• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a landing gear (100) for an aircraft (50) having a rigid structure (52) and a landing gear (54), the landing gear (100) comprising: - a leg (102) having a first end to which is fixed at least one wheel (106) rotatable about a rolling axis (10), and a second end for attachment to the rigid structure (52) via a pivot connection (108) having an axis parallel to the rolling axis (10), the leg (102) being rotatable between a rolling position in which the leg (102) and the wheel (106) rotate. of the aircraft (50) and a storage position in which the landing gear (100) is housed in the landing gear compartment (54), - a strut (110) having a first end intended to be fixed to the structure rigid (52) via a pivot connection (112) with an axis parallel to the rolling axis (10), and one of uxth end, - a guide bar (114) having a first end attached to the leg (102) via a pivot connection (116) having an axis parallel to the bearing axis (10), and a second end secured to the second end of the strut (110) via a pivot connection (118) having an axis parallel to the rolling axis (10), - a jack (120) fixed between the strut ( 110) via a pivot connection (126) having an axis parallel to the bearing axis (10), and the guide bar (114) via a pivot connection (128) of axis parallel to the bearing axis (10), and - a locking system (130) for locking at least one of the second end of the strut (110) or the second end of the guide bar (114). ) against the leg (102), when the leg (102) is in rolling position.
    公开号:FR3015427A1
    申请号:FR1362948
    申请日:2013-12-19
    公开日:2015-06-26
    发明作者:Bernard Guering
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an aircraft landing gear, and an aircraft comprising at least one such landing gear. An aircraft comprises at least one landing gear that is movable between a rolling position that makes it possible to run on a runway during a landing or take-off, and a storage position in which the landing gear landing is locked in a train box during the flight of the aircraft. Such landing gear conventionally comprises a leg at the end of which is fixed, by means of a damping system, at least one wheel rotatable about a rolling axis.
    [0002] To ensure the rigidity of the leg in rolling position, the landing gear comprises a strut that interfaces between the leg and the structure of the aircraft. The introduction of such a strut requires to provide sufficient volume in the train box so that the leg and the strut are housed in flight.
    [0003] Known thrust struts are known which are arranged at the rear of the leg and which therefore exert a thrust force on the leg to compensate for the force undergone by said leg. The size of such a thrust strut is relatively large which requires increasing the volume available inside the box of the train at the expense of other volumes of the aircraft. An object of the present invention is to provide a landing gear whose volume in the storage position is reduced. For this purpose, a landing gear is proposed for an aircraft having a rigid structure and a landing gear compartment, the landing gear comprising: - a leg having a first end to which is fixed at least one rotating wheel in rotation around a bearing axis, and a second end intended to be fixed to the rigid structure by means of a pivot connection axis parallel to the axis of rolling, the leg being rotatable between a rolling position in which the leg and the wheel ensure the rolling of the aircraft and a storage position in which the landing gear is housed in the landing gear compartment, - a strut having a first end intended to be fixed to the rigid structure by via a pivot connection axis parallel to the axis of rolling, and a second end, - a guide bar having a first end attached to the leg by the inte a pivot connection axis parallel to the rolling axis, and a second end attached to the second end of the strut via a pivot connection axis parallel to the axis of rolling, - a jack fixed between the strut via a pivot connection axis parallel to the axis of rolling, and the guide bar via a pivot connection axis parallel to the axis of rotation and a locking system for locking at least one of the second end of the strut or the second end of the guide bar against the leg when the leg is in the rolling position. Such landing gear makes it possible to make a rigid strut in the rolling and articulated position during the operation and storage of the landing gear and thus a reduction in the space required to house the landing gear in the storage position. .
    [0004] The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of an exemplary embodiment, said description being made in connection with the attached drawings, among which: FIG. . 1 is a schematic side view of a landing gear according to the invention equipping an aircraft and in rolling position, FIG. 2 is a schematic side view of the landing gear of FIG. 1 in the storage position, and FIG. 3 is a schematic side view of the landing gear of FIG. 1 in an intermediate position between the rolling position and the storage position. Figures 1 to 3 show a landing gear 100 which is mounted at the front of an aircraft 50 which comprises a rigid structure 52 to which is fixed the landing gear 100 and a train box 54 which constitutes a volume The landing gear 100 includes a leg 102 to which is attached a wheel 106 movable in rotation about a bearing axis 10. The leg 102 is movable in rotation between the rolling position in which the landing gear 100, and more particularly the leg 102 and the wheel 106, are arranged so as to ensure the rolling of the aircraft 50 on a runway during a landing or take-off, and the storage position in which the landing gear 100 is housed in the train box 54 during the flight of the aircraft 50. The aircraft 50 advances in a direction of advance 56. The landing gear 100 comprises : the leg 102 having a first end to which is fixed the wheel 106, and a second end fixed to the rigid structure 52 via a pivot connection 108 of axis parallel to the rolling axis 10, - a strut 110 having a first end attached to the rigid structure 52 via a pivot connection 112 of axis parallel to the axis of 1 () bearing 10, and a second end, - a guide bar 114 having a first end attached to the leg 102 by intermediate a pivot link 116 of axis parallel to the rolling axis 10, and a second end fixed to the second end of the strut 110 via a pivot connection 118 of axis parallel to the rolling axle 10, 15 - a jack 120 having a body 122 and a rod 124 movable in translation relative to the body 122 in a direction parallel to the axis of the rod 124, the body 122 being fixed to the strut 110 by the intermediary of a pivot link 126 of axis parallel to the rolling axis 10, and the rod 124 being fixed to the guide bar 114 via a pivot connection 128 of axis parallel to the rolling axis 10, and 20 - a locking system 130 integral with the leg 102 and which is intended to lock at least one of the second end of the strut 110 or the second end of the guide bar 114 against the leg 102, only when the leg 102 is in rolling position. The rod 124 is alternately movable between an extended position (FIG 2) in which it extends as far as the body 122 and positions the landing gear 100 in the storage position, and a retracted position (FIG 1) in which it at least out of the body 122 and position the landing gear 100 in rolling position. The displacement of the rod 124 is controlled by a control system of the aircraft 50. When the landing gear 100 is not in the rolling position, the locking system 130 disengages from the strut 110 and the 114. The locking system 130 maintains the strut 110 and thus the rigidity of the leg 102.
    [0005] The separation of the second end of the strut 110 and the leg 102 and the positioning of the articulated guide bar 114 on the strut 110 make it possible to constitute an articulated assembly which can thus be wound around the axis of rotation. of the leg 102 and thus allow a reduction in the space required to house the landing gear 100 in the storage position. The volume of the train box 54 can thus be reduced. In addition, the lifting angle of the leg 102 may be greater than in the case of landing gear of the state of the art. The lever arm of the strut 110 is thus increased during the operation of the landing gear 100 although its length remains limited in rolling position thus ensuring good mechanical efficiency. The jack 120 provides control of the strut 110 and the operation of the landing gear 100. The structure of the landing gear box 54 is not subject to any force coming from the landing gear 100, and is therefore subject only to the efforts due to pressurization. The structure of the box of train 54 can thus be lightened and makes it possible to simplify the realization of the front tip of the aircraft 50. The cylinder 120 can also be mounted in reverse, that is to say that the body 122 is attached to the guide bar 114 and the rod 124 is attached to the strut 110.
    [0006] In Figures 1 to 3, a single wheel 106 is shown, but the invention applies in the same way if the landing gear 100 has several wheels. In the same way, in FIGS. 1 to 3, the wheel 106 is fixed directly on the leg 102, but it is preferably mounted via a damping system.
    [0007] The rotation of the leg 102 between the rolling position and the storage position is performed around the pivot connection 108 between the second end of the leg 102 and the rigid structure 52. The pivot connection 112 connecting the strut 110 and the structure rigid 52 is at the rear of the leg 102 relative to the direction of advancement 56.
    [0008] The guide bar 114 and the jack 120 are at the rear of the leg 102 relative to the advancement direction 56, and therefore at the rear of the leg 102 relative to the direction of movement of the leg 102 when its passage from the rolling position to the storage position.
    [0009] The first end of the guide bar 114 is attached to the leg 102 at a position higher than the position of the second end of the guide bar 114 when the leg 102 is in the rolling position. In rolling position, the guide bar 114 is substantially parallel to the leg 102. The pivot connection 128 between the rod 124 and the guide bar 114 is located between the first end and the second end of the guide bar 114. The pivot connection 126 between the cylinder 120 and the strut 110 is located between the first end and the second end of the strut 110.
    [0010] From the rolling position, when the landing gear 100 is to be retracted, the locking system 130 unlocks to leave the strut 110 and the guide bar 114, then the rod 124 unfolds and pushes the bar of guide 114, which tends to push the first end of the guide bar 114 and thus the leg 102 which pivots about the pivot connection 108 of its second end, to return the landing gear 100 in the train box 564. The reverse manipulation allows the return of the landing gear 100 in rolling position. The locking system 130 thus has a locking position in which it locks at least one of the second end of the strut 110 or the second end of the guide bar 114 against the leg 102, and a position in which the second end of the strut 110 and the second end of the guide bar 114 are free to move relative to the leg 102. The locking system 130 is divided into a portion integral with the leg 102 and a portion integral with the end to lock, and a locking mechanism which locks the two parts together to ensure the rigidity of the strut 110. The locking system 130 may comprise for example a hook mounted on the leg 102 and a pin mounted on the strut 110 or the guide bar 114 and a control that moves the hook so that it encloses the axis to lock it. The control is usually hydraulic but can be other as electrical or mechanical.
    权利要求:
    Claims (5)
    [0001]
    CLAIMS1) Landing gear (100) for an aircraft (50) having a rigid structure (52) and a landing gear (54), the landing gear (100) comprising: - a leg (102) presenting a first end to which is fixed at least one wheel (106) rotatable about a bearing axis (10), and a second end for attachment to the rigid structure (52) via a pivot connection (108) of axis parallel to the axis of rolling (10), the leg (102) being rotatable between a rolling position in which the leg (102) and the wheel (106) ensure the rolling of the aircraft (50) and a storage position in which the landing gear (100) is housed in the landing gear compartment (54); - a strut (110) having a first end for attachment to the rigid structure (52); ) via a pivot connection (112) having an axis parallel to the rolling axis (10), and a second end, - a guide bar (114) having a first end attached to the leg (102) via a pivot connection (116) having an axis parallel to the rolling axis (10), and a second end attached to the second end of the strut (110) via a pivot connection (118) having an axis parallel to the rolling axis (10), - a jack (120) fixed between the strut (110) ) via a pivot connection (126) having an axis parallel to the bearing axis (10), and the guide bar (114) via a pivot pin connection (128) parallel to the bearing axis (10), and - a locking system (130) for locking at least one of the second end of the strut (110) or the second end of the guide bar (114) against the leg (102) when the leg (102) is in the rolling position.
    [0002]
    2) Landing gear (100) according to claim 1, characterized in that the guide bar (114) and the jack (120) are at the rear of the leg (102) relative to the direction of movement of the leg (102) during its transition from the rolling position to the storage position. 30
    [0003]
    3) Landing gear (100) according to claim 2, characterized in that the first end of the guide bar (114) is fixed to the leg (102) at a higher position than the position of the second end of the guide bar (114) when the leg (102) is in rolling position.
    [0004]
    4) landing gear (100) according to claim 3, characterized in that, in rolling position, the guide bar (114) is substantially parallel to the leg (102).
    [0005]
    5) Aircraft (50) having a rigid structure (52), a landing gear (54) and a landing gear (100) according to one of claims 1 to 4.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US9499259B2|2016-11-22|
    CN104760689A|2015-07-08|
    US20150175255A1|2015-06-25|
    CN104760689B|2018-09-04|
    FR3015427B1|2016-01-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB626280A|1947-08-25|1949-07-12|Electro Hydraulics Ltd|Improvements in or relating to retractable undercarriages for aircraft|
    FR1580457A|1968-07-10|1969-09-05|
    US1819414A|1928-10-22|1931-08-18|California Bank|Shock absorbing device|
    US1955142A|1932-04-06|1934-04-17|Boeing Co|Shock absorbing landing gear|
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    US2866633A|1955-08-15|1958-12-30|Schnitzer Emanuel|Band pass shock absorber|
    GB825332A|1958-02-19|1959-12-16|Blackburn Group Ltd|Improvements in or relating to landing gear of aircraft|
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    FR2411341B1|1977-12-12|1983-01-14|Messier Hispano Sa|
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    FR2914621B1|2007-04-06|2010-02-26|Messier Dowty Sa|METHOD OF REDUCING AERODYNAMIC NOISE GENERATED BY AN AIRCRAFT INTERFERENCE|
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    CN109204786B|2017-07-01|2021-06-01|深圳市道通智能航空技术股份有限公司|Undercarriage and unmanned aerial vehicle with same|
    FR3077557B1|2018-02-02|2020-02-28|Safran Landing Systems|LIGHT COUNTERFEIT LANDER|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362948A|FR3015427B1|2013-12-19|2013-12-19|LANDING TRAIN FOR AN AIRCRAFT|FR1362948A| FR3015427B1|2013-12-19|2013-12-19|LANDING TRAIN FOR AN AIRCRAFT|
    CN201410858275.9A| CN104760689B|2013-12-19|2014-12-18|Undercarriage for aircraft|
    US14/577,041| US9499259B2|2013-12-19|2014-12-19|Landing gear for an aircraft|
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