JP6871000B2 - Aircraft leg deployment device and aircraft leg deployment method - Google Patents

Description

Embodiments of the present invention relate to an aircraft leg deploying device and an aircraft leg deploying method .

The landing gear of an aircraft includes an actuator for deploying legs and a leg shock absorber (see, for example, Patent Document 1). The leg shock absorber is a device that absorbs the impact load received when the aircraft lands and the vibration load during ground gliding. As a leg shock absorber, an oleo type shock absorber is typical. The oleo type shock absorber is a shock absorber that utilizes air pressure and oil pressure, and consists of a cylinder and a piston. More specifically, oil and compressed gas are sealed in the cylinder of the oleo type shock absorber, and the structure is such that the oil passes through the orifice provided in the cylinder.

Japanese Unexamined Patent Publication No. 7-156889

An object of the present invention is to enable deployment and buffering of aircraft legs with a simpler configuration.

The leg deploying device for an aircraft according to the embodiment of the present invention includes a telescopic mechanism , a motor, and a control circuit . The telescopic mechanism is connected to the legs of the aircraft to deploy and retract the legs and buffer the legs. The motor expands and contracts the expansion and contraction mechanism. The control circuit expands and contracts the expansion / contraction mechanism by performing rotation position feedback control of the motor when the legs are deployed and retracted, while the control circuit performs rotation position feedback control of the motor when the legs are buffered to control the rotation position of the legs. The restoring force is generated by controlling the rotation speed feedback of the motor to generate the damping force of the legs.

Further, the method for deploying the legs of an aircraft according to the embodiment of the present invention is to deploy and store the legs and buffer the legs by using the leg deploying device for the aircraft.

The figure which shows the state which moved the leg deploying apparatus for an aircraft which concerns on embodiment of this invention, and retracted the leg of an aircraft. FIG. 3 is a diagram showing a state in which the legs of an aircraft are deployed by driving the leg deploying device shown in FIG. The figure which shows the state which the aircraft has landed by the wing-glow landing method. The block diagram which shows the control content in the control circuit shown in FIGS. 1 to 3. 1 is a diagram showing a first detailed configuration example of the expansion / contraction mechanism, the motor, and the sensor shown in FIGS. 1 to 3. 1 is a diagram showing a second detailed configuration example of the expansion / contraction mechanism, the motor, and the sensor shown in FIGS. 1 to 3.

An aircraft leg deploying device and an aircraft leg deploying method according to an embodiment of the present invention will be described with reference to the accompanying drawings.

(Configuration and function)
FIG. 1 is a diagram showing a state in which the legs of an aircraft are housed by driving the leg deploying device for an aircraft according to the embodiment of the present invention, and FIG. 2 is a diagram showing a state in which the legs of the aircraft are retracted. It is a figure which shows the expanded state.

The leg deploying device 1 is a device that not only deploys and stores the leg 2A of the aircraft 2 but also buffers the leg 2A. That is, the leg deploying device 1 has a cushioning function of the leg 2A in addition to the deploying function and the storing function of the leg 2A. The leg deploying device 1 can be configured by using the telescopic mechanism 3, the motor 4, and the control circuit 5.

The telescopic mechanism 3 is connected to the leg 2A of the aircraft 2 and is configured to deploy and store the leg 2A and buffer the leg 2A. The motor 4 is a power source for expanding and contracting the expansion and contraction mechanism 3. The control circuit 5 is a circuit that controls the motor 4 so that the legs 2A are deployed and retracted and the legs 2A are buffered.

Therefore, it can be said that the leg deploying device 1 is an electric actuator. The aircraft 2 capable of not only deploying and storing the legs 2A but also buffering the legs 2A by the leg deploying device 1 composed of such an electric actuator has a relatively heavy weight from the viewpoint of the load capacity of the actuator. It is considered to be a small small aircraft. Specifically, if the aircraft 2 has a body weight of 1 kg or more and 1000 kg or less, it is considered possible to deploy and store the legs 2A and buffer the legs 2A by the leg deploying device 1 from the viewpoint of load capacity. Be done. Specific examples of the target small machine provided with the leg deploying device 1 include unmanned aerial vehicles such as radio-controlled models and drones. Of course, the leg deploying device 1 can be provided in the small manned vehicle.

1 and 2 show an example in which the leg deploying device 1 is provided so that the leg 2A of the aircraft 2 having the fuselage 2B and the main wing 2C can be deployed, stowed, and buffered. The expansion / contraction mechanism 3 and the motor 4 of the leg deploying device 1 can be provided for each leg 2A. Therefore, in the case of a typical aircraft 2 as shown in FIGS. 1 and 2 having two left and right legs 2A in the vicinity of the fuselage 2B between the left and right main wings 2C, the two legs 2A have an expansion / contraction mechanism, respectively. 3 and a motor 4 are provided.

When the legs 2A are stored, each expansion / contraction mechanism 3 is driven as shown in FIG. That is, each expansion / contraction mechanism 3 can be contracted by driving each motor 4 under the control of the control circuit 5. As a result, the left and right legs 2A can be stored in the storage positions in the main wing 2C, respectively. In FIG. 1, the legs 2A are stored toward the tip end side of the main wing 2C, but they can also be stored toward the fuselage 2B.

On the other hand, when the legs 2A are deployed, each expansion / contraction mechanism 3 is driven as shown in FIG. That is, each expansion / contraction mechanism 3 can be expanded by driving each motor 4 under the control of the control circuit 5. As a result, the left and right legs 2A can be deployed to the deployment position toward the ground 6.

After the left and right legs 2A are deployed, the leg deploying device 1 acts as a shock absorber. The leg deploying device 1 can also function as a shock absorber because the telescopic mechanism 3 is electrically operated by the motor 4. That is, the electric expansion / contraction mechanism 3 can be driven instantaneously as compared with the mechanical expansion / contraction mechanism using hydraulic pressure, a spring, or the like. Therefore, the leg deploying device 1 can be operated as a shock absorber by the electric control of the expansion / contraction mechanism 3.

If the leg deploying device 1 that also functions as a shock absorber is used to deploy and store the legs 2A in this way, no other shock absorber or shock absorber is required. For example, it is not necessary to use a conventional articulated pedestal for cushioning the leg 2A. Therefore, as illustrated in FIGS. 1 and 2, the leg 2A can have a structure in which the wheel 2E is connected to the single-joint pedestal 2D. That is, it is possible to construct the pedestal 2D with a simple support structure.

Further, since the expansion / contraction mechanism 3 can be electrically and instantaneously driven by the motor 4, it is possible to perform control to alleviate the sudden roll that occurs when the aircraft 2 lands by the winglow landing method. ..

FIG. 3 is a diagram showing a state in which the aircraft 2 has landed by the wing glow landing method.

The winglow landing method is a method of landing with the main wing 2C tilted as shown in FIG. 3 for the purpose of balancing with the crosswind in a situation where there is a crosswind. When landing by the winglow landing method, one wheel 2E comes into contact with the ground first. If one wheel 2E touches the ground first, the repulsive force of the one wheel 2E that touches the ground usually causes a sudden roll, which makes the aircraft unstable.

Therefore, the control circuit 5 can perform control for relaxing the roll. Specifically, when only one wheel 2E touches the ground, the expansion / contraction mechanism 3 can be controlled so that the repulsive force from the ground 6 is reduced. Since the expansion / contraction mechanism 3 can be electrically and instantaneously driven by the motor 4, theoretically, the repulsive force from the ground 6 can be made zero. As a result, it is possible to alleviate the sudden roll that causes the instability of the aircraft when landing by the wing glow landing method.

Whether or not only one wheel 2E is in contact with the ground can be detected by providing the necessary sensor 7 in each expansion / contraction mechanism 3. As the sensor 7 attached to each expansion / contraction mechanism 3, any sensor 7 can be used as long as it is possible to detect whether or not each expansion / contraction mechanism 3 is expanding / contracting. The detection signal of each sensor 7 is output to the control circuit 5. Therefore, in the control circuit 5, it is monitored whether or not each expansion / contraction mechanism 3 is expanding / contracting based on the detection signal from each sensor 7, and only the wheel 2E provided on one leg 2A is in contact with the ground. Can be recognized.

Therefore, in the control circuit 5, the control of the motor 4 for deploying and retracting the leg 2A, the control of the motor 4 for buffering the leg 2A, and the repulsion from the ground 6 when only one wheel 2E touches the ground. The motor 4 is controlled to reduce the force. Further, if the cushioning function of the leg 2A is exerted during the deployment of the leg 2A, the deployment of the leg 2A may be hindered. Therefore, during the deployment of the leg 2A, the control circuit 5 can perform control to turn off the control of the motor 4 for buffering the leg 2A. It can also be determined that the leg 2A is being deployed based on the detection signal from each sensor 7.

That is, the circuit configuration of the control circuit 5 can recognize at least one of the fact that the leg 2A is being deployed and that only the wheel 2E provided on one leg 2A is in contact with the ground based on the detection signal from the sensor 7. Can be done.

FIG. 4 is a block diagram showing the control contents in the control circuit 5 shown in FIGS. 1 to 3.

When the motor 4 is a direct current (DC) motor, the voltage control value corresponding to the forward or negative rotation speed of the target motor 4 is set as the expansion / contraction command signal s of each expansion / contraction mechanism 3. Entered. The initial value of the voltage control value is set to a positive appropriate value that is not the maximum value.

Next, the voltage correction values Kx · x obtained by multiplying the rotation position x immediately before the motor 4 by the position feedback gain Kx are subtracted from the command signal s given as the voltage control value to the motor 4. That is, the rotation position feedback control of the motor 4 is executed. The rotation position feedback control of the motor 4 corresponds to the expansion / contraction position feedback control of the expansion / contraction mechanism 3 and the deployment position feedback control of the leg 2A.

Subsequently, the voltage correction values Kv · v obtained by multiplying the rotation speed v immediately before the motor 4 by the speed feedback gain Kv are subtracted from the command signal s. That is, the rotation speed feedback control of the motor 4 is executed. The rotation speed feedback control of the motor 4 corresponds to the expansion / contraction speed feedback control of the expansion / contraction mechanism 3 and the deployment speed feedback control of the leg 2A.

Next, the calculation of 1 / (Ls + R) is executed with respect to the command signal s using the inductance L and the resistance value R of the rotor coil of the motor 4. As a result, the command signal s becomes a current control value flowing through the motor 4. Next, the torque constant Kt, which is a characteristic value of the motor 4, is multiplied by the command signal s. As a result, the command signal s becomes the torque of the motor 4. Next, the calculation of 1 / (Js) is executed with respect to the command signal s using the moment of inertia J of the leg 2A. As a result, the command signal s becomes the rotation speed v of the motor 4. Next, the operation of 1 / s is executed for the command signal s. As a result, the command signal s becomes the rotation position x of the motor 4 corresponding to the expansion / contraction distance of the expansion / contraction mechanism 3.

The rotation speed v of the motor 4 calculated in the process of these calculations is used for multiplication with the speed feedback gain Kv in the speed feedback loop Loop_v. On the other hand, the rotation position x of the motor 4 is used for multiplication with the position feedback gain Kx in the position feedback loop Loop_x.

When the rotation position feedback control of the motor 4, that is, the difference processing for subtracting the voltage correction values Kx · x obtained by multiplying the rotation position x immediately before the motor 4 by the position feedback gain Kx from the command signal s is performed, the leg 2A is moved to the unfolded position. The restoring force for restoring the above can be generated by the expansion / contraction mechanism 3. On the other hand, when the rotation speed feedback control of the motor 4, that is, the difference processing for subtracting the voltage correction values Kv · v obtained by multiplying the rotation speed v immediately before the motor 4 by the speed feedback gain Kv from the command signal s is performed, the expansion / contraction mechanism 3 A damping force can be generated by.

The velocity feedback gain Kv and the position feedback gain Kx are arbitrary constants and can be determined by simulation or the like. For example, the larger the speed feedback gain Kv is set, the larger the generated damping force can be. Further, the larger the position feedback gain Kx is set, the larger the restoring force generated can be.

As the control for deploying or retracting the leg 2A, only the rotation position feedback control of the motor 4 is sufficient, and the rotation speed feedback control is unnecessary. On the other hand, at the time of buffering after the leg 2A is deployed, the restoring force of the leg 2A can be generated by the rotation position feedback control as described above. Further, by performing the rotational speed feedback control of the motor 4, a damping force can be generated in the leg 2A. That is, as the expansion / contraction mechanism 3 rapidly expands and contracts and the rotation speed of the motor 4 rapidly increases, a larger damping force can be generated by the legs 2A through the expansion / contraction mechanism 3 by the rotation speed feedback control of the motor 4.

That is, it is possible to impart the property as a spring by the rotation position feedback control of the motor 4 and the property as a damper by the rotation speed feedback control of the motor 4 to the leg deploying device 1. As a result, the leg deploying device 1 can be operated as a shock absorber having a spring constant and a damper constant.

Since the expansion / contraction mechanism 3 is electrically controlled by the motor 4, the maximum damping force can be generated instantly. Therefore, the cushioning performance of the leg deploying device 1 can be dramatically improved as compared with a conventional mechanical damper such as an oil damper.

Therefore, in the control circuit 5, both the rotation position feedback control and the rotation speed feedback control of the motor 4 are performed. More specifically, when the leg deploying device 1 is operated to deploy or retract the leg 2A, the rotation position feedback control of the motor 4 is performed, while the leg deploying device 1 is buffered after the leg 2A is deployed. When operating as the device, both the rotation position feedback control and the rotation speed feedback control are performed in order to impart the properties of both the spring and the damper to the leg deploying device 1.

However, the damping force of the expansion / contraction mechanism 3 becomes a large reaction force with respect to the deployment force of the leg 2A. Therefore, the damping force of the expansion / contraction mechanism 3 may hinder the deployment of the leg 2A. Therefore, the rotation speed feedback control of the motor 4 can be turned off during the deployment of the leg 2A.

Further, as described above, when only the wheels 2E provided on one leg 2A touch the ground due to the landing of the aircraft 2 by the wing glow landing method, the control for reducing the repulsive force from the ground 6 to the legs 2A is reduced. Is desirable from the viewpoint of reducing abrupt rolls. In order to reduce the repulsive force from the ground 6 when only one wheel 2E touches the ground, the expansion / contraction mechanism 3 may be controlled so as not to generate the damping force of the expansion / contraction mechanism 3. In addition, it is preferable to control the expansion / contraction mechanism 3 so that the restoring force of the expansion / contraction mechanism 3 is not generated. That is, the repulsive force from the ground 6 can be reduced by turning off the function of the leg deploying device 1 as a shock absorber without generating any damping force or restoring force of the expansion / contraction mechanism 3.

Therefore, in the control circuit 5, when only the wheel 2E provided on one leg 2A touches the ground, it is possible to control the expansion / contraction mechanism 3 that turns off at least one of the rotation speed feedback control and the rotation position feedback control. it can.

Control to turn off the rotation speed feedback control when only the wheel 2E provided on one leg 2A touches the ground and expansion and contraction of one leg occurs, and only the wheel 2E provided on one leg 2A touches the ground and one leg The control for turning off the rotational position feedback control when expansion and contraction occurs and the control for turning off the rotational speed feedback control of the motor 4 while the legs 2A are deployed are first controlled by the control circuit 5 as shown in FIG. This can be done by providing the determination switch 5A, the second determination switch 5B, and the third determination switch 5C.

The first determination switch 5A is a switch for turning off the rotation speed feedback control when one leg expansion and contraction occurs. Therefore, the first determination switch 5A is provided in the speed feedback loop Loop_v. The second determination switch 5B is a switch for turning off the rotation position feedback control when one leg expansion and contraction occurs. Therefore, the second determination switch 5B is provided in the position feedback loop Loop_x. The third determination switch 5C is a switch for turning off the rotation speed feedback control when the leg 2A is being deployed. Therefore, the third determination switch 5C is provided in the speed feedback loop Loop_v.

It can be determined that one leg expansion and contraction has occurred and that the leg 2A is being deployed based on the detection signal from the sensor 7 provided in each expansion / contraction mechanism 3. That is, if one leg expands and contracts in an aircraft 2 provided with two left and right legs 2A as illustrated in FIGS. 1 to 3, the expansion and contraction mechanism 3 moves from only the sensor 7 provided in one expansion and contraction mechanism 3 to the leg 2A. A detection signal indicating that the length is shorter than the length corresponding to the unfolded position of is output. Therefore, when a detection signal indicating that the expansion / contraction mechanism 3 has contracted from the length corresponding to the deployment position of the leg 2A is output from only the sensor 7 provided in one of the expansion / contraction mechanism 3, it is said that one leg expansion / contraction has occurred. Can be determined.

Further, if the leg 2A is being deployed, it indicates that the expansion / contraction mechanism 3 is being extended from the length corresponding to the storage position of the leg 2A to the length corresponding to the deployment position of the leg 2A. The detection signal will be output from the sensors 7 provided in both expansion / contraction mechanisms 3. Therefore, a detection signal indicating that the expansion / contraction mechanism 3 is being extended from the length corresponding to the storage position of the leg 2A to the length corresponding to the deployment position of the leg 2A is sent to both expansion / contraction mechanisms 3. When the output is output from the provided sensor 7, it can be determined that the leg 2A is being deployed.

Therefore, the output destination of each sensor 7 is connected to the first determination switch 5A, the second determination switch 5B, and the third determination switch 5C. Then, in the first determination switch 5A, the expansion / contraction mechanism 3 contracts from the length corresponding to the deployment position of the leg 2A only from the sensor 7 provided in one of the two expansion / contraction mechanisms 3 on the left and right. When the detection signal indicating the above is output, it is determined that one leg expansion and contraction has occurred, and the rotation speed feedback control of the motor 4 is switched off. Further, in the second determination switch 5B, the expansion / contraction mechanism 3 contracts from the length corresponding to the deployment position of the leg 2A only from the sensor 7 provided in one of the two expansion / contraction mechanisms 3 on the left and right. When the detection signal indicating the above is output, it is determined that one leg expansion and contraction has occurred, and the rotation position feedback control of the motor 4 is switched off.

On the other hand, the third determination switch 5C detects that the expansion / contraction mechanism 3 is being extended from the length corresponding to the storage position of the leg 2A to the length corresponding to the deployment position of the leg 2A. When a signal is output from the sensors 7 provided in both expansion / contraction mechanisms 3, it is determined that the legs 2A are being deployed, and the rotation speed feedback control of the motor 4 is switched off.

Even when the leg 2A is retracted, the rotation speed feedback control of the motor 4 is switched off to prevent the expansion / contraction mechanism 3 from generating a damping force, as in the case where the leg 2A is being deployed. be able to. In that case, the third determination switch 5C is being contracted so that the telescopic mechanism 3 has a length corresponding to the retracted position of the leg 2A from a length corresponding to the deployed position of the leg 2A. When the detection signal indicating the above is output from the sensors 7 provided in both expansion / contraction mechanisms 3, it is possible to determine that the legs 2A are retracted and to switch the rotation speed feedback control of the motor 4 to off. Good.

Next, a detailed configuration example of the expansion / contraction mechanism 3, the motor 4, and the sensor 7 will be described.

FIG. 5 is a diagram showing a first detailed configuration example of the expansion / contraction mechanism 3, the motor 4, and the sensor 7 shown in FIGS. 1 to 3.

As illustrated in FIG. 5, the expansion / contraction mechanism 3 has a ball screw 10 that is rotated by driving a motor 4 in which a rotor 4B is rotated by two bearings 4A, and a ball screw 10 that is rotated by rotation of the ball screw 10 in the length direction of the ball screw 10. It can be configured by a nut 11 that moves relative to the ball screw 10. That is, the ball screw 10 and the nut 11 can convert the rotational movement of the motor 4 into a linear movement. Then, the nut 11 can be rotatably connected to the pedestal 2D. As a result, the legs 2A can be deployed, stowed, and buffered by controlling the rotation of the motor 4.

As the sensor 7, a sensor that detects an index indicating the relative position of the nut 11 with respect to the ball screw 10 can be used. In the example shown in FIG. 5, a rotation sensor 7A for detecting the rotation position of the ball screw 10 as the sensor 7 can be provided at the end of the ball screw 10 integrated with the rotation shaft of the motor 4. Typical examples of the rotation sensor 7A are a resolver and a rotary variable differential transformer (RVDT: Rotary Variable Differential Transformer).

When the rotation sensor 7A is used, it can be determined that the expansion / contraction mechanism 3 is expanding / contracting if the rotation position of the ball screw 10 is neither the rotation position corresponding to the deployment position of the leg 2A nor the rotation position corresponding to the storage position. it can. Alternatively, if the rotation position of the ball screw 10 changes with time, it can be determined that the expansion / contraction mechanism 3 is expanding / contracting.

FIG. 6 is a diagram showing a second detailed configuration example of the expansion / contraction mechanism 3, the motor 4, and the sensor 7 shown in FIGS. 1 to 3.

In the case of the expansion / contraction mechanism 3 shown in FIG. 5, the length of the ball screw 10 protruding from the nut 11 changes. Therefore, it is necessary to design the leg 2A so as to avoid interference with the ball screw 10 protruding from the nut 11.

Therefore, as shown in FIG. 6, a cylinder 20 for sliding the nut 11 inside and a connecting tool 21 can be further provided in the expansion / contraction mechanism 3. One end of the connector 21 is connected to the nut 11 in the cylinder 20. On the other hand, the other end of the connecting tool 21 has a connecting structure for rotatably connecting to the pedestal 2D with a fastener or the like. Further, the connecting tool 21 is arranged so that the other end of the connecting tool 21 having a connecting structure protrudes to the outside of the cylinder 20. In the example shown in FIG. 6, the nut 11 side of the connector 21 has a cylinder structure that opens so that the ball screw 10 protruding from the nut 11 can be accommodated, but it may be composed of a plurality of shafts.

When the structure of the expansion / contraction mechanism 3 is changed to such a structure, the length of the connecting tool 21 protruding from the cylinder 20 changes by the moving distance of the nut 11. Therefore, it is possible to eliminate the need for a design that avoids interference between the ball screw 10 protruding from the nut 11 and the leg 2A.

As the sensor 7, a position sensor 7B for detecting the relative position of the ball screw 10 with respect to the nut 11 in the length direction can be provided coaxially with the ball screw 10. A typical position sensor 7B is a linear variable differential transformer (LVDT: Linear Variable Differential Transformer).

In the leg deploying device 1 as described above, the leg deploying actuator can be used as an electric actuator, and the leg deploying actuator can also function as a leg shock absorber by targeting the small aircraft 2. It was made like this.

The Oreo type shock absorber, which is typical of the conventional leg shock absorber, is configured to absorb a load of about 2000 kg to 3000 kg. On the other hand, it is assumed that the conventional actuator for deploying the legs can withstand a load of about 200 kg to 300 kg. That is, the load order targeted by the Oreo shock absorber is different from the load order targeted by the conventional leg deployment actuator. Therefore, conventionally, it has been considered impossible to standardize the shock absorber and the actuator for deploying the legs.

On the other hand, in the leg deploying device 1, if the weight of the aircraft 2 is small, the order of the load targeted by the shock absorber and the order of the target load of the actuator for deploying the legs can be the same. Focusing on this, the shock absorber and the actuator for deploying the legs are shared. In other words, the leg deploying device 1 focuses on the fact that there is a weight range of the aircraft 2 in which the load order targeted by the shock absorber and the load order targeted by the leg deploying actuator can be equal. As a result, the shock absorber and the actuator for deploying the legs are standardized.

(effect)
If the leg deploying device 1 is used, it is not necessary to provide another shock absorber on the pedestal 2D of the aircraft 2. Therefore, the weight of the aircraft 2 can be reduced and the size can be reduced. Further, the structure of the pedestal 2D can be only a simple support structure of a single joint.

Further, if the leg deploying device 1 is used, it is possible to control the expansion / contraction mechanism 3 in which the repulsive force from the ground 6 is theoretically zero when the wheels 2E are in contact with the ground. Therefore, it is possible to alleviate the sudden roll that may occur when the aircraft 2 lands by the winglow landing method in a situation where there is a crosswind. For example, it is possible to improve the situation where a light aircraft such as a radio-controlled model bounces at the time of landing.

(Other embodiments)
Although the specific embodiments have been described above, the described embodiments are merely examples and do not limit the scope of the invention. The novel methods and devices described herein can be embodied in a variety of other modes. In addition, various omissions, substitutions and changes can be made in the methods and devices described herein without departing from the gist of the invention. The appended claims and their equivalents include such various modalities and variations as incorporated in the scope and gist of the invention.

For example, although the expansion / contraction mechanism 3 using the ball screw 10 has been illustrated in FIGS. 5 and 6, the expansion / contraction mechanism 3 may be configured by using an electric mechanism other than the ball screw 10. A specific example is a rack and pinion. The rack and pinion converts the rotation of the pinion into the linear movement of the rack by engaging the pinion, which is a circular gear, with the rack with teeth cut on a flat plate. When the expansion / contraction mechanism 3 is configured by using the rack and pinion, the pinion is fixed to the output shaft of the motor 4, and the rack moves linearly in the direction perpendicular to the output shaft of the motor 4.

1 Leg deployment device 2 Aircraft 2A Leg 2B Body 2C Main wing 2D Ball 2E Wheel 3 Telescopic mechanism 4 Motor 4A Bearing 4B Rotor 5 Control circuit 5A First judgment switch 5B Second judgment switch 5C Third judgment switch 6 Ground 7 Sensor 7A Rotor sensor 7B Position sensor 10 Ball screw 11 Nut 20 Cylinder 21 Connector

Claims (5)

A telescopic mechanism that is connected to the legs of an aircraft to deploy and store the legs and cushion the legs.
A motor that expands and contracts the expansion and contraction mechanism,
When the legs are deployed and retracted, the rotation position feedback control of the motor is performed to expand and contract the expansion / contraction mechanism, while when the legs are buffered, the rotation position feedback control of the motor is performed to reduce the restoring force of the legs. A control circuit that generates damping force of the legs by performing feedback control of the rotation speed of the motor, and
Leg deployment device for aircraft with. Wherein said control circuit, when only wheels of a one leg is grounded leg deployment device for an aircraft according to claim 1, wherein turning off the rotational speed feedback control. The leg deploying device for an aircraft according to claim 1 or 2 , wherein the control circuit turns off the rotational position feedback control when only the wheel provided on one leg touches the ground. The leg deploying device for an aircraft according to any one of claims 1 to 3 , wherein the control circuit turns off the rotational speed feedback control during deployment of the legs. A method for deploying and retracting the legs and cushioning the legs by using the leg deploying device for an aircraft according to any one of claims 1 to 4.

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