WO2021092743A1 - 车架式起落架及包括该起落架的飞行器 - Google Patents

车架式起落架及包括该起落架的飞行器 Download PDF

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Publication number
WO2021092743A1
WO2021092743A1 PCT/CN2019/117388 CN2019117388W WO2021092743A1 WO 2021092743 A1 WO2021092743 A1 WO 2021092743A1 CN 2019117388 W CN2019117388 W CN 2019117388W WO 2021092743 A1 WO2021092743 A1 WO 2021092743A1
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Prior art keywords
frame
wheel
worm
landing gear
transmission mechanism
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PCT/CN2019/117388
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English (en)
French (fr)
Inventor
陆伟铭
刘杰
肖扬
王晓梅
滕佶
曹士旭
Original Assignee
中国商用飞机有限责任公司
中国商用飞机有限责任公司上海飞机设计研究院
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Priority to PCT/CN2019/117388 priority Critical patent/WO2021092743A1/zh
Publication of WO2021092743A1 publication Critical patent/WO2021092743A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface  wheeled type, e.g. multi-wheeled bogies

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  • the invention relates to a frame type landing gear, in particular to an automatic sliding device in the frame type landing gear.
  • the invention also relates to an aircraft including the frame type landing gear.
  • the landing gear is an important part of an aircraft such as a civil aircraft, which supports the aircraft and enables the aircraft to move on the ground during take-off, landing, taxiing, or ground movement and parking.
  • the structure of the landing gear includes two-wheeled landing gear, frame type landing gear and so on.
  • the frame type landing gear a plurality of wheels are mounted on a frame, and the frame is connected with the load-bearing pillar, for example, hinged together.
  • the power demand for the auxiliary power unit (APU) that drives the automatic taxiing device is also correspondingly increased.
  • the power of the APU of various types of wide-body aircraft is roughly in the range of 120KW to 150KW, which is not enough to drive the automatic taxiing device that is compatible with the weight of the wide-body aircraft.
  • the present invention is made to solve the above-mentioned problems of the prior art.
  • the purpose of the present invention is to provide an automatic sliding device with an improved structure, which can be applied to a frame type landing gear and meet the requirements of the frame type landing gear, such as power and structure.
  • the present invention is realized by a frame type landing gear.
  • the frame type landing gear includes a frame, the frame is connected with the load-bearing pillar, and at least two wheel axles are arranged on the frame, and each wheel axle is installed organically. Wheel, so that the wheel includes at least a first wheel and a second wheel, wherein the frame type landing gear also includes an automatic sliding device.
  • the automatic sliding device includes: a driving mechanism, the driving mechanism is fixedly installed on the frame, and includes a first output shaft and a second output shaft capable of synchronous movement; a first transmission mechanism, the first transmission mechanism is arranged at the first output Between the shaft and the first wheel, the movement output by the first output shaft is transmitted to the first wheel; the second transmission mechanism, the second transmission mechanism is arranged between the second output shaft and the second wheel, the second The movement of the output shaft is transmitted to the second wheel; and the clutch mechanism, which 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 the first position and the second position. In the first position, the first transmission mechanism drives the drive mechanism and the first wheel, and the second drive mechanism drives the drive mechanism and the second wheel, and In the second position, the drive mechanism is disengaged from the transmission coupling between the first wheel and the second wheel.
  • the driving mechanism of the automatic sliding device includes at least two output shafts that can operate synchronously, so that different wheels on the same frame type landing gear can be driven, so it is suitable for Carry out automatic taxi operation on the frame type landing gear.
  • the first and/or second transmission mechanism 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 opposite to the worm wheel. Meshing.
  • the second transmission mechanism includes 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 connected to the worm wheel. Meshing.
  • the worm gear mechanism is more suitable for the arrangement of multiple wheels in the frame type landing gear, and the worm gear mechanism can be configured as a multi-head transmission mechanism as required, and the number of heads can be selected according to specific power requirements. By setting an appropriate number of heads, the transmission ratio can be adjusted to meet the power requirements of the automatic sliding device used in the undercarriage.
  • one end of the first worm is connected to the first output shaft through a spline structure; and/or one end of the second worm is connected to the second output shaft through a spline structure.
  • the spline structure enables the connection between the output shaft of the motor and the worm to carry higher torque, thereby improving its power output capability.
  • the clutch mechanism includes 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 be in the above-mentioned first position and Movement between the above-mentioned second positions, so as to realize the clutch operation of the transmission mechanism.
  • the actuator can realize the engagement and disengagement between the worm gear and the worm.
  • it further comprises a connecting plate, which is fixedly installed on the frame, one end of the actuator is connected to the connecting plate, and the other end of the actuator is connected to the driving mechanism.
  • a connecting piece is inserted between the connecting plate and the frame, and the connecting piece is adjustable to adjust the distance between the connecting plate and the frame.
  • 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 driving mechanism through a second flange.
  • the clutch mechanism includes a compression spring, and 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.
  • the spring guide shaft includes an inner spring guide shaft connected to the connecting 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.
  • the gap between the outer spring guide shaft and the inner spring guide shaft provides the possibility to adjust the spring preload. For example, in a specific situation. A gap of approximately 25 mm is initially reserved between the outer spring guide shaft and the inner spring guide shaft.
  • the drive mechanism is a servo motor.
  • the present invention also relates to an aircraft having a frame type landing gear as described above.
  • Fig. 1 shows a partial perspective view of the frame type landing gear of the present invention.
  • Fig. 2 shows a partially enlarged perspective view of the frame type landing gear shown in Fig. 1, in which the structure of the automatic sliding device on the front wheel side is shown.
  • Fig. 3 shows a schematic perspective view of the mutual meshing between the worm and the worm wheel.
  • Fig. 4 shows another partially enlarged perspective view of the automatic sliding device, which specifically shows the clutch mechanism of the automatic sliding device.
  • Fig. 5 shows a partially enlarged perspective view of the compression spring in the clutch mechanism shown in Fig. 4.
  • azimuth terms such as “inner” and “outer” used in the text are based on the landing gear, where “inner” means located on the relatively inner side of the landing gear, and “outer” means located on the relatively outer side of the landing gear.
  • Fig. 1 shows a partial perspective view of a frame type landing gear 100 of the present invention.
  • the frame type landing gear 100 includes a frame 110 on which at least two axles 111 are formed.
  • the frame 110 is connected to the supporting strut 112 so as to be connected to an aircraft such as a civil aircraft through the supporting strut 112.
  • An organic wheel 120 is rotatably installed on each axle 111.
  • the wheel 120 includes at least one front wheel 121 and at least one rear wheel 122.
  • the frame type landing gear 100 further includes an automatic sliding device 130.
  • the automatic sliding device 130 includes a motor 140 as a driving mechanism, and the motor 140 is, for example, a servo motor.
  • the motor 140 may preferably include a transmission structure such as a gear train for amplifying the output torque of the motor 140.
  • the motor 140 of the automatic sliding device 130 shown in the figure includes at least two output shafts, each output shaft is connected to a transmission mechanism, and is connected to the front wheel 121 and the rear wheel 122 through a corresponding transmission mechanism, so that the motor 140 can The front wheels 121 and the rear wheels 122 are driven at the same time. And preferably, the two output shafts of the motor 140 can rotate synchronously, so that the front wheel 121 and the rear wheel 122 can be driven synchronously.
  • the structure of the two drive shafts of the motor 140 and the transmission mechanism between the drive shaft and the front wheel 121 and the rear wheel 122 may be the same.
  • the transmission mechanism between one output shaft and the rear wheel 122 will be described in detail with reference to FIG. 2 as an example of the front wheel 121, and the transmission mechanism between the other output shaft and the rear wheel 122 can adopt the same structure, which will not be repeated here. Description.
  • the output shaft 141 on the side of the motor 140 is connected to one end of the worm 131.
  • the output shaft 141 and the worm 131 are connected to each other by a spline structure.
  • an external spline 151 is formed on the output shaft 141
  • a corresponding internal spline 152 is formed on the worm 131.
  • the external spline 151 and the internal spline 152 cooperate with each other to realize the connection between the worm 131 and the output shaft 141. The connection between.
  • the arrangement of the external spline 151 and the internal spline 152 can be interchanged, that is, the external spline 151 is formed on the worm 131 and the internal spline 152 is formed on the output shaft 141, which can also realize the worm 131 and the output shaft 141. the connection between. Through the spline connection, the worm 131 and the output shaft 141 can be given a better load-bearing capacity, so that a larger torque can be transmitted.
  • connection between the worm 131 and the output shaft 141 can also be used to realize the connection between the worm 131 and the output shaft 141, which is also within the scope of the present invention.
  • an internal thread and an external thread can be provided on the worm 131 and the output shaft 141, respectively, and the connection between the two can be realized through the thread structure.
  • the connection between the worm 131 and the output shaft 141 can also be achieved by an interference fit method such as a snap fit.
  • the transmission mechanism further includes a worm wheel 132, which is fixedly connected to the front wheel 121, for example, connected to the front wheel 121 by a fastener such as a screw, so that the worm wheel 132 can rotate together with the front wheel 121.
  • the worm 131 includes a worm part on the other end away from the output shaft 141, and meshes with the worm wheel 132 through the worm part. In this way, the rotational movement of the output shaft 141 of the motor 140 can be transmitted to the worm gear 132 via the worm 131, thereby driving the front wheel 121 to rotate.
  • Fig. 3 more clearly shows the structure of the worm 131 and the worm wheel 132, especially the meshing state between them, in the form of a partially enlarged view.
  • the worm 131 and the worm wheel 132 have a multi-head transmission structure, so that the number of heads can be selected according to the required driving force, so as to increase the transmission ratio and thereby increase the driving power to the front wheel 121.
  • the automatic sliding device 130 for the undercarriage 100 of the present invention further includes a clutch mechanism 160, through which the motor 140 can be connected with the transmission mechanism between the motor 140 and the wheel 120 Move between the engaged position (or the first position) and the disengaged position (or the second position).
  • the worm 131 meshes with the worm wheel 132, which can transmit the rotational movement of the output shaft 141 of the motor 140 to the worm 131, which in turn drives the front wheel 121 to rotate, and in the disengaged position, the worm 131 is separated from the worm wheel 132 .
  • 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 motor 140 through an inner flange 162. 170 on the board.
  • the connecting plate 170 is connected to the frame 110 by bolts that can be used in common with the frame positioner and the lower torque arm, for example.
  • a connecting piece 171 is inserted between the connecting plate 170 and the frame 110, and the connecting piece 171 is adjustable, so that the distance between the connecting plate 170 and the frame 110 can be adjusted.
  • the clutch mechanism 160 further includes at least one compression spring 163, such as the two compression springs 163 shown in FIG. 4, which are respectively arranged on both sides of the actuator 164.
  • One end of the compression spring 163 is supported on the connecting plate 170, and then indirectly supported on the frame 110, and the other end is supported on the motor 140.
  • a spring guide shaft is also provided, specifically as shown in FIG. 5, including an outer spring guide shaft 165 and an inner spring guide shaft 166.
  • the outer spring guide shaft 165 is preferably connected to the motor 140 through the outer flange 161
  • the inner spring guide shaft 166 is preferably connected to the connecting plate 170 through the inner flange 162, as shown more clearly in FIG. 5 .
  • the two sets of spring guide shafts (each including the outer spring guide shaft 165 And the inner spring guide shaft 166) and a compression spring 163 are fixed to the connecting plate 170 and the motor 140.
  • 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 pretension force of the compression spring 163 can be adjusted.
  • a gap of 25 mm is initially reserved between the outer spring guide shaft 165 and the inner spring guide shaft 166.
  • the outer spring guide shaft 165 and the inner spring guide shaft 166 are hollow, or a through hole is provided in them.
  • the cables of electric components such as the motor 140 can pass through the through holes in the outer spring guide shaft 165 and the inner spring guide shaft 166, and merge into the frame 110, and then connect to the power source and controller inside the aircraft. Wait.
  • the automatic sliding device 130 especially the motor 140 therein, can be provided with power, and control signals can be sent to realize the control and operation of the automatic sliding device 130 such as start, stop, acceleration, and deceleration.
  • a displacement sensor is built into the actuator 164.
  • the displacement sensor can be connected to a controller in the aircraft, for example, to send a signal about the displacement of the actuator 164 to the controller, and receive feedback.
  • the control signal realizes the closed-loop control of the operation of the actuator 164 and the clutch mechanism.
  • the structure of the frame type landing gear 100 of the present invention has been described in detail above.
  • the installation process of the frame type landing gear 100 will be further described below in conjunction with the structure disclosed above.
  • the connecting plate 170 is installed on the frame 110, specifically, the connecting plate 170 is installed on the frame 110 through bolts shared with the frame positioner and the lower torsion arm. After that, a connecting piece 171 is inserted between the connecting plate 170 and the frame 110.
  • the three inner flanges 162 are installed on the connecting plate 170, for example, the installation of the inner flange 162 is realized by fasteners such as screws and bolts.
  • One of the inner flanges 162 is used for the actuator 164, and the other two inner flanges 162 are connected or integrally formed with an inner spring guide shaft 166 for installing two compression springs 163.
  • the two compression springs 163 are respectively sleeved on the corresponding inner spring guide shaft 166.
  • three outer flanges 161 are installed on the motor 140.
  • One of the outer flanges 161 corresponds to the aforementioned one of the inner flanges 162, and is used for mounting the actuator 164.
  • the other two outer flanges 161 are installed corresponding to the two inner flanges 162 for the compression spring 163, and are connected or integrally formed with an outer spring guide shaft 165.
  • the installed outer spring guide shaft 165 is sleeved in the compression spring 163.
  • the two ends of the actuator 164 are respectively connected to the corresponding outer flange 161 and the inner flange 162. Specifically, one end of the actuator 164 is connected to the outer flange 161 and the other end is connected to the inner flange 162.
  • the connection can be realized by means such as bolts, snaps, etc.
  • the worm 131 is connected to the output shaft 141 of the motor 140, for example, the connection is realized by the structure of the matching external spline 151 and the internal spline 152 formed on the worm 131 and the output shaft 141.
  • the worm gear 132 is attached to the wheel 120 (the front wheel 121 and the rear wheel 122) by means of, for example, screws, bolts, and the like.
  • the pretension of the compression spring 163 is adjusted, for example, by adjusting the 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 gear 132. For example, a distance of about 10 mm can be maintained between the worm 131 and the worm wheel 132.
  • the automatic sliding device 130 on the frame type landing gear 100 is properly installed.
  • the operator can check and debug the automatic sliding device 130 on the frame 110.
  • the actuator 164 can be controlled to move to move the worm 131 toward the worm gear 132 and mesh with the worm gear 132.
  • the worm 131 and the worm wheel 132 initially maintain a distance of about 10 mm, and then when the actuator 164 is actuated, the worm 131 is moved toward the worm wheel 132 by about 18 mm, so that the worm 131 and the worm wheel 132 mesh with each other.
  • the operator can check whether there is an excess gap between the worm 131 and the worm wheel 132 or whether there will be mutual interference. After it is determined that the worm 131 and the worm gear 132 are properly engaged, the driving motor 140 is operated to check whether the automatic sliding device 130 can normally drive the wheel 120 to rotate.
  • the power can be cut off at any time.
  • the motor 140 stops running, and the actuator 164 of the automatic sliding device 130 returns to its preset empty position, so that the worm 131 and the worm wheel The engagement between 132 is disengaged.

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  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
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Abstract

一种车架式起落架（100）包括车架（110），该车架（110）与承力支柱（112）相连接，且在车架（110）上设置有至少两个轮轴（111），在每个轮轴（111）上安装有机轮（120）。车架式起落架（100）还包括自动滑行装置（130），其中该自动滑行装置（130）包括：驱动机构，其固定安装在车架（110）上，且包括能够同步运动的第一输出轴和第二输出轴；在第一和第二输出轴上分别连接有第一和第二传动机构，以将输出的转动传送给第一和第二机轮；以及离合机构（160），用于使第一传动机构和第二传动机构能够在第一位置和第二位置之间运动，以使第一和第二传动机构与第一和第二机轮联接或脱开。上述结构的车架式起落架（100）的结构中，通过采用改进的自动滑行装置（130）结构，从而实现对车架式起落架（100）的自动滑行操作。还公开了一种包括该车架式起落架（100）的飞行器。

Description

车架式起落架及包括该起落架的飞行器 技术领域
本发明涉及一种用于车架式起落架，具体地涉及该车架式起落架中的自动滑行装置。本发明还涉及包括该车架式起落架的飞行器。
背景技术
起落架是诸如民用飞机之类飞行器的重要部件，在飞行器起飞、降落、滑跑或地面移动和停放时起到支承飞行器以及使飞机能够在地面移动的作用。起落架的结构形式包括两轮式起落架、车架式起落架等。其中，在车架式起落架中，多个机轮安装在一个车架上，该车架则与承力支柱相连接、例如铰接在一起。
对于航空公司来说，飞行器的经济性和环保性是需要关心的重要指标。近年来，在行业内开始研究用于起落架的自动滑行装置。通过采用自动滑行装置，可减少燃油的消耗，进而减少温室气体的排放，在经济性和环保性方面都有很好的效果。
目前使用的自动滑行装置大部分采用的是电力驱动，且现有的对自动滑行装置的研究主要集中在采用两轮式起落架的飞行器上。而目前主流的宽体飞机，比如B787、A380、CR929等型号的民用飞机，采用的主起落架都是车架式起落架。
对于车架式起落架来说，由于其主要应用在宽体飞机上，其机体重量较大，对驱动自动滑行装置的辅助动力装置(APU)的功率需求也相应提高。目前各种型号的宽体飞机的APU的功率大致是在120KW到150KW的范围内，经计算其不足以驱动与宽体飞机的重量相适应的自动滑行装置。而且，对于车架式起落架来说，由于是多个机轮安装在一个车架上，因此在设计自动滑行装置时，需要保证一个车架上的不同机轮的同步性，同时还要确保用于各个机轮的自动滑行装置之间不会相互干扰，并且还要避免自动滑行装置避开各个机轮的着陆包线。这些都对在车架式起落架上设计自动滑行装置设置了难题和障碍。
因此，在行业中存在对于能够用于车架式起落架的自动滑行装置的需求，其克服了现有技术中的上述难点。
发明内容
本发明是为解决以上所述的现有技术的问题而做出的。本发明的目的是提供一种结构改进的自动滑行装置，其能够适用于车架式起落架，满足车架式起落架的功率、结构等要求。
本发明通过一种车架式起落架来实现，车架式起落架包括车架，车架与承力支柱相连接，且在车架上设置有至少两个轮轴，在每个轮轴上安装有机轮，从而机轮至少包括第一机轮和第二机轮，其中，车架式起落架还包括自动滑行装置。其中，该自动滑行装置包括：驱动机构，驱动机构固定安装在车架上，且包括能够同步运动的第一输出轴和第二输出轴；第一传动机构，第一传动机构设置在第一输出轴和第一机轮之间，将第一输出轴输出的运动传送给第一机轮；第二传动机构，第二传动机构设置在第二输出轴和第二机轮之间，将第二输出轴的运动传送给第二机轮；以及离合机构，离合机构设置在车架与第一传动机构之间以及车架与第二传动机构之间，使第一传动机构和第二传动机构能够在第一位置和第二位置之间运动，在第一位置中，第一传动机构将驱动机构与第一机轮传动联接，且第二传动机构将驱动机构与第二机轮传动联接，而在第二位置中，驱动机构与第一机轮和第二机轮之间的传动联接脱开。
在上述结构的车架式起落架中，其自动滑行装置的驱动机构包括可同步运行的至少两个输出轴，从而可驱动同一个车架式起落架上的不同的机轮，因此可适用于对车架式起落架进行自动滑行操作。
在一种具体结构中，第一和/或第二传动机构为蜗轮蜗杆机构。即，第一传动机构可包括第一蜗杆和第一蜗轮，第一蜗轮固定连接在第一机轮上，第一蜗杆的一端连接在第一输出轴上，第一蜗杆的另一端与蜗轮相啮合。类似地，第二传动机构包括第二蜗杆和第二蜗轮，第二蜗轮固定连接在第二机轮上，第二蜗杆的一端连接在第二输出轴上，第二蜗杆的另一端与蜗轮相啮合。
蜗轮蜗杆机构更加适应于车架式起落架中多个机轮的布置，并且，该蜗轮蜗杆机构可根据需要设置成多头传动机构，并根据具体的功率需要来选择头数。通过设置适当的头数，可调节传动比，进而满足用于车架式起落架的自动滑行装置的功率需求。
较佳地，第一蜗杆的一端通过花键结构与第一输出轴相连接；和/或第二 蜗杆的一端通过花键结构与第二输出轴相连接。
该花键结构可使电机的输出轴和蜗杆之间的连接部能够承载更高的扭矩，从而提高其动力输出能力。
进一步地，离合机构包括作动器，该作动器的一端连接在驱动机构上，作动器的另一端与车架相连，使得第一传动机构和第二传动机构能够在上述第一位置和上述第二位置之间运动，从而实现传动机构的离合操作。例如，在蜗轮蜗杆结构中，该作动器可实现蜗轮和蜗杆之间的啮合和脱开。
在本发明的一种较佳实施例中，还包括连接板，该连接板固定安装在车架上，作动器的一端连接在连接板上，作动器的另一端连接在驱动机构上。
较佳地，在连接板和车架之间垫入有连接件，该连接件可调节，以调整连接板与车架之间的距离。
较佳地，作动器的一端通过第一法兰连接在连接板上；和/或作动器的另一端通过第二法兰连接在驱动机构上。
在本发明的车架式起落架的自动滑行装置中，离合机构包括压缩弹簧，压缩弹簧通过弹簧导向轴固定在连接板和驱动机构之间，其中，弹簧导向轴的一端连接在连接板上，弹簧导向轴的另一端连接在驱动机构上，压缩弹簧套设在弹簧导向轴上。
较佳地，弹簧导向轴包括连接在连接板上的内弹簧导向轴和连接在驱动机构上的外弹簧导向轴，在内弹簧导向轴和外弹簧导向轴形成有间隙。
外弹簧导向轴和内弹簧导向轴之间的该间隙为弹簧预紧力的调节提供了可能性。例如，在一种具体情形中。在外弹簧导向轴和内弹簧导向轴之间初始地预留出大约25mm的间隙。
在一种具体结构中，驱动机构为伺服电机。
本发明还涉及一种飞行器，该飞行器具有如上所述的车架式起落架。
附图说明
附图中示出了本发明的非限制性的较佳实施结构，结合附图，可使本发明的特征和优点更加明显。其中：
图1示出了本发明的车架式起落架的局部立体图。
图2示出了图1所示的车架式起落架的部分放大立体图，其中显示前轮一侧的自动滑行装置的结构。
图3示出了蜗杆和蜗轮之间相互啮合的示意性立体图。
图4示出了自动滑行装置的另一个部分放大立体图，其中具体显示了该自动滑行装置的离合机构。
图5示出了图4所示的离合机构中的压缩弹簧的部分放大立体图。
具体实施方式
下面将参考附图来对本发明的具体实施例进行描述。应当了解，附图中所示的仅仅是本发明的较佳实施例，其并不构成对本发明的范围的限制。本领域的技术人员可以在附图所示的实施例的基础上对本发明进行各种显而易见的修改、变型、等效替换，并且在不相矛盾的前提下，在所描述的实施例中的技术特征可以任意组合，而这些都落在本发明的保护范围之内。
文中所使用的“内”、“外”等方位术语是以起落架为基准而言的，其中“内”表示位于起落架的相对内侧，“外”表示位于起落架的相对外侧。
图1示出了本发明的车架式起落架100的局部立体图。如图1所示，车架式起落架100包括车架110，该车架110上形成有至少两个轮轴111。且车架110与承力支柱112相连接，从而通过承力支柱112连接到诸如民用飞机之类的飞行器上。
在每个轮轴111上可转动地配装有机轮120。在图1中所示的结构中，机轮120包括至少一个前轮121和至少一个后轮122。
在本发明中，车架式起落架100还包括自动滑行装置130。该自动滑行装置130包括作为驱动机构的电机140，该电机140例如为伺服电机。具体地，虽然未在图中示出，不过该电机140中较佳地可包括诸如齿轮系之类的传动结构，用于放大电机140的输出扭矩。
图中所示的自动滑行装置130的电机140包括至少两个输出轴，每个输出轴与传动机构相连接，并通过相应的传动机构连接到前轮121和后轮122，从而该电机140能够同时驱动前轮121和后轮122。并且较佳地，电机140的这两个输出轴可以同步地转动，从而能够实现对前轮121和后轮122的同步驱 动。
电机140的两个驱动轴以及该驱动轴与前轮121和后轮122之间的传动机构的结构可以是相同的。下面参照图2以前轮121为例对一个输出轴和机轮之间的传动机构进行具体说明，而另一个输出轴和后轮122之间的传动机构可采用同样的结构，在此不再重复说明。
如图2所示，电机140一侧的输出轴141与蜗杆131的一端相连接。在图中所示的较佳结构中，输出轴141和蜗杆131通过花键结构相互连接。具体来说，在输出轴141上形成有外花键151，而在蜗杆131上形成有对应的内花键152，外花键151也内花键152相互配合，实现蜗杆131和输出轴141之间的连接。可以设想，外花键151和内花键152的设置可以互换，即，外花键151形成在蜗杆131上，内花键152形成在输出轴141上，同样能够实现蜗杆131和输出轴141之间的连接。通过花键方式的连接，可赋予蜗杆131和输出轴141更好的承载能力，从而可传递更大的转矩。
当然，也可采用其它方式来实现蜗杆131和输出轴141之间的连接，同样在本发明的范围之内。例如，可在蜗杆131和输出轴141上分别设置内螺纹和外螺纹，通过螺纹结构来实现两者之间的连接。或者，也可通过卡合之类的过盈配合方式来实现蜗杆131和输出轴141的连接。
该传动机构还包括蜗轮132，蜗轮132固定连接在前轮121上，例如通过螺钉之类的紧固件连接在前轮121上，从而蜗轮132可与前轮121一起转动。蜗杆131在远离输出轴141的另一端上包括蜗旋部，并通过该蜗旋部与蜗轮132相啮合。这样，电机140的输出轴141的旋转运动可经由蜗杆131传递给蜗轮132，进而带动前轮121旋转。
图3以局部放大图的形式更加清楚地显示出蜗杆131和蜗轮132的结构，特别是它们之间的啮合状态。在本发明中较佳的是，蜗杆131和蜗轮132为多头传动结构，由此，可根据所需的驱动力来选择头数，从而提高传动比，进而提高对前轮121的驱动动力。
进一步地，本发明的用于车架式起落架100的自动滑行装置130还包括离合机构160，通过该离合机构160，可使电机140连带设置在在电机140和机轮120之间的传动机构在接合位置(或称第一位置)和脱开位置(或称第二 位置)之间运动。在接合位置中，蜗杆131与蜗轮132相啮合，可将电机140的输出轴141的旋转运动传递给蜗杆131，进而驱动前轮121旋转，而在脱开位置中，蜗杆131与蜗轮132相分离。
如图4中所示的，离合机构160包括作动器164，该作动器164的一端通过外法兰161连接在电机140上，作动器164的另一端通过内法兰162连接在连接板170上。连接板170通过可例如与车架定位器以及下扭力臂通用的螺栓而连接到车架110上。并且，在连接板170和车架110之间垫入有连接件171，该连接件171是可调节的，从而可调整连接板170与车架110之间的距离。
离合机构160还进一步地包括至少一个压缩弹簧163，例如在图4中所示的两个压缩弹簧163，分别布置在作动器164的两侧。压缩弹簧163的一端支承在连接板170上，进而间接地支承在车架110上，另一端支承在电机140上。作为一种较佳的结构，还提供有弹簧导向轴，具体地如图5中所显示的，包括外弹簧导向轴165和内弹簧导向轴166。外弹簧导向轴165较佳地通过外法兰161联接到电机140上，而内弹簧导向轴166则较佳地通过内法兰162联接到连接板170上，如图5中更清楚地显示的。
由此，如图4中所示出的，在一种较佳的结构，包括三个外法兰161和三个内法兰162，分别将两组弹簧导向轴(各自包括外弹簧导向轴165和内弹簧导向轴166)和一个压缩弹簧163固定到连接板170和电机140上。继续参照图5，可以看到，在外弹簧导向轴165和内弹簧导向轴166之间存在间隙167。该间隙167较佳地是可调节的，而通过调节外弹簧导向轴165和内弹簧导向轴166之间的该间隙167，可以调节压缩弹簧163的预紧力。这样，可以使离合机构有足够的运动空间，从而更加灵活地设计自动滑行装置130。在一种具体的情形中，在外弹簧导向轴165和内弹簧导向轴166之间初始地预留出25mm的间隙。
较佳地，外弹簧导向轴165和内弹簧导向轴166是中空的，或者说在它们之中设置有通孔。诸如电机140之类的电动部件的线缆可穿过外弹簧导向轴165和内弹簧导向轴166中的通孔，并汇入到车架110中，进而连接到飞行器内部的动力源、控制器等。这样，可对自动滑行装置130、特别是其中的电机140提供动力、发送控制信号等，以实现对自动滑行装置130的启动、停止、 加速、减速等的控制和操作。
进一步较佳地，在作动器164中内置有位移传感器，该位移传感器例如可与飞行器中的控制器相连接，向该控制器发送有关作动器164的位移量的信号，并接收反馈的控制信号，从而实现对作动器164、进而对离合机构的运行的闭环控制。
以上对本发明的车架式起落架100、特别是其自动滑行装置130的结构进行了具体描述。下面将结合上述公开的结构来进一步描述该车架式起落架100的安装过程。
首先，将连接板170安装到车架110上，具体来说，通过与车架定位器和下扭力臂共用的螺栓将连接板170安装到车架110上。此后，在连接板170和车架110之间垫入连接件171。
接着，将三个内法兰162安装到连接板170上，例如通过螺钉、螺栓等紧固件来实现内法兰162的安装。其中一个内法兰162用于作动器164，另外两个内法兰162上连接有或一体形成有内弹簧导向轴166，用于安装两个压缩弹簧163。
将两个压缩弹簧163分别套设到相应的内弹簧导向轴166上。接着，在电机140上安装三个外法兰161。其中一个外法兰161与上述的一个内法兰162相对应，用于安装作动器164。另外两个外法兰161与用于压缩弹簧163的那两个内法兰162相对应地安装，并且连接有或一体形成有外弹簧导向轴165。将安装好的外弹簧导向轴165套入压缩弹簧163中。
在安装作动器164的过程中，将作动器164的两端分别连接在对应的外法兰161和内法兰162上。具体来说，将作动器164的一端与外法兰161相连接，另一端与内法兰162相连接。该连接可通过诸如螺栓、卡合等方式实现。
将蜗杆131连接到电机140的输出轴141上，比如通过形成在蜗杆131和输出轴141上的相匹配的外花键151和内花键152的结构来实现连接。并且，通过例如螺钉、螺栓等方式，在机轮120(前轮121和后轮122)上安装蜗轮132。
调节压缩弹簧163的预紧力，例如通过调节外弹簧导向轴165和内弹簧导向轴166之间的间隙167，使得蜗杆131和蜗轮132之间保持一定的距离。 例如，蜗杆131和蜗轮132之间可保持大约10mm的间距。
此时，车架式起落架100上的自动滑行装置130安装妥当。接下来，操作人员可对车架110上的自动滑行装置130进行检查和调试。
例如，可控制作动器164动作，使蜗杆131向着蜗轮132运动，并与蜗轮132相啮合。在一种具体情形中，蜗杆131和蜗轮132之间初始保持大约10mm的距离，接着当作动器164动作时，使蜗杆131朝向蜗轮132运动大约18mm，使得蜗杆131与蜗轮132相互啮合。
在此期间，操作人员可检查蜗杆131的蜗旋部与蜗轮132之间是否有多余的间隙或者是否会产生相互干涉。在确定蜗杆131和蜗轮132之间适当地相啮合之后，驱动电机140运行，以检查自动滑行装置130是否能够正常地驱动机轮120旋转。
在安装调试过程中，若有任何问题，可随时切断电源，当电源切断时，电机140停止运行，且自动滑行装置130的作动器164回到其预设的空置位置，使得蜗杆131和蜗轮132之间的啮合脱开。

Claims (11)

  1. 一种车架式起落架，所述车架式起落架包括车架，所述车架与承力支柱相连接，且在所述车架上设置有至少两个轮轴，在每个所述轮轴上安装有机轮，从而所述机轮至少包括第一机轮和第二机轮，其特征在于，所述车架式起落架还包括自动滑行装置，其中，所述自动滑行装置包括：
    驱动机构，所述驱动机构固定安装在所述车架上，且包括能够同步运动的第一输出轴和第二输出轴；
    第一传动机构，所述第一传动机构设置在所述第一输出轴和所述第一机轮之间，将所述第一输出轴输出的运动传送给所述第一机轮；
    第二传动机构，所述第二传动机构设置在所述第二输出轴和所述第二机轮之间，将所述第二输出轴的运动传送给所述第二机轮；以及
    离合机构，所述离合机构设置在所述车架与所述第一传动机构之间以及所述车架与所述第二传动机构之间，使所述第一传动机构和所述第二传动机构能够在第一位置和第二位置之间运动，在所述第一位置中，所述第一传动机构将所述驱动机构与所述第一机轮传动联接，且所述第二传动机构将所述驱动机构与所述第二机轮传动联接，而在所述第二位置中，所述驱动机构与所述第一机轮和所述第二机轮之间的传动联接脱开。
  2. 如权利要求1所述的车架式起落架，其特征在于，所述第一传动机构为蜗轮蜗杆结构，包括第一蜗杆和第一蜗轮，所述第一蜗轮固定连接在所述第一机轮上，所述第一蜗杆的一端连接在所述第一输出轴上，所述第一蜗杆的另一端与所述蜗轮相啮合；和/或
    所述第二传动机构为蜗轮蜗杆结构，包括第二蜗杆和第二蜗轮，所述第二蜗轮固定连接在所述第二机轮上，所述第二蜗杆的一端连接在所述第二输出轴上，所述第二蜗杆的另一端与所述蜗轮相啮合。
  3. 如权利要求2所述的车架式起落架，其特征在于，所述第一蜗杆的所述一端通过花键结构与所述第一输出轴相连接；和/或所述第二蜗杆的所述一端通过花键结构与所述第二输出轴相连接。
  4. 如权利要求1所述的车架式起落架，其特征在于，所述离合机构包括 作动器，所述作动器的一端连接在所述驱动机构上，所述作动器的另一端与所述车架相连，使得所述第一传动机构和所述第二传动机构能够在所述第一位置和所述第二位置之间运动。
  5. 如权利要求4所述的车架式起落架，其特征在于，还包括连接板，所述连接板固定安装在所述车架上，所述作动器的一端连接在所述连接板上，所述作动器的另一端连接在所述驱动机构上。
  6. 如权利要求5所述的车架式起落架，其特征在于，在所述连接板和所述车架之间垫入有连接件，所述连接件是可调节的，从而能够通过调节所述连接件来调整所述连接板与所述车架之间的距离。
  7. 如权利要求5所述的车架式起落架，其特征在于，所述作动器的所述一端通过第一法兰连接在所述连接板上；和/或所述作动器的所述另一端通过第二法兰连接在所述驱动机构上。
  8. 如权利要求5所述的车架式起落架，其特征在于，所述离合机构包括压缩弹簧，所述压缩弹簧通过弹簧导向轴固定在所述连接板和所述驱动机构之间，其中，所述弹簧导向轴的一端连接在所述连接板上，所述弹簧导向轴的另一端连接在所述驱动机构上，所述压缩弹簧套设在所述弹簧导向轴上。
  9. 如权利要求8所述的车架式起落架，其特征在于，所述弹簧导向轴包括连接在所述连接板上的内弹簧导向轴和连接在所述驱动机构上的外弹簧导向轴，在内弹簧导向轴和所述外弹簧导向轴形成有间隙。
  10. 如权利要求1所述的车架式起落架，其特征在于，所述驱动机构为伺服电机。
  11. 一种飞行器，其特征在于，所述飞行器具有如权利要求1～10之一所述的车架式起落架。
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CN105366039A (zh) * 2014-08-07 2016-03-02 空中客车营运有限公司 起落架驱动系统
CN108016609A (zh) * 2018-01-03 2018-05-11 冯政元 一种具有自滑型功能的飞机起落架
CN108791823A (zh) * 2018-06-19 2018-11-13 中航飞机起落架有限责任公司 一种飞机起落架车架稳定缓冲装置及其控制方法
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US20110180658A1 (en) * 2010-01-26 2011-07-28 Airbus Operations Limited Aircraft steering actuator
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