CN110683035B

CN110683035B - Frame type undercarriage and aircraft comprising same

Info

Publication number: CN110683035B
Application number: CN201911099991.2A
Authority: CN
Inventors: 陆伟铭; 刘杰; 肖扬; 王晓梅; 滕佶; 曹士旭
Original assignee: Commercial Aircraft Corp of China Ltd; Shanghai Aircraft Design and Research Institute Commercial Aircraft Corporation of China Ltd
Current assignee: Shanghai Aircraft Design Research Institute Co.,Ltd.; Commercial Aircraft Corp of China Ltd
Priority date: 2019-11-12
Filing date: 2019-11-12
Publication date: 2021-06-04
Anticipated expiration: 2039-11-12
Also published as: CN110683035A

Abstract

A frame type undercarriage comprises a frame, wherein the frame is connected with a bearing support, at least two wheel shafts are arranged on the frame, and an airplane wheel is arranged on each wheel shaft. The frame landing gear further includes a self-taxiing device, wherein the self-taxiing device includes: the driving mechanism is fixedly arranged on the frame and comprises a first output shaft and a second output shaft which can move synchronously; first and second transmission mechanisms are respectively connected to the first and second output shafts to transmit the output rotation to the first and second wheels; and a clutch mechanism for enabling the first and second gear mechanisms to move between a first position and a second position to couple or decouple the first and second gear mechanisms to the first and second wheels. In the structure of the frame type undercarriage with the structure, the improved automatic sliding device structure is adopted, so that the automatic sliding operation of the frame type undercarriage is realized. An aircraft including the frame landing gear is also disclosed.

Description

Frame type undercarriage and aircraft comprising same

Technical Field

The present invention relates to a carriage type landing gear, and in particular to an automatic taxiing apparatus for use in the carriage type landing gear. The invention also relates to an aircraft comprising such a frame landing gear.

Background

Landing gear is an important component of an aircraft, such as a civil aircraft, which functions to support the aircraft as well as to enable the aircraft to move on the ground while the aircraft is taking off, landing, running, or moving and parking on the ground. The structural form of the landing gear comprises a two-wheel landing gear, a frame type landing gear and the like. In the case of a frame landing gear, a plurality of wheels are mounted on a frame which is connected, for example articulated, to a force-bearing strut.

For airlines, the economy and environmental protection of aircraft are important indicators of concern. In recent years, research has begun in the industry for automatic taxiing devices for landing gear. By adopting the automatic sliding device, the consumption of fuel oil can be reduced, the emission of greenhouse gases is further reduced, and the automatic sliding device has good effects in the aspects of economy and environmental protection.

Most of the currently used automatic taxiing apparatuses are driven by electric power, and the existing research on the automatic taxiing apparatuses mainly focuses on an aircraft using a two-wheeled landing gear. The main landing gears adopted by the current mainstream wide-body airplanes, such as civil airplanes of B787, A380, CR929 and the like, are all frame type landing gears.

As for the frame type undercarriage, the undercarriage is mainly applied to a wide-body airplane, the weight of the undercarriage is large, and the power requirement of an Auxiliary Power Unit (APU) for driving an automatic sliding device is correspondingly improved. The power of APUs of current wide body aircraft is roughly in the range of 120KW to 150KW, which is calculated to be insufficient to drive automatic taxiing devices adapted to the weight of the wide body aircraft. Furthermore, in the case of a frame type undercarriage, since a plurality of wheels are mounted on one frame, when designing the automatic taxiing apparatus, it is necessary to ensure synchronism of different wheels on one frame, ensure that the automatic taxiing apparatuses for the respective wheels do not interfere with each other, and avoid the automatic taxiing apparatus from avoiding a landing envelope of the respective wheels. These all present difficulties and obstacles to designing an automatic taxiing apparatus on a frame landing gear.

Accordingly, there is a need in the industry for an automatic taxiing apparatus that can be used with frame type landing gears that overcomes the above-mentioned difficulties in the prior art.

Disclosure of Invention

The present invention has been made to solve the above-mentioned problems of the prior art. The invention aims to provide an automatic sliding device with an improved structure, which can be suitable for a frame type undercarriage and meet the requirements of the frame type undercarriage on power, structure and the like.

The invention is realized by a frame type undercarriage which comprises a frame, wherein the frame is connected with a bearing support column, at least two wheel shafts are arranged on the frame, and each wheel shaft is provided with an airplane wheel, so that the airplane wheels at least comprise a first airplane wheel and a second airplane wheel, and the frame type undercarriage also comprises an automatic sliding device. Wherein, this automatic taxiing device includes: the driving mechanism is fixedly arranged on the frame and comprises a first output shaft and a second output shaft which can move synchronously; the first transmission mechanism is arranged between the first output shaft and the first wheel and transmits the motion output by the first output shaft to the first wheel; the second transmission mechanism is arranged between the second output shaft and the second airplane wheel and transmits the motion of the second output shaft to the second airplane wheel; and the clutch mechanism is arranged between the frame and the first transmission mechanism and between the frame and the second transmission mechanism, so that the first transmission mechanism and the second transmission mechanism can move between a first position and a second position, in the first position, the first transmission mechanism is used for driving and connecting the driving mechanism with the first wheel, the second transmission mechanism is used for driving and connecting the driving mechanism with the second wheel, and in the second position, the driving mechanism is disconnected from the driving and connecting between the first wheel and the second wheel.

In the frame type undercarriage with the structure, the driving mechanism of the automatic sliding device comprises at least two output shafts which can synchronously run, so that different wheels on the same frame type undercarriage can be driven, and the automatic sliding device can be suitable for carrying out automatic sliding operation on the frame type undercarriage.

In one specific construction, the first and/or second transmission is a worm gear mechanism. That is, the first transmission mechanism may include a first worm and a first worm wheel, the first worm wheel is fixedly connected to the first wheel, one end of the first worm is connected to the first output shaft, and the other end of the first worm is engaged with the worm wheel. Similarly, the second transmission mechanism comprises a second worm and a second worm wheel, the second worm wheel is fixedly connected to the second wheel, one end of the second worm is connected to the second output shaft, and the other end of the second worm is meshed with the worm wheel.

The worm gear mechanism is more suitable for the arrangement of a plurality of wheels in the frame type undercarriage, and can be set into a multi-head transmission mechanism according to requirements, and the number of heads can be selected according to specific power requirements. By setting a suitable number of heads, the transmission ratio can be adjusted, thereby meeting the power requirements of the automatic taxiing device for the frame type undercarriage.

Preferably, one end of the first worm is connected with the first output shaft through a spline structure; and/or one end of the second worm is connected with the second output shaft through a spline structure.

The spline structure enables the connecting part between the output shaft of the motor and the worm to bear higher torque, so that the power output capacity of the motor is improved.

Further, the clutch mechanism comprises an actuator, one end of the actuator is connected to the driving mechanism, and the other end of the actuator is connected to the frame, so that the first transmission mechanism and the second transmission mechanism can move between the first position and the second position, and clutch operation of the transmission mechanism is achieved. For example, in a worm gear and worm configuration, the actuator may effect engagement and disengagement between the worm gear and worm.

In a preferred embodiment of the invention, the vehicle further comprises a connecting plate fixedly mounted on the frame, one end of the actuator being connected to the connecting plate, and the other end of the actuator being connected to the drive mechanism.

Preferably, a connector is inserted between the connecting plate and the frame, and the connector is adjustable to adjust the distance between the connecting plate and the frame.

Preferably, one end of the actuator is connected to the connecting plate through a first flange; and/or the other end of the actuator is connected to the drive mechanism through a second flange.

In the automatic sliding device of the frame type undercarriage, the clutch mechanism comprises a compression spring, the compression spring is fixed between the connecting plate and the driving mechanism through a spring guide shaft, wherein one end of the spring guide shaft is connected to the connecting plate, the other end of the spring guide shaft is connected to the driving mechanism, and the compression spring is sleeved on the spring guide shaft.

Preferably, the spring guide shaft includes an inner spring guide shaft connected to the connection plate and an outer spring guide shaft connected to the driving mechanism, and a gap is formed between the inner spring guide shaft and the outer spring guide shaft.

This gap between the outer spring guide shaft and the inner spring guide shaft provides the possibility for adjusting the spring pretension. For example, in one particular case. A gap of about 25mm is initially reserved between the outer spring guide shaft and the inner spring guide shaft.

In one particular construction, the drive mechanism is a servo motor.

The invention also relates to an aircraft having a frame landing gear as described above.

Drawings

There is shown in the drawings, which are incorporated herein by reference, non-limiting preferred embodiments of the present invention, the features and advantages of which will be apparent. Wherein:

figure 1 shows a partial perspective view of the frame landing gear of the present invention.

Figure 2 shows an enlarged partial perspective view of the frame landing gear of figure 1 showing the construction of the automatic heeling apparatus on the front wheel side.

Figure 3 shows a schematic perspective view of the intermeshing between a worm and a worm wheel.

Fig. 4 is another partially enlarged perspective view of the automatic coasting device, showing the clutch mechanism of the automatic coasting device in detail.

Fig. 5 is a partially enlarged perspective view showing a compression spring in the clutch mechanism shown in fig. 4.

Detailed Description

Specific embodiments of the present invention will be described below with reference to the accompanying drawings. It is to be understood that the preferred embodiments of the present invention are shown in the drawings only, and are not to be considered limiting of the scope of the invention. Obvious modifications, variations and equivalents will occur to those skilled in the art based on the embodiments shown in the drawings, and the technical features in the described embodiments may be combined arbitrarily without contradiction, all of which fall within the scope of the present invention.

As used herein, the terms "inboard" and "outboard" are used with reference to the landing gear, wherein "inboard" refers to being located relatively inboard of the landing gear and "outboard" refers to being located relatively outboard of the landing gear.

Figure 1 shows a partial perspective view of a frame landing gear 100 of the present invention. As shown in fig. 1, the frame type landing gear 100 includes a frame 110, and at least two axles 111 are formed on the frame 110. And the frame 110 is connected to the messenger support 112 for connection to an aircraft such as a civil aircraft via the messenger support 112.

A wheel 120 is rotatably fitted on each axle 111. In the configuration shown in fig. 1, the wheels 120 include at least one front wheel 121 and at least one rear wheel 122.

In the present invention, the frame landing gear 100 also includes a self-taxiing apparatus 130. The automatic sliding device 130 includes a motor 140 as a driving mechanism, and the motor 140 is, for example, a servo motor. Specifically, although not shown in the drawings, a transmission structure such as a gear train for amplifying the output torque of the motor 140 may be preferably included in the motor 140.

The motor 140 of the illustrated automatic skating device 130 includes at least two output shafts, each of which is connected to a gear train and is connected to the front wheel 121 and the rear wheel 122 through a corresponding gear train, so that the motor 140 can drive the front wheel 121 and the rear wheel 122 at the same time. And preferably, the two output shafts of the motor 140 may be rotated synchronously, thereby enabling synchronous driving of the front and

rear wheels

121 and 122.

The two drive shafts of the motor 140 and the transmission mechanism between the drive shafts and the front and

rear wheels

121 and 122 may be identical in structure. The transmission mechanism between one output shaft and the wheel will be described in detail with reference to the front wheel 121 in fig. 2, but the transmission mechanism between the other output shaft and the rear wheel 122 may be of the same structure, and will not be described again.

As shown in fig. 2, an output shaft 141 of the motor 140 is connected to one end of the worm 131. In the preferred construction shown in the drawings, the output shaft 141 and the worm 131 are interconnected by a spline structure. Specifically, the output shaft 141 is formed with external splines 151, the worm 131 is formed with corresponding internal splines 152, and the external splines 151 and the internal splines 152 are engaged with each other to connect the worm 131 and the output shaft 141. It is contemplated that the arrangement of the male and

female splines

151, 152 may be reversed, i.e., male spline 151 formed on worm 131 and female spline 152 formed on output shaft 141, again enabling connection between worm 131 and output shaft 141. By means of the splined connection, a better load capacity can be given to the worm 131 and the output shaft 141, so that a greater torque can be transmitted.

Of course, other ways of achieving the connection between the worm 131 and the output shaft 141 are possible and within the scope of the invention. For example, an internal thread and an external thread may be provided on the worm 131 and the output shaft 141, respectively, and the connection therebetween may be achieved by a thread structure. Alternatively, the worm 131 and the output shaft 141 may be connected by an interference fit such as engagement.

The gear train further includes a worm gear 132, the worm gear 132 being fixedly attached to the front wheel 121, such as by fasteners such as screws, to the front wheel 121, such that the worm gear 132 rotates with the front wheel 121. The worm 131 includes a spiral portion on the other end away from the output shaft 141, and is engaged with the worm wheel 132 through the spiral portion. Thus, the rotational movement of the output shaft 141 of the motor 140 can be transmitted to the worm wheel 132 via the worm 131, thereby rotating the front wheel 121.

Fig. 3 shows the structure of the worm 131 and the worm wheel 132, particularly the engagement therebetween, more clearly in a partially enlarged form. In the present invention, it is preferable that the worm 131 and the worm wheel 132 have a multi-start transmission structure, and thus, the number of starts can be selected according to a required driving force, thereby increasing a transmission ratio and thus driving power for the front wheel 121.

Further, the present invention relates to a freewheel 130 for a frame-type landing gear 100, which comprises a clutch mechanism 160, wherein the clutch mechanism 160 is used to move the motor 140 and the transmission mechanism arranged between the motor 140 and the wheel 120 between an engaged position (or first position) and a disengaged position (or second position). In the engaged position, the worm 131 meshes with the worm wheel 132 and transmits the rotary motion of the output shaft 141 of the motor 140 to the worm 131, thereby driving the front wheel 121 in rotation, and in the disengaged position, the worm 131 is separated from the worm wheel 132.

As shown in fig. 4, the clutch mechanism 160 includes an actuator 164, one end of the actuator 164 is connected to the motor 140 through an outer flange 161, and the other end of the actuator 164 is connected to the connection plate 170 through an inner flange 162. The connection plate 170 is connected to the frame 110 by bolts that may be common, for example, with the frame locator and the lower torque arm. Also, a connecting member 171 is interposed between the web 170 and the frame 110, and the connecting member 171 is adjustable so that the distance between the web 170 and the frame 110 can be adjusted.

The clutch mechanism 160 further includes at least one compression spring 163, such as two compression springs 163 shown in fig. 4, disposed on both sides of the actuator 164. Compression spring 163 is supported at one end on web 170 and thus indirectly on frame 110, and at the other end on motor 140. As a preferred construction, there is also provided a spring guide shaft, specifically as shown in fig. 5, comprising an outer spring guide shaft 165 and an inner spring guide shaft 166. The outer spring guide shaft 165 is preferably coupled to the motor 140 by an outer flange 161, while the inner spring guide shaft 166 is preferably coupled to a web 170 by an inner flange 162, as shown more clearly in fig. 5.

Thus, as shown in FIG. 4, in one preferred construction, including three outer flanges 161 and three inner flanges 162, two sets of spring guide shafts (each including an outer spring guide shaft 165 and an inner spring guide shaft 166) and one compression spring 163 are secured to the attachment plate 170 and the motor 140, respectively. With continued reference to fig. 5, it can be seen that there is a gap 167 between the outer spring guide shaft 165 and the inner spring guide shaft 166. The gap 167 is preferably adjustable, and by adjusting the gap 167 between the outer spring guide shaft 165 and the inner spring guide shaft 166, the preload of the compression spring 163 can be adjusted. In this way, the clutch mechanism may have sufficient space for movement, thereby allowing more flexibility in designing the automatic skating device 130. In one particular case, a gap of 25mm is initially reserved between the outer spring guide shaft 165 and the inner spring guide shaft 166.

Preferably, the outer spring guide shaft 165 and the inner spring guide shaft 166 are hollow or have a through hole provided therein. Cables for electrically powered components such as motor 140 may pass through holes in outer spring guide shaft 165 and inner spring guide shaft 166 and exit into frame 110 for connection to power sources, controls, etc. within the aircraft. In this way, the automatic coasting device 130, and in particular the motor 140 thereof, may be powered, sent control signals, etc. to effect control and operation of the automatic coasting device 130 for starting, stopping, accelerating, decelerating, etc.

It is further preferred that a displacement sensor is built into the actuator 164, which may be connected, for example, to a controller in the aircraft, and that signals are sent to the controller regarding the amount of displacement of the actuator 164 and receive feedback control signals to effect closed loop control of the operation of the actuator 164 and thus the clutch mechanism.

The construction of the frame landing gear 100 of the present invention, and in particular the automatic glider 130 thereof, is described in detail above. The installation process of the frame landing gear 100 will be further described in conjunction with the structure disclosed above.

First, the connection plate 170 is mounted to the frame 110, and specifically, the connection plate 170 is mounted to the frame 110 by bolts shared with the frame positioner and the lower torque arm. Thereafter, a connecting member 171 is interposed between the connecting plate 170 and the frame 110.

Next, three inner flanges 162 are mounted to the connection plate 170, for example, by fasteners such as screws, bolts, etc. to mount the inner flanges 162. One of the inner flanges 162 is used for an actuator 164, and the other two inner flanges 162 are connected to or integrally formed with an inner spring guide shaft 166 for mounting the two compression springs 163.

Two compression springs 163 are respectively fitted to the corresponding inner spring guide shafts 166. Next, three outer flanges 161 are mounted on the motor 140. One of the outer flanges 161 corresponds to the one of the inner flanges 162 described above for mounting the actuator 164. The other two outer flanges 161 are installed corresponding to those two inner flanges 162 for the compression springs 163, and outer spring guide shafts 165 are connected or integrally formed. The installed outer spring guide shaft 165 is nested within the compression spring 163.

During installation of the actuator 164, both ends of the actuator 164 are connected to the corresponding outer flange 161 and inner flange 162, respectively. Specifically, the actuator 164 is connected at one end to the outer flange 161 and at the other end to the inner flange 162. The connection may be achieved by means such as bolts, snap-fit, etc.

The worm 131 is connected to the output shaft 141 of the motor 140, such as by a mating arrangement of external and

internal splines

151 and 152 formed on the worm 131 and output shaft 141. The worm wheel 132 is attached to the wheel 120 (front wheel 121 and rear wheel 122) by means of, for example, a screw, a bolt, or the like.

The preload of the compression spring 163 is adjusted, for example, by adjusting a gap 167 between the outer spring guide shaft 165 and the inner spring guide shaft 166, so that a certain distance is maintained between the worm 131 and the worm wheel 132. For example, a spacing of about 10mm may be maintained between the worm 131 and the worm gear 132.

At this point, the automatic glider 130 on the frame landing gear 100 is properly installed. The operator may then inspect and commission the automatic glider 130 on the frame 110.

For example, the actuator 164 may be controlled to move the worm 131 toward the worm gear 132 and into engagement with the worm gear 132. In one particular instance, a distance of about 10mm is initially maintained between the worm 131 and the worm wheel 132, and then when the actuator 164 is actuated, the worm 131 is moved toward the worm wheel 132 by about 18mm such that the worm 131 and the worm wheel 132 intermesh.

During this time, the operator can check whether there is an excessive clearance between the worm portion of the worm 131 and the worm wheel 132 or whether interference occurs. After determining that the worm 131 and the worm wheel 132 are properly engaged, the driving motor 140 is operated to check whether the automatic coasting device 130 can normally drive the wheel 120 to rotate.

During the installation and debugging process, if any problem exists, the power supply can be cut off at any time, when the power supply is cut off, the motor 140 stops running, and the actuator 164 of the automatic sliding device 130 returns to the preset idle position, so that the meshing between the worm 131 and the worm wheel 132 is disengaged.

Claims

1. A frame landing gear comprising a frame connected to a stressed strut and having at least two axles mounted on the frame, wheels being mounted on each axle such that the wheels comprise at least a first wheel and a second wheel, wherein the frame landing gear further comprises an automatic taxiing apparatus, wherein the automatic taxiing apparatus comprises:

the driving mechanism is fixedly arranged on the frame and comprises a first output shaft and a second output shaft which can move synchronously;

the first transmission mechanism is arranged between the first output shaft and the first wheel and transmits the motion output by the first output shaft to the first wheel;

a second transmission mechanism provided between the second output shaft and the second wheel, transmitting the motion of the second output shaft to the second wheel; and

a clutch mechanism disposed between the frame and the first transmission mechanism and between the frame and the second transmission mechanism such that the first transmission mechanism and the second transmission mechanism are movable between a first position in which the first transmission mechanism drivingly couples the drive mechanism with the first wheel and the second transmission mechanism drivingly couples the drive mechanism with the second wheel and a second position in which the drive mechanism is decoupled from the drive coupling between the first wheel and the second wheel.

2. The frame landing gear of claim 1, wherein the first transmission mechanism is a worm gear and worm structure, and comprises a first worm and a first worm wheel, the first worm wheel is fixedly connected to the first wheel, one end of the first worm is connected to the first output shaft, and the other end of the first worm is meshed with the worm wheel;

the second transmission mechanism is of a worm gear structure and comprises a second worm and a second worm wheel, the second worm wheel is fixedly connected to the second wheel, one end of the second worm is connected to the second output shaft, and the other end of the second worm is meshed with the worm wheel.

3. A frame landing gear according to claim 2, wherein the one end of the first worm is connected to the first output shaft by a spline arrangement; the one end of the second worm is connected with the second output shaft through a spline structure.

4. A frame landing gear according to claim 1, wherein the clutch mechanism includes an actuator, one end of the actuator being connected to the drive mechanism and the other end of the actuator being connected to the frame, such that the first and second transmissions are movable between the first and second positions.

5. A frame landing gear according to claim 4, further comprising a connection plate fixedly mounted on the frame, one end of the actuator being connected to the connection plate and the other end of the actuator being connected to the drive mechanism.

6. A frame landing gear according to claim 5, wherein a connector is padded between the connection plate and the frame, the connector being adjustable so that the distance between the connection plate and the frame can be adjusted by adjusting the connector.

7. A frame landing gear according to claim 5, wherein the one end of the actuator is connected to the attachment plate by a first flange; and the other end of the actuator is connected to the driving mechanism through a second flange.

8. The frame landing gear of claim 5, wherein the clutch mechanism includes a compression spring secured between the connecting plate and the drive mechanism by a spring guide shaft, wherein one end of the spring guide shaft is connected to the connecting plate and the other end of the spring guide shaft is connected to the drive mechanism, and the compression spring is sleeved on the spring guide shaft.

9. A frame landing gear according to claim 8, wherein the spring guide axle comprises an inner spring guide axle connected to the attachment plate and an outer spring guide axle connected to the drive mechanism, a gap being formed between the inner spring guide axle and the outer spring guide axle.

10. A frame landing gear according to claim 1, wherein the drive mechanism is a servo motor.

11. An aircraft having a frame landing gear according to any one of claims 1 to 10.