and a tire of the magnetorheological fluid landing gear, and an acceleration sensor arranged at a wheel axle.

[0014] According to another embodiment, the parameters further include the aircraft's model, weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude; and / or runway information from an aircraft data bus.

[0015] According to a third aspect of the present disclosure, an aircraft is provided, comprising the system according to the aspects of the present disclosure.

[0016] Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying figures.

[0017] The foregoing has broadly outlined the features and technical advantages of examples according to the present disclosure so that the following detailed description may be better understood. Additional features and advantages will be described hereinafter. The concepts and specific examples disclosed may be readily used as a basis for modifying or designing other structures for implementing the same purposes as the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, both in terms of their organization and method of operation, as well as the associated advantages, will be better understood by considering the following description in conjunction with the accompanying drawings. Each of the figures is provided for illustration and description purposes and does not define limitations on the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to understand in detail the manner in which the above-recited features of the present disclosure may be employed, reference may be made to various aspects of a more particular description of the content briefly summarized above, some of which are illustrated in the accompanying drawings. It should be noted, however, that the accompanying drawings illustrate only certain typical aspects of the disclosure and are not to be considered limiting of its scope, as the description may admit to other equally effective aspects. The same reference numerals in different drawings may identify the same or similar elements.

[0019] FIG1 is a schematic flow chart showing a method for regulating the damping of a magnetorheological fluid landing gear of an aircraft according to an exemplary embodiment of the present disclosure;

[0020] FIG2 shows a schematic cross-sectional view of a magnetorheological fluid landing gear according to an example embodiment of the present disclosure;

[0021] FIG3 shows a schematic variation curve of the load experienced by an aircraft during the landing phase according to an exemplary embodiment of the present disclosure;

[0022] FIG4 shows a schematic diagram of a system for regulating the damping of a magnetorheological fluid landing gear of an aircraft according to an exemplary embodiment of the present disclosure; and

[0023] FIG5 is a schematic diagram illustrating an example aircraft according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0024] The inventors recognized that for large fixed-wing aircraft, the loads and overloads caused by ground operations such as landing and taxiing constitute the design envelope of components such as the fuselage and engine. This constitutes a crucial basis for aircraft strength design and a significant factor influencing aircraft ride comfort. However, current aircraft designs typically use hydro-pneumatic shock absorbers to absorb the loads caused by ground operations. The damping of these shock absorbers is unregulated, representing a passive load mitigation method.

[0025] The inventors also realized that in recent years, with the emergence and increasing maturity of magnetorheological fluid buffer struts, it is possible to regulate the damping characteristics of magnetorheological fluid landing gear, so as to reduce the load of the aircraft during ground operations such as landing and taxiing.

[0026] To this end, the present disclosure proposes a method and system for regulating the damping of a magnetorheological fluid landing gear of an aircraft. The inventors have discovered that the load transmitted to the aircraft fuselage by the magnetorheological fluid landing gear is approximately equal to the sum of the gas pressure inside the buffer strut and the resistance of the magnetorheological fluid when it flows through the throttle orifice. Since the damping of magnetorheological fluid is different under different magnetic field intensities, the resistance when passing through the throttle orifice is also different. Therefore, the method and system of the present disclosure proposes to calculate the required damping that is most beneficial to mitigating the load distribution of the aircraft based on the excitation of the wheels of the magnetorheological fluid landing gear by the ground (for example, the reaction force caused by the wheels touching the ground) and the changes in the load distribution of the aircraft, and adjust the damping of the magnetorheological fluid landing gear accordingly, thereby reducing the load and overload borne by the structure of the aircraft.

[0027] The disclosed method and system can regulate the damping of the magnetorheological fluid landing gear based on the aircraft's load distribution and runway information, ensuring that the damping characteristics of the magnetorheological fluid landing gear are always maintained in a state that is most beneficial for reducing the aircraft's load and overload, thereby reducing the overall aircraft load, lowering the design requirements for the aircraft's structural strength, and achieving the effects of improving the aircraft's ride quality, reducing the aircraft's structural weight, and extending the aircraft's service life. Therefore, the disclosed method and system achieves the regulation of the landing gear's damping (particularly its buffer struts) without significantly changing the aircraft's landing gear structure, thereby reducing the aircraft's load during ground operations such as landing and taxiing.

[0028] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.

[0029] 1 , which shows a flow chart of a method 100 for regulating the damping of a magnetorheological fluid landing gear of an aircraft according to an embodiment of the present disclosure.

[0030] As shown in FIG. 1 , the method 100 may include, at block 110 , obtaining parameters required for regulating a current of an excitation coil of a magnetorheological fluid landing gear.

[0031] In one embodiment of the present disclosure, these parameters may include the pressure and temperature of the tires and buffer struts of the magnetorheological fluid landing gear and the acceleration of the wheel axle; the model, weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude of the aircraft; and / or runway information.

[0032] In this embodiment, various parameters of the magnetorheological fluid landing gear can be collected from the various sensors it includes. As shown in Figure 2, it shows a schematic cross-sectional view of a magnetorheological fluid landing gear 200 according to an example embodiment of the present disclosure. It can be seen that the magnetorheological fluid landing gear 200 may include a buffer strut 201 and a tire assembly 203. The buffer strut 201 may include a piston, the cavity of the piston includes an air chamber filled with gas and a liquid chamber filled with magnetorheological fluid, the air chamber and the liquid chamber are separated by a throttle orifice plate, and the throttle orifice plate is provided with an excitation coil for adjusting the magnetic field applied to the magnetorheological fluid, and the air chamber is provided with a temperature sensor and a pressure sensor for measuring the temperature and pressure of the gas respectively. The tire assembly 203 may include a tire, a wheel hub, and an axle fixedly connected to the piston, the axle is provided with an acceleration sensor, and the tire is provided with a tire temperature sensor and a tire pressure sensor. Therefore, the various parameters of the magnetorheological fluid landing gear may include the tire temperature and tire pressure measured by the tire temperature sensor and the tire pressure sensor respectively, the gas temperature and gas pressure (i.e., the temperature and pressure of the buffer strut) measured by the temperature sensor and pressure sensor set in the air chamber respectively, and the acceleration information (especially the vertical acceleration) measured by the acceleration sensor set on the wheel axle.

[0033] Further according to this embodiment, the aircraft's model, weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude, and / or runway information may be received from the aircraft's data bus, which will not be further described here. It will be appreciated that these parameters are merely examples, and that method 100 may also obtain any other suitable parameters required for regulating the current in the magnetorheological fluid landing gear's excitation coil, which will not be further described here. It will be appreciated that the aircraft's speed may include the aircraft's cruising speed, wheel speed, and the like, and may be obtained via the aircraft's data bus, etc., which will not be further described here.

[0034] In a preferred embodiment of the present disclosure, the runway information may include the roughness of the runway, that is, the undulations, bumps, etc. In this embodiment, the runway information may be pre-stored in a memory of the aircraft and read out from the memory in step 110 .

[0035] In another embodiment of the present disclosure, the runway information may be information estimated by the aircraft. In this embodiment, if the aircraft is landing on the runway for the first time, the aircraft may estimate the runway information by any suitable means. For example, the aircraft may take a picture of the runway using an onboard camera and estimate the roughness of the runway by performing image analysis on the picture. In this embodiment, preferably, the aircraft may collect information related to the runway and store it in a memory for subsequent use. For example, when the aircraft lands on the runway for the first time, it may collect information related to the runway (e.g., roughness) during landing and taxiing and store it in a memory. In another embodiment of the present disclosure, the aircraft may communicate with airport facilities to obtain runway-related information from the airport facilities.

[0036] 1 , the method 100 may include, at block 120 , generating a time-varying curve for regulating the current based on the acquired parameters from a current moment.

[0037] In one embodiment of the present disclosure, generating a curve of change over time for regulating current based on the acquired parameters may include predicting a change over time in the load distribution of the aircraft based on the acquired parameters; determining a required change over time in the damping of the magnetorheological fluid landing gear based on the predicted change over time; and generating a curve of change over time in the current based on the required change over time in the damping of the magnetorheological fluid landing gear.

[0038] In this embodiment, the aircraft load distribution prediction model is used to predict the temporal change in the aircraft's load distribution based on the acquired parameters, and the landing gear damping control model is used to determine the desired temporal change in the magnetorheological fluid landing gear's damping based on the predicted temporal change in the load distribution. According to this embodiment, the aircraft load distribution prediction model and the landing gear damping control model are pre-acquired through test flights, experiments, and / or simulations and stored in the aircraft for use. In another embodiment of the present disclosure, a single model can be used to map the acquired parameters to the desired temporal change in the magnetorheological fluid landing gear's damping; that is, the aircraft load distribution prediction model and the landing gear damping control model can be combined into a single model.

[0039] In this embodiment, the generation of a curve of the change in current over time starting from the current moment based on the required change in the damping of the magnetorheological fluid landing gear over time is performed according to a curve of the change in the flow characteristics of the magnetorheological fluid in the magnetorheological fluid landing gear as a function of the magnetic field intensity (and thus as a function of the intensity of the current in the excitation coil used to generate the magnetic field).

[0040] In a preferred embodiment of the present disclosure, the parameters and the time-varying curves of the current are predetermined and stored in association, such as in the form of a lookup table. In this embodiment, the acquired parameters can be used as keywords to search for the associated current variation curve.

[0041] Finally, at block 130 , the method 100 may include applying the current profile to control the current applied to the excitation coil to regulate the damping of the magnetorheological fluid landing gear.

[0042] Therefore, since the load transferred to the aircraft fuselage by the magnetorheological fluid landing gear is approximately equal to the sum of the gas pressure inside the buffer strut of the magnetorheological fluid landing gear and the resistance of the liquid (i.e., magnetorheological fluid) when it flows through the throttle orifice, the method 100 of the present disclosure adjusts the intensity of the magnetic field generated and applied to the magnetorheological fluid by regulating the current applied to the excitation coil of the magnetorheological fluid landing gear, and then adjusts the fluid properties (such as fluidity) of the magnetorheological fluid accordingly, so that the resistance of the magnetorheological fluid when it passes through the throttle orifice is adjusted, thereby ultimately being able to regulate the damping of the magnetorheological fluid landing gear. In this way, the method 100 can adjust the load and overload borne by the aircraft structure. As shown in Figure 3, it shows a schematic change curve of the load experienced by the aircraft during the landing phase according to an example embodiment of the present disclosure. It can be seen that the load experienced by the aircraft is reduced compared to the prior art. Therefore, by implementing method 100, the damping characteristics of the magnetorheological fluid landing gear can be adjusted according to the load distribution of the aircraft and the excitation of the runway on the landing gear, so that the damping characteristics of the magnetorheological fluid landing gear always remain in the most favorable state for reducing the aircraft load and overload, thereby achieving the reduction of the load of the entire aircraft, reducing the design requirements for the structural strength of the aircraft, and achieving the effects of improving the aircraft ride quality, reducing the structural weight of the aircraft, and extending the service life of the aircraft.

[0043] In a preferred embodiment of the present disclosure, method 100 can be executed only when the magnetorheological fluid landing gear is in the non-retracted state. Thus, before obtaining the parameters required to control the current in the magnetorheological fluid landing gear's excitation coil, method 100 can first determine whether the magnetorheological fluid landing gear is in the non-retracted state. If the magnetorheological fluid landing gear is not in the non-retracted state, preferably not in the fully deployed state, method 100 may not execute steps 110-130. In this embodiment, during the landing phase, method 100 can also monitor for a pilot's command to lower the landing gear, and execute steps 110-130 upon detecting a pilot's command to lower the landing gear. Alternatively, during the landing phase, method 100 can also monitor the locking state of the landing gear down lock, and execute steps 110-130 upon detecting a locking state of the landing gear down lock (indicating that the landing gear is fully deployed).

[0044] In another preferred embodiment of the present disclosure, considering that the loads experienced by the aircraft during low-speed taxiing are lower and more stable than those during high-speed taxiing, method 100 may be executed only when the speed of the aircraft exceeds a predetermined speed threshold. In this embodiment, the predetermined speed threshold may be any value within the range of 0 to 50 km / h, or any other suitable value.

[0045] In yet another preferred embodiment of the present disclosure, because the loads experienced by the aircraft can be adjusted and controlled by adjusting the damping of the magnetorheological fluid landing gear only when the aircraft is on the ground, method 100 can also be executed only when the aircraft is on the ground. In this embodiment, method 100 can determine that the aircraft is on the ground based on wheel load information and / or flight altitude information from the aircraft.

[0046] In another preferred embodiment of the present disclosure, method 100 may optionally store the generated current profile in association with runway information. In this embodiment, when the aircraft subsequently taxis and / or lands on the runway, method 100 can directly use the stored current profile without executing steps 110-130. For example, method 100 may store the current profile for taxiing and landing on a corresponding runway and use the stored current profile to control the damping of the magnetorheological fluid landing gear during subsequent takeoff and landing phases on that runway. In this embodiment, the current profile may also be stored in association with aircraft weight, speed, and other factors, allowing for more precise control of the damping of the magnetorheological fluid landing gear. For example, multiple current profiles associated with the landing phase may be stored, each associated with different landing speeds, aircraft weights, and so on. Thus, during a subsequent landing phase on that runway, the most suitable current profile may be selected from these current profiles.

[0047] 4 , which shows a schematic diagram of a system 400 for regulating the damping of a magnetorheological fluid landing gear of an aircraft according to an exemplary embodiment of the present disclosure.

[0048] As shown in FIG. 4 , the system 400 may include a sensing device 401 , a processing device 403 , and an excitation coil controller 405 .

[0049] In one embodiment of the present disclosure, a sensing device 401 is configured to sense the state of a magnetorheological fluid landing gear. In this embodiment, the sensing device 401 may include pressure sensors and temperature sensors disposed within the magnetorheological fluid landing gear's cushion struts and tires, as well as an acceleration sensor disposed at the wheel axle. Thus, the sensed state of the magnetorheological fluid landing gear may include the pressure and temperature of the magnetorheological fluid landing gear's cushion struts (particularly the pressure and temperature of the gas within their air chambers, as described above in conjunction with FIG. 2 ), the pressure and temperature within the tires, and the acceleration of the wheel axle (particularly the vertical acceleration).

[0050] In one embodiment of the present disclosure, the processing device 403 may be configured to acquire parameters required for controlling the current in the excitation coil of a magnetorheological fluid landing gear; generate a time-varying curve for controlling the current based on the acquired parameters; and transmit the current variation curve to the excitation coil controller 405. In this embodiment, the acquired parameters may include the state of the magnetorheological fluid landing gear sensed by the sensing device 401, such as the pressure and temperature of the magnetorheological fluid landing gear's cushion struts (particularly the pressure and temperature of the gas within their air chambers, as described above in conjunction with FIG. 2 ), the pressure and temperature within the tires, and the acceleration of the wheel axle (particularly the vertical acceleration). Further according to this embodiment, the acquired parameters may also include the aircraft's model, weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude, and / or runway information from the aircraft data bus (as indicated by the dashed arrow in FIG. 4 ).

[0051] In an embodiment of the present disclosure, the excitation coil controller 405 may be arranged to apply a current variation curve to control the current applied to the excitation coil to regulate the damping of the magnetorheological fluid landing gear.

[0052] In a preferred embodiment of the present disclosure, the runway information may include the roughness of the runway, that is, the undulations, bumps, etc. In this embodiment, the runway information may be pre-stored in a memory of the aircraft and read out from the memory by the processing device 403 .

[0053] In another embodiment of the present disclosure, the runway information may be information estimated by the aircraft. In this embodiment, if the aircraft is landing on the runway for the first time, the processing device 403 may estimate the runway information by any suitable means. For example, the processing device 403 may receive an image of the runway captured by an onboard camera and estimate the runway roughness by performing image analysis on the image.

[0054] In one embodiment of the present disclosure, generating a curve of change over time for regulating current based on the acquired parameters may include predicting a change over time in the load distribution of the aircraft based on the acquired parameters; determining a required change over time in the damping of the magnetorheological fluid landing gear based on the predicted change over time; and generating a curve of change over time in the current based on the required change over time in the damping of the magnetorheological fluid landing gear.

[0055] In this embodiment, the aircraft load distribution prediction model is used to predict the temporal change in the aircraft's load distribution based on the acquired parameters, and the landing gear damping control model is used to determine the desired temporal change in the magnetorheological fluid landing gear's damping based on the predicted temporal change in the load distribution. According to this embodiment, the aircraft load distribution prediction model and the landing gear damping control model are pre-acquired through test flights, experiments, and / or simulations and stored in the aircraft for use. In another embodiment of the present disclosure, a single model can be used to map the acquired parameters to the desired temporal change in the magnetorheological fluid landing gear's damping; that is, the aircraft load distribution prediction model and the landing gear damping control model can be combined into a single model.

[0056] In this embodiment, the generation of a curve of the change in current over time starting from the current moment based on the required change in the damping of the magnetorheological fluid landing gear over time is performed according to a curve of the change in the flow characteristics of the magnetorheological fluid in the magnetorheological fluid landing gear as a function of the magnetic field intensity (and thus as a function of the intensity of the current in the excitation coil used to generate the magnetic field).

[0057] In a preferred embodiment of the present disclosure, the parameters and the time-varying curves of the current are predetermined and stored in association, such as in the form of a lookup table. In this embodiment, the processing device 403 can use the acquired parameters as keywords to search for the associated current variation curve.

[0058] In a preferred embodiment of the present disclosure, the processing device 403 may be configured to perform the above-mentioned operation only when the magnetorheological fluid landing gear is in a non-retracted state. Thus, before obtaining the parameters required for regulating the current of the excitation coil of the magnetorheological fluid landing gear, the processing device 403 may first determine that the magnetorheological fluid landing gear is in a non-retracted state. If the magnetorheological fluid landing gear is not in a non-retracted state, preferably not in a fully deployed state, the processing device 403 may not perform the above-mentioned operation. In this embodiment, during the landing phase, the processing device 403 may be configured to monitor the pilot's command to lower the landing gear, and perform the above-mentioned operation after monitoring the pilot's command to lower the landing gear.

[0059] In another preferred embodiment of the present disclosure, considering that the loads experienced by the aircraft during low-speed taxiing are lower and more stable than those during high-speed taxiing, the processing device 403 may be further configured to perform the above-mentioned operation only when the speed of the aircraft exceeds a predetermined speed threshold. In this embodiment, the predetermined speed threshold may be any value within the range of 0 to 50 km / h, or any other suitable value.

[0060] In yet another preferred embodiment of the present disclosure, since the loads experienced by the aircraft can be adjusted and controlled by adjusting the damping of the magnetorheological fluid landing gear only when the aircraft is on the ground, the processing device 403 can also be configured to perform the above-mentioned operations only when the aircraft is on the ground. In this embodiment, the processing device 403 can be configured to determine that the aircraft is on the ground based on wheel load information and / or flight altitude information from the aircraft.

[0061] In another preferred embodiment of the present disclosure, the processing device 403 can optionally be configured to store the generated current variation curve in association with runway information. In this embodiment, when the aircraft subsequently taxis and / or lands on the runway, the processing device 403 can directly retrieve the stored current variation curve and transmit it to the excitation coil controller 405. For example, the processing device 403 can be configured to store the current variation curve during takeoff and landing on the corresponding runway, and then transmit the stored current variation curve to the excitation coil controller 405 during subsequent takeoff and landing phases on the runway for use in controlling the damping of the magnetorheological fluid landing gear. In this embodiment, the current variation curve can also be stored in association with aircraft weight, speed, and other factors, allowing for more precise control of the damping of the magnetorheological fluid landing gear. For example, multiple current variation curves associated with the landing phase can be stored, each of which can be associated with different landing speeds, aircraft weights, and other factors. Thus, during the subsequent landing phase on the runway, the most suitable current profile can be selected from these current profiles.

[0062] FIG5 is a schematic diagram illustrating an example aircraft 500 according to an embodiment of the present disclosure. In one embodiment, aircraft 500 may include system 400 shown and described with reference to FIG4.

[0063] Thus, the disclosed method and system provide a damping adjustment process for a magnetorheological fluid landing gear, offering a complete technical solution encompassing the corresponding hardware layout and method flow, without focusing on the magnetorheological fluid landing gear structure itself. By implementing the disclosed method and system, the landing gear's damping characteristics can be adjusted based on the aircraft's load distribution and the runway's excitation of the landing gear, ensuring that the landing gear's damping characteristics are consistently optimized for reducing aircraft load and overload. This reduces overall aircraft load and lowers the design requirements for aircraft structural strength, ultimately improving aircraft ride quality, reducing structural weight, and extending aircraft service life.

[0064] It will be understood that the terms “velocity” and “acceleration” used in this disclosure refer to the linear velocity and linear acceleration of an aircraft, and are distinguished from the terms “angular velocity” and “angular acceleration” in this disclosure.

[0065] It will also be appreciated that although various embodiments are described in the present disclosure in conjunction with magnetorheological fluid landing gear, the methods and systems of the present disclosure may be implemented in conjunction with any other suitable aircraft landing gear, so long as the damping of the landing gear is controllable.

[0066] It will also be understood that the terms "loads" and "overloads" as used in this disclosure are used interchangeably and encompass forces and / or moments and / or (angular) accelerations to which the aircraft as a whole or parts thereof are subjected.

[0067] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The accompanying drawings illustrate specific embodiments that can be put into practice by way of illustration. These embodiments are also referred to herein as "examples." Such examples may include elements other than those shown or described. However, examples that include the shown or described elements are also contemplated. In addition, examples using any combination or arrangement of those elements shown or described are also contemplated, or with reference to the specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0068] In the appended claims, the terms "including" and "comprising" are open-ended, that is, systems, apparatuses, articles, or processes that include elements in addition to those listed after such terms in a claim are considered to fall within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels and are not intended to indicate a numerical order to their objects.

[0069] In addition, the order of each operation explained in this specification is exemplary. In alternative embodiments, each operation can be performed in a different order than that shown in the drawings, and each operation can be combined into a single operation or split into more operations.

[0070] The above description is intended to be illustrative, not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by a person of ordinary skill in the art after reviewing the above description. The abstract allows the reader to quickly determine the nature of the present disclosure. This abstract is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the above specific embodiments, various features may be grouped together to make the disclosure smooth. However, the claims may not state every feature disclosed herein, as the embodiments may characterize a subset of the features. In addition, an embodiment may include fewer features than those disclosed in a particular example. Therefore, the appended claims are thereby incorporated into the specific embodiments, and a claim exists independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the appended claims and the full scope of equivalents to which such claims are entitled.

Claims

1. A method for controlling the damping of a magnetorheological fluid landing gear of an aircraft, comprising: Obtaining parameters required for regulating the current of the excitation coil of the magnetorheological fluid landing gear; generating a time-varying curve for regulating the current based on the acquired parameters; as well as The current variation curve is applied to control the current applied to the excitation coil to adjust the damping of the magnetorheological fluid landing gear.

2. The method according to claim 1, characterized in that The method further includes determining, before obtaining the parameters, that the magnetorheological fluid landing gear is in a non-retracted state.

3. The method according to claim 2, characterized in that The method is performed when the speed of the aircraft exceeds a predetermined speed threshold and / or the aircraft is on the ground.

4. The method according to claim 3, characterized in that The predetermined speed threshold is any value within the range of 0 to 50 km / h, and the aircraft being on the ground is determined based on wheel load information and / or flight altitude information from the aircraft.

5. The method according to claim 1, wherein The parameters include: The pressure and temperature of the tires and buffer struts of the magnetorheological fluid landing gear and the acceleration of the axle; The weight, center of gravity, speed, angular velocity, acceleration, angular acceleration, engine thrust, attitude of the aircraft; and / or Runway information.

6. The method according to claim 1, characterized in that Generating a time-varying curve for regulating the current based on the acquired parameters includes: predicting a change in load distribution of the aircraft over time based on the acquired parameters; determining a desired change in damping of the magnetorheological fluid landing gear over time based on the predicted change in load distribution over time; and A curve of the change of the current over time from a current moment is generated based on a desired change of the damping of the magnetorheological fluid landing gear over time.

7. A system for regulating the damping of a magnetorheological fluid landing gear of an aircraft, comprising: a sensing device arranged to sense a state of the magnetorheological fluid landing gear; A processing device, the processing device being arranged to: acquiring parameters required for regulating the current of the excitation coil of the magnetorheological fluid landing gear, wherein the parameters include the state of the magnetorheological fluid landing gear sensed by the sensing device; generating a time-varying curve for regulating the current based on the acquired parameters; as well as transmitting the current variation curve to the excitation coil controller; as well as The excitation coil controller is arranged to apply the current variation curve to control the current applied to the excitation coil to regulate the damping of the magnetorheological fluid landing gear.

8. The system according to claim 7, characterized in that The sensing device includes a pressure sensor and a temperature sensor arranged in a buffer strut and a tire of the magnetorheological fluid landing gear, and an acceleration sensor arranged at a wheel axle.

9. The system according to claim 7, wherein: The parameters further include the aircraft's model, weight, center of gravity, angular velocity, angular acceleration, engine thrust, attitude, and / or runway information from an aircraft data bus.

10. An aircraft comprising a system according to any one of claims 7 to 9.

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