JPH07156889A - Retractable leg device for aircraft - Google Patents

Abstract

PURPOSE:To dispense with stroke matching of respective legs, and reduce the number of part items and weight by arranging respective electric actuating devices to actuate respectively electrically the respective front and rear legs of an aircraft, and arranging these respectively in close vicinity to the respective legs. CONSTITUTION:In an aircraft, for example, two main legs 2 are arranged in a central part of an airframe 1, and a single front leg 3 is arranged in a front part, respectively. In this case, a normal leg operating system 4 and an emergency leg operating system 5 mainly composed of electric wiring are respectively arranged as a raising and lowering device of the respective legs 2 and 3. The normal leg operating system 4 is composed of at least a nose gear actuator motor 7 as a first electric actuating device actuated by an electric signal of a leg operating handle 6 and a main gear actuator motor 8 as a second electric actuating device. The respective motors 7 and 8 are respectively arranged in close vicinity to the respective legs 2 and 3. Thereby, stroke matching of the respective legs 2 and 3 can be dispensed with, and the number of part items and weight can be reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a leg lifting device which does not require stroke adjustment in an aircraft having a plurality of legs.

[0002]

2. Description of the Related Art Conventionally, an aircraft in which a front leg and a main leg can be stored is known, such as a Bonanza or A36 in which the legs are moved up and down by an electric actuator. In such an aircraft, a single actuator is used for raising and lowering the nose gear and the main gear, and the backup system for emergency landing is designed to function as the normal system except for the actuator. ing. That is, in the case of the Bonanza A36, the power of the motor is transmitted from the worm gear to the leg via the torque tube in the normal state, and the power of the manual handle is transmitted from the worm gear in the normal state to the torque tube in an emergency. Through the legs.

[0003]

However, when a plurality of legs are simultaneously moved up and down by using a single actuator as in the conventional case, it is necessary to accurately adjust the lifting stroke of each leg. There was a problem that it took a lot of labor and time. In addition, since it is necessary to transmit power to a plurality of legs, the power transmission system downstream from the actuator becomes long, the number of parts between them increases, and not only the weight increases but also the probability of failure increases. there were. Further, in an emergency, since a plurality of legs are simultaneously lowered by a manual handle, the operation force becomes large, and there is a problem that the strokes of the legs need to be adjusted in an emergency. In addition, either one when emergency leg down
If one leg becomes unlocked, it is necessary to lift all legs again and try again, so there is a possibility that even the leg that was normally locked may be unlocked.

[0004]

In order to solve the above problems, the present invention provides a first electric actuating device for electrically actuating the front leg of an elevator for raising and lowering the front and rear legs of an aircraft. , Electrically actuating the rear leg second
The independent electric actuating device is provided, and the first and second electric actuating devices are arranged close to the respective legs.
Further, the lifting device is provided with a manual leg lowering means for lowering an emergency leg, and a gear box having a manual handle attached to the manual leg lowering means, and a first leg connecting the gear box and the front leg. A power transmission device and a second power transmission device that connects the gear box and the rear leg are provided, and a switching means is provided in the gear box. The power transmission to the front leg and the rear leg is selected by the switching means. I was able to switch to the target. Further, a distribution means is provided in place of the gear box so that the power transmitted from the manual handle can be differentially distributed to the front leg and the rear leg by the distribution means.

[0005]

By arranging the first electric actuation device and the second electric actuation device close to each leg, the number of parts downstream of each actuation device is reduced, and the system up to each actuation device is electrically operated. Weight is reduced because it is a lightweight part such as wiring. In addition, extra work such as adjusting the lifting stroke of each leg is unnecessary.
Also, in emergency leg lowering, the operating force is reduced by switching the power transmission to the front leg and the rear leg,
If the power transmission is distributed differentially, the operating force can be kept constant. Moreover, it is not necessary to adjust the stroke even when the emergency leg is lowered, and even if one of the legs has a problem when the emergency leg is lowered, only that leg needs to be re-operated.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an aircraft leg lifting device according to the present invention will be described with reference to the accompanying drawings. FIG. 1 is a system diagram of an elevating device, FIG. 2 is a plan view of an operating portion of a main leg, showing a state in which each leg is lowered and raised with the center of the body as a boundary, and FIG. 3 is a side view thereof.

As shown in FIG. 1, the aircraft leg lifting device of the present invention includes two main legs 2 and 2 provided in a substantially central portion of the body 1 and a main leg 1 provided in front of the body 1. It applies to a total of three front legs 3 of the book, these main legs 2 and front legs 3
Has a retract function.

Therefore, as a lifting device for moving the legs 2 and 3 up and down, a normal leg operating system 4 mainly composed of electric wiring shown by a broken line in FIG. 1 and an emergency leg operating shown by a solid line in FIG. The normal leg operating system 4 is divided into a system 5, and a normal leg operating system 4 includes a leg operating handle 6 in front of a cockpit, and a nose gear actuator motor 7 as a first electric actuating device which is operated by an electric signal from the operation of the leg operating handle 6. Main gear actuator motor 8 as second electric actuator
And a connecting mechanism for connecting the actuator motors 7 and 8 to the front leg 3 and the main leg 2.

The emergency leg operating system 5 also includes a gear box 10 having a manual handle 9 mounted in front of the cockpit.
A first torque tube 11 as a first power transmission device extending from the gear box 10 toward the connecting mechanism of the front legs 3.
And a second torque tube 12 as a second power transmission device extending toward the connecting mechanism of the main landing gear 2, and the first and second torque tubes 11 are operated by operating the manual handle 9.
The front leg 3 and the main leg 2 are moved up and down via 12 and each connecting mechanism.

Now, of the normal leg operating system 4, first, an outline of the operating portion of the main leg 2 will be described with reference to FIGS. 2 and 3. It should be noted that, with the fuselage center line P-P (the nose direction being the left side in the figure) as a boundary, the left side indicates the leg lowered state and the right side indicates the leg raised state.

The main leg 2 includes an oreo type shock strut 13 which is coupled and supported on the body side, a wheel 14 which is attached to the lower end of the strut 13, and a retractable retractable bar 15 for raising and lowering the main leg 2. The retract bar 15 is provided with a pedestal 16 to which the lower end of the retract bar 15 is connected, and the upper end of the retract bar 15 is supported by a trunnion 17 supported on the body side.

The main gear actuator motor 8 is disposed on the body center line PP between the two main legs 2 and 2, and a connecting mechanism 18 (in the drawing, between the main gear actuator motor 8 and the retract bar 15). Only a part is shown). The left and right main legs 2, 2 are moved up and down by the operation of the main gear actuator motor 8.

Next, the operating portion of the front leg 3 is provided with a strut (not shown), a wheel 20 (FIG. 1) attached to the lower end of the strut, and a retractable bar of the middle folding type (not shown). The actuator motor 7 is provided on the side of the front leg 3. A connecting mechanism (not shown) is provided between the nose gear actuator motor 7 and the retract bar.

The front leg 3 is moved up and down by the operation of the nose gear actuator motor 7.

As described above, since the main gear actuator motor 8 and the nose gear actuator motor 7 are provided independently of each other, strict stroke alignment between the front leg 3 and the main leg 2 is unnecessary, and moreover, the main gear actuator motor is not required. Since 8 is close to the main landing gear 2 and the nose gear actuator motor 7 is close to the front landing gear 3,
The number of parts downstream of the actuator motors 7 and 8 is reduced, and the weight can be reduced.

Next, the emergency leg operation system 5 will be described with reference to FIGS. 4 to 7. 4 to 6 are a perspective view, a sectional view and an exploded perspective view of the gear box, and FIG. 7 is a sectional view of the distribution mechanism.

The gear box 10 is provided with a manual handle 21 and a switching mechanism 22. Then, this switching mechanism 22
A switching handle 23 is provided in the switch, and the transmission of power is selectively switched to the first torque tube 11 or the second torque tube 12 by operating the switching handle 23.

The manual handle 21 includes a gear case 24.
It is attached to the front side of the via an arm 25. The base end of the arm 25 is connected to the handle shaft 26, and the handle shaft 26 is provided with an integral gear 26a. The gear 26a is provided with a pair of output shafts 28, 28 on the downstream side via a gear train 27.
Are in mesh. A recess 28b is provided on one end surface of the output shaft 28.

The switching mechanism 22 is provided in the vicinity of the output shaft 28, and has a pair of rotary shafts 30 and 30 rotatably supported by a gear case 24, and a clutch cylinder spline-fitted to the rotary shaft 30. 31 and a spring 32 for urging the clutch cylinder 31 toward the output shaft 28.
And the switching handle 23. A step 31a and a protrusion 31b are provided on one end surface of the clutch cylinder 31, and the clutch cylinder 31 is provided by the spring 32.
Is urged toward the output shaft 28, the protrusion 31b
Is fitted into the recess 28b on the end face of the output shaft 28. Then, the first torque tube 11 and the second torque tube 12 are connected to the end of each rotary shaft 30.

The switching handle 23 has a gear case 24.
It is mounted so as to be swingable around a shaft 33 and has a pair of engagement pins 23a, 23a projecting toward the inside of the gear case 24 at one end.

The engagement pins 23a, 23a are respectively formed by the stepped portions 31a on the end faces of the pair of clutch cylinders 31, 31.
The clutch cylinder 31 on the side where the switching handle 23 is tilted is pressed in a direction away from the output shaft 28 to disconnect the output shaft 28 on the side and the clutch cylinder 31.

The extending ends of the first torque tube 11 and the second torque tube 12 are respectively the front legs 3 and
And the connecting mechanism of the main landing gear 2.

In the gear box 10 provided with such a switching mechanism 22, when the switching handle 23 is tilted to one side, the clutch cylinder 31 on that side is disengaged, and the power of the manual handle 21 is applied to the first torque tube 11 on the other side. It is transmitted to only one side of the second torque tube 12, and the leg is urgently lowered via the connecting mechanism on the side.

By operating the main leg 2 and the front leg 3 separately in this way, the operating force can be reduced, and it is not necessary to precisely stroke all the legs. Moreover, for example, even when the emergency leg down on one side is not working,
Only the leg on that side needs to be re-operated and does not affect other normal legs.

Next, an embodiment in which a distribution mechanism is provided instead of the above gear box 10 will be described with reference to FIG.

The distribution mechanism 34 includes an input torque tube 35 for transmitting power from a manual handle 21 (not shown),
An input shaft 36 connected to the input torque tube 35,
A drive gear 36a integral with the input shaft 36, a driven gear 37a meshing with the drive gear 36a, a differential case 37 integral with the driven gear 37a, and a pair of gears meshing with a pinion 40 of a pinion shaft 38 in the differential case 37. Side gears 41, 41 and output shafts 43, 43 integrated with the side gears 41, 41. The first torque tube 11 is connected to one side of the output shaft 43 and the output shaft 43 on the other side is connected to the first side. The two torque tubes 12 are connected to form a differential mechanism.

Therefore, when the power is transmitted from the input torque tube 35 by operating the manual handle 21, the power is distributed according to the weight of the main leg 2 and the front leg 3 being lowered, and the operating force is kept constant as a whole. I can keep it.

Even when the distribution mechanism 34 is used, if one leg is locked first, all the power thereafter will be applied to the remaining legs, and it is not necessary to precisely adjust the strokes of all the legs. is there.

[0029]

As described above, the leg lifting device of the present invention is
Since the first electric actuating device and the second electric actuating device are arranged close to each leg, the number of parts downstream of each actuating device can be reduced and the weight can be reduced. or,
Since the actuators are provided independently, extra work such as adjusting the lifting stroke of each leg is unnecessary. In the emergency leg down system, the operation force is reduced by switching the power transmission to the front leg and the rear leg or by distributing the power differentially. Moreover, even when the emergency leg is lowered, stroke adjustment is performed. No need. Further, even if one of the legs has a problem when the emergency leg is lowered, only that leg needs to be re-operated.

[Brief description of drawings]

[Fig. 1] System diagram of lifting device

FIG. 2 is a plan view of the operating portion of the main landing gear showing a state in which the leg is lowered and a state in which the leg is raised with the center of the body as a boundary.

FIG. 3 is a side view of the same.

FIG. 4 is a perspective view of a gear box.

FIG. 5 is a sectional view of the gear box.

FIG. 6 is an exploded perspective view of a gear box.

FIG. 7 is a sectional view of the distribution mechanism.

[Explanation of symbols]

 2 main gear 3 front gear 7 nose gear actuator motor 8 main gear actuator motor 10 gear box 11 first torque tube 12 second torque tube 21 manual handle 22 switching mechanism 34 distribution mechanism

Claims (3)

[Claims] 1. A lifting device for raising and lowering front and rear legs of an aircraft, comprising: a first electric actuation device for electrically actuating the front legs and a second electric actuation device for electrically actuating the rear legs. The first and second electric actuators of
A leg lifting device for an aircraft, characterized in that the electric actuating device of (1) is arranged close to each leg. 2. The elevating device comprises a manual leg lowering means for emergency leg lowering, the manual leg lowering means connecting the gear box with a manual handle and the gear box and the front leg. And a second power transmission device for connecting the gear box and the rear leg, wherein the gear box transmits power transmitted by the manual handle to the front leg and the rear leg. The leg lifting device for an aircraft according to claim 1, further comprising switching means for selectively switching between the two. 3. A distribution means for differentially distributing the power transmitted by the manual handle to the front leg and the rear leg instead of the gear box.
Lifting device for aircraft legs according to.