aircraft landing gear, aircraft and related methods

专利摘要:
The present invention relates to an aircraft landing gear structure according to the present disclosure including a retracting actuator and a shrink mechanism. The retract actuator is configured to move an anchor assembly of the aircraft landing gear frame between an extended configuration and a retracted configuration through the shrink mechanism, thereby reducing the entire longitudinal length of the anchor assembly. The retract actuator is also configured to retract the aircraft landing gear into an aircraft stowage area during flight through a retract mechanism. In some instances, the retract mechanism is a travel beam that rotates about a retract axis to retract the aircraft landing gear structure while simultaneously actuating the shrink mechanism, such as via a drive coupling coupling the retraction mechanism and shrinkage mechanism. In some instances, the shrinkage mechanism is mechanically slave to the shrinkage mechanism. The shrink mechanism is a locking connection assembly in some examples.
公开号:BR102018003330A2
申请号:R102018003330
申请日:2018-02-21
公开日:2018-10-30
发明作者:E Cusworth James；Loren Ray Mellor Mitchell
申请人:Boeing Co；
IPC主号:

专利说明:

(54) Title: AIRCRAFT LANDING TRAIN, AIRCRAFT AND RELATED METHODS (51) Int. CL: B64C 25/20 (30) Unionist Priority: 28/02/2017 US 15 / 444,986 (73) Holder (s): THE BOEING COMPANY (72) Inventor (s): MITCHELL LOREN RAY MELLOR; JAMES E. CUSWORTH (85) National Phase Start Date:
02/21/2018 (57) Abstract: The present invention relates to an aircraft landing gear structure, in accordance with the present disclosure, including a retract actuator and a shrink mechanism. The retract actuator is configured to move a set of struts from the aircraft's landing gear structure between an extended configuration and a retracted configuration through the shrinking mechanism, thus reducing the entire longitudinal length of the strut assembly. The retract actuator is also configured to retract the aircraft's landing gear from an aircraft docking area during flight, using a retraction mechanism. In some examples, the retraction mechanism is a translation beam that rotates on a retraction axis to retract the structure of the aircraft's landing gear, while simultaneously activating the shrinking mechanism, as through a drive connection coupling the retraction mechanism and the shrinkage mechanism. In some instances, the shrinkage mechanism is mechanically a slave to the retraction mechanism. The shrinking mechanism is a locking connection set in some examples (...)
100
1/79
Invention Patent Descriptive Report for AIRCRAFT LANDING TRAIN, AIRCRAFT AND RELATED METHODS.
Field [001] The present disclosure refers to the aircraft's landing gear.
Background [002] Aircraft with one or more large engine fan diameters, long fuselages, long wings and specialized payloads under aircraft, for example, may require a high landing gear structure to provide ground clearance to the engine and enough clearance for the tail during takeoff. While the aircraft is in flight, landing gear structures are usually stored within the corresponding wheel cavities in the aircraft's fuselage. The integration of larger landing gear structures into the aircraft can impose expensive design restrictions on the aircraft and can also increase weight, which in turn requires greater fuel consumption by the aircraft.
[003] Aircraft landing structures generally use an oil strut damper, in which a piston compresses a volume that includes both a compressible gas and a substantially incompressible liquid. The volume includes two chambers separated by an orifice through which the liquid flows, in such a way that the overall structure provides shock absorption and resilient damping of the oscillator damper oscillation. Typically, such landing gear structures include a main fitting (for example, an outer tube), a piston (for example, an inner tube) and a sliding tube cylinder, thus surrounding three tubes / cylinders. A landing gear structure that includes an oil prop damper can be compressed in one configuration
Petition 870180013837, of 02/21/2018, p. 7/286
2/79 retracted for storage in the wheel cavity during flight. However, reaching the stowed configuration may require compression of the compressible gas to a high undesirable pressure. In addition, such landing gear structures tend to be heavy and complex, thus creating potential disadvantages in the economy, maintenance and points of view of aircraft manufacturing.
Summary [004] Aircraft landing gear structures in accordance with this disclosure include a strut assembly and a retract actuator. The strut assembly includes a lower tubular casing operably coupled to an upper tubular casing so that the lower tubular casing is longitudinally transposed with respect to the upper tubular casing as the strut set moves between an extended configuration, a compressed configuration and a configuration retracted. The strut assembly also includes a shrink mechanism configured to selectively move the strut assembly to the retracted configuration. The retract actuator is configured to selectively move the prop assembly between the extended configuration and the retracted configuration by activating the shrink mechanism and is further configured to retract the aircraft's undercarriage structure within the aircraft for stowing during the flight through of a retraction mechanism. Thus, the aircraft's landing gear structures, according to the present disclosure, may have a single actuator (for example, the retract actuator) that performs the shrinking of the prop assembly for the retracted configuration and the retraction of the structure of the aircraft's landing gear inside the aircraft during the flight, as opposed to prior art assemblies that include separate actuators for such functions.
[005] The related methods include providing the structure 870180013837, of 02/21/2018, p. 8/286
3/79 aircraft landing gear according to the present disclosure and / or an aircraft including it, shrinkage of the prop assembly for the retracted configuration and retraction of the aircraft's landing gear inside the aircraft for stowing during the flight . In the methods currently disclosed, the shrinkage of the prop assembly for the retracted configuration and the retraction of the aircraft's landing gear structure is carried out through the retraction actuator, which activates both the shrinkage mechanism and the retraction mechanism, thus shrinking and retracting the aircraft's landing gear structure.
BRIEF DESCRIPTION OF THE DRAWINGS [006] Figure 1 is a perspective view of an exemplary aircraft.
[007] Figure 2 is a schematic diagram of the black box that represents the examples of the aircraft's landing gear structures according to the present disclosure.
[008] Figure 3 is a schematic elevation view representing examples of aircraft landing gear structures according to the present disclosure.
[009] Figure 4 is a partial elevation cross-sectional view of an example of an aircraft landing gear structure according to the present disclosure, in a compressed configuration.
[0010] Figure 5 is a partial sectional elevation view of the landing gear structure of the aircraft of Figure 4, in an extended configuration.
[0011] Figure 6 is a partial sectional elevation view of the landing gear structure of the aircraft in Figure 4, in a retracted configuration.
[0012] Figure 7 is a partial sectional perspective view, close to a portion of an example of a landing gear structure.
Petition 870180013837, of 02/21/2018, p. 9/286
4/79 aircraft in accordance with the present disclosure, in an extended configuration.
[0013] Figure 8 is a partial sectional, perspective view, close to a portion of an example of an aircraft landing gear structure according to the present disclosure, in a compressed configuration.
[0014] Figure 9 is an elevation view of an example of an aircraft landing gear structure according to the present disclosure.
[0015] Figure 10 is a perspective view of an example of a retract actuator for an aircraft landing gear structure according to the present disclosure, in a good configuration. [0016] Figure 11 is a perspective view of the retraction actuator of Figure 10, in a stowed configuration.
[0017] Figure 12 is a flowchart schematically representing methods of retraction of a set of props for the aircraft's landing gear attachment, according to the present disclosure. [0018] Figure 13 is a flowchart schematically representing the aircraft's service and production methodology.
[0019] Figure 14 is a block diagram schematically representing an aircraft.
Description [0020] In general, in the figures, the elements that are likely to be included in a given example are illustrated in continuous lines, while the elements that are optional for a given example are illustrated in dashed lines. However, elements that are illustrated in continuous lines are not essential for all examples in the present disclosure, and an element shown in continuous lines can be omitted from a particular example without departing from the scope of the present disclosure.
Petition 870180013837, of 02/21/2018, p. 10/286
5/79 [0021] Figure 1 is an illustration of an exemplary aircraft 10 that includes strut 100 assemblies in accordance with the present disclosure. Aircraft 10 can generally be used to transport people and / or cargo. As shown in Figure 1, aircraft 10 generally includes a fuselage 12 and a wing assembly 14 operably coupled to the fuselage 12. Fuselage 12 and / or wing assembly 14 defines one or more wheel cavities 16 (and / or sections landing gear storage and / or wheel storage sections) operably coupled to and / or configured to receive a corresponding landing gear structure 18. The landing gear structure 18 may include a wheel assembly 20 operably coupled to the fuselage 12 and / or the wing assembly 14 through the prop assembly 100 and / or a lever assembly 21. In some examples of aircraft 10, the volume of the wheel cavities 16 can be minimized to thereby maximize the volume available on the fuselage to accommodate passengers, cargo and structural elements, as well as to optimize the aerodynamic properties of the aircraft 10.
[0022] Figures 2-3 are schematic views of non-exclusive examples illustrating sets of prop 100 and landing gear structures of aircraft 18 in accordance with the present disclosure. Strut assemblies 100 may form a portion of the undercarriage structure 18 (also referred to herein as aircraft 18 undercarriage structure), which generally also includes wheel assembly 20, lever assembly 21 and a shrink mechanism 22. The strut assembly 100 is configured to vary in length (for example, along a longitudinal axis 24 shown in Figure 3) so that the strut assembly 100 is configured to move between a compressed configuration, an extended configuration and a stowed configuration. In the compressed configuration, the strut assembly 100 has a compressed length reactive to a
Petition 870180013837, of 02/21/2018, p. 11/286
6/79 compressive force exerted on the strut set 100 (for example, when the strut set 100 is completely weighed by an aircraft, such as aircraft 10). In the extended configuration, the strut set 100 has an extended length (for example, when the strut set 100 is not weighed by the aircraft). And in the retracted configuration (for example, for stowing the aircraft's landing gear structure 18 within an aircraft wheel cavity (for example, wheel cavity 16)), the prop assembly 100 has a retracted length that is shorter than the extended length, to facilitate the docking of the aircraft 18 landing gear structure during the flight.
[0023] While the compressive force of the aircraft weight when the aircraft is on the ground causes the strut assembly 100 to move to the compressed configuration and removing the compressive force causes the strut assembly 100 to move to the extended configuration , the shrink mechanism 22 is configured to move the strut assembly 100 from the extended configuration to the retracted configuration (which can also be referred to as a shrink configuration). The compressed length and the retracted length are less than the extended length and they are all defined along the longitudinal axis 24 of the strut assembly 100. Because the length of the strut assembly 100 is configured to be shortened (or shrunk) after the takeoff (for example, when no compressive force of the aircraft weight is present), strut 100 assemblies and / or landing gear structures 18 can be configured so that aircraft 10 can accommodate a longer landing gear structure 18 without increasing the size of the wheel cavity 16.
[0024] As shown in Figure 3, the strut assembly 100 includes an upper tubular casing 26 and a lower tubular casing
Petition 870180013837, of 02/21/2018, p. 12/286
7/79 operably coupled to the upper tubular shell 26 so that the lower tubular shell 28 is configured to be longitudinally moved (for example, moved along the longitudinal axis 24, indicated by the arrow 30) with respect to the upper tubular shell 26. O lower tubular housing 28 is configured to be moved between a compressed position when the strut assembly 100 is in the compressed configuration and an extended position when the strut assembly 100 is in the extended configuration. The lower tubular housing 28 is further configured to be selective and longitudinally moved to a retracted position when the strut assembly 100 is in the retracted configuration. The upper tubular housing 26 can be coupled to an aircraft structure.
[0025] The shrink mechanism 22 is at least partly contained within the upper tubular casing 26 and / or the lower tubular casing 28 and is configured to selectively and longitudinally move the lower tubular casing 28 with respect to the upper tubular casing 26, thus selectively moving the prop assembly 100 between the extended configuration and the retracted configuration. In some instances, the shrinkage mechanism 22 is completely positioned within the upper tubular shell 26 and / or the lower tubular shell 28, in contrast to the prior art mechanisms that are external to the strut assembly. In some instances, the shrink mechanism 22 is a mechanical (e.g., physical) link between the components of the strut assembly 100, as opposed to a hydraulic or pneumatic shrink mechanism. In addition or alternatively, in some instances, the prop assembly 100 is configured so that activation of the (also referred to as actuation of) shrinkage mechanism 22 by a retract actuator 32 also causes the assembly to rise and / or tilt wheel 20 with respect to the upper tubular housing 26, through
Petition 870180013837, of 02/21/2018, p. 13/286
8/79 of a tilting axle 34 and a forward link 36 of lever assembly 21. In addition or alternatively, in some instances, the thrust assembly 100 is configured so that the retract actuator drive 32 is configured to shrink the strut assembly 100 (for example, shortening the length of the strut assembly 100, thereby moving the strut assembly 100 into the retracted configuration) and also retract the strut assembly 100 within an aircraft wheel cavity. The aircraft landing gear structures 18 in accordance with the present disclosure may include only one of these features, may include any combination of two of these features, or may include all three of these features. Each of these concepts will be explained in more detail below. [0026] Returning first to the examples of the strut assembly 100 with a mechanical shrinking mechanism 22, the strut assembly 100 may include an upper bulkhead 38 supported by the upper tubular housing 26 and configured to be selectively and longitudinally moved with respect to the tubular housing upper 26 between a lower position and a higher position. The upper bulkhead 38 is in the lower position when the strut assembly 100 is in the compressed configuration and in the extended configuration and the upper bulkhead 38 is in the upper position when the strut assembly 100 is in the retracted configuration. The strut assembly 100 may also include a lower bulkhead 40 fixed with respect to and supported by the lower tubular shell 28, in which a pressure chamber 42 can be formed between the upper bulkhead 38 and the lower bulkhead 40, within the upper tubular shell 26 and the lower tube shell 28. The shrinkage mechanism 22 may include the upper screen 38. For example, the translation of the upper screen 38 to the upper position may mechanically cause the lower tube shell 28 to be retracted due to a leaguePetition 870180013837, of 02/21/2018, p. 14/286
9/79 mechanical (for example, physical) connection between the upper bulkhead 38 and the lower tubular shell 28. In some instances, the translation of the upper bulkhead 38 to the upper position mechanically causes the longitudinal translation of a third tubular member 44 and a third stop of the tubular member 46 while the third stop of the tubular member 46 is in contact with an inner tube stop 48 fixed within the lower tube housing 28, thus causing translation of the inner tube stop 48 and the lower tube housing 28 with respect to to the upper tube housing 26 until the lower tube housing 28 is in the stowed position.
[0027] In the examples of the anchor assembly 100 where activation of the shrink mechanism 22 also causes elevation and / or inclination of the wheel assembly 20 with respect to the upper tubular housing 26, the wheel assembly 20 is operably coupled to the anchor assembly 100 via lever assembly 21 (for example, tilting axle 34 and feed connection 36). For example, the lead connection 36 is pivotally coupled to the upper tubular housing 26 through a first joint of the connecting shaft 50, in some examples. The lead connection 36 also includes a second joint of the connecting shaft 52 to pivotably couple the lead connection 36 to the tilting shaft 34. The tilting shaft 34 is further pivotally coupled to the lower tubular housing 28 in these examples, as by a pivot joint. medium 54 and the tilting axle 34 is pivotally coupled with respect to a wheel hub 56 of the wheel assembly 20. For example, the tilting axle 34 can be pivotally coupled to the wheel hub 56, to an axle 55 of the wheel assembly 20 , and / or any other component of the wheel assembly 20. The wheel assembly 20 can thus be operably coupled to the upper tubular housing 26 and / or to the lower tubular housing 28 of the thrust assembly 100 via the forward connection 36 (for example, through the first junPetição 870180013837, of 02/21/2018, page 15/286
10/79 ta of the connecting shaft 50 coupling the lead connection 36 to the upper tubular housing 26) and the tilting shaft 34 (for example, through the middle pivot joint 54 coupling the tilting shaft 34 to the lower tubular housing 28). As used herein, two components are said to be 'rotatably coupled' with each other when these components are movably coupled with respect to each other, so that the components are rotatable with respect to each other and also coupled together.
[0028] In this way, the tilting axis 34 can be coupled with respect to the strut assembly 100 so that the longitudinal translation of the lower tubular housing 28 with respect to the upper tubular housing 26 causes the pivoting of the feed connection 36 and the tilting shaft 34 with respect to each other. In other words, in some structures of the landing gear of the aircraft 18 according to the present disclosure, when the strut assembly 100 is moved to the retracted configuration (for example, shrunk) and the lower tubular shell 28 is moved longitudinally with respect to to the upper tubular housing 26, at least a portion of the tilting shaft 34 is also longitudinally moved with respect to the upper tubular housing 26 by virtue of being coupled to the lower tubular housing 28. This translation of the tilting axis 34 and the lower tubular housing 28 with respect to to the upper tubular housing 26, thus, pivots the tilting shaft 34 with respect to the feed connection 36 so that a pivot angle 60 between the two changes as a set of prop 100 is moved between the configurations. In some instances, such pivoting of the tilting axle 34 with respect to the forward link 36 causes elevation and / or inclination of the wheel assembly 20, thereby reducing the overall length of the aircraft 18 landing gear structure to stowage during flight (for example, example, retraction).
Petition 870180013837, of 02/21/2018, p. 16/286
11/79 [0029] In the examples of the strut set 100 where the retract actuator 32 shrinks the strut set 100 (for example, moves the strut set 100 from the expanded configuration to the retracted configuration, the shortening of the overall length of the set strut assembly 100) and retracts strut assembly 100 into the aircraft for stowing during flight (for example, rotating strut assembly 100 into the aircraft's wheel cavities for flight), retract actuator 32 can be mechanically attached ( which can also be referred to as physically connected, or slave) to the shrink mechanism 22, so that the actuation of the retract actuator 32 retracts the strut assembly 100 also causes the activation of the shrink mechanism 22 to move the strut assembly 100 for the stowed configuration. In other examples, the strut assembly 100 may include the retract actuator 32 to retract the aircraft's undercarriage 18 structure within the aircraft and a separate shrink actuator 33 configured to activate the shrink mechanism 22 and shrink the set of prop 100. Some examples include a retract mechanism 166 that acts in conjunction with retract actuator 32 to retract the structure of the aircraft's landing gear 18.
[0030] In some examples, the shrinkage mechanism 22 is positioned at least partially inside the upper tube housing 26 and / or the lower tube housing 28, so that it is at least partially protected from the environment outside the strut assembly 100. As compared to the previous landing gear structures with the external mechanisms for shrinking the strut assembly and / or raising the wheels, currently disclosed aircraft landing gear structures 18 may be simpler and / or more resistant to fatigue, damage, and / or wear. The shrink mechanism 22 includes a locking connection assembly 106 in some examples.
Petition 870180013837, of 02/21/2018, p. 17/286
12/79 [0031] In some instances, the strut assembly 100 has an extended pressure within the pressure chamber 42 when the strut assembly 100 is in the extended configuration and the retracted configuration and a compressed pressure within the pressure chamber 42 when the strut assembly 100 is in the compressed configuration. The compressed pressure is greater than the extended pressure, as due to the compression of a strut gas within the pressure chamber 42. In some instances, a retracted pressure within the pressure chamber 42 when the strut assembly 100 is in the retracted configuration it is substantially equal to the extended pressure (for example, there is substantially no compression of strut fluids or gases within the pressure chamber 42 when strut assembly 100 is moved into the retracted configuration). In addition, in these examples, the pressure chamber 42 has a first internal volume when the strut assembly 100 is in the extended configuration and the retracted configuration and a second internal volume when the strut assembly 100 is in the compressed configuration, where the first internal volume is greater than the second internal volume.
[0032] In some examples, the anchor assembly 100 also includes a measuring pin 62 coupled to or integrally formed with the lower bulkhead 40 so that it extends longitudinally from the lower bulkhead 40 towards the upper bulkhead 38 and so that be configured to be received through an orifice 64 formed in an orifice plate 66 of an orifice support tube 45 (which is an example of the third tubular member 44). The measuring pin 62 is configured to be moved longitudinally through and with respect to the hole 64, as the strut assembly 100 is moved between the extended configuration and the compressed configuration. In the examples where the strut set 100 is an oil strut set (which can also be referred to as an
Petition 870180013837, of 02/21/2018, p. 18/286
13/79 gas-oil strut), the pressure chamber 42 contains a strut fluid (for example, strut oil) and / or a strut gas between the upper bulkhead 38 and the lower bulkhead 40, so that the measuring pin 62 measures or controls the flow of the strut fluid through orifice 64 as the strut assembly 100 moves between configurations. In these examples, the orifice plate 66 and the measuring pin 62 are positioned inside the pressure chamber 42.
[0033] While Figure 3 and examples described here illustrate the upper tubular shell 26 as an outer tubular shell and the lower tubular shell 28 as an inner tubular shell (for example, the lower tubular shell 28 is longitudinally moved in, or adjacent to, a inner surface 86 of the, upper tubular housing 26), is also within the scope of the present disclosure for the enclosures to be arranged in reverse, so that the lower tubular housing 28 is the outer tubular housing and the upper tubular housing 26 is the inner tubular shell, so that the lower tubular shell 28 would move longitudinally out of, or adjacent to an outer wall 87 of the upper tubular shell 26.
[0034] In some instances, the strut assembly 100 includes a recoil chamber 58 and a recoil valve 59 positioned between the pressure chamber 42 and the recoil chamber 58. For example, one or more recoil chambers 58 may be defined between the upper tubular housing 26 and the lower tubular housing 28. The withdrawal valve 59 can be configured to regulate the flow of liquid from the strut between the pressure chamber 42 and the withdrawal chamber 58 when the strut assembly 100 is move between the compressed configuration and the extended configuration. In addition or alternatively, the check valve 59 can be configured to selectively prevent the flow of liquid from the strut between the
Petition 870180013837, of 02/21/2018, p. 19/286
14/79 pressure chamber 42 and the withdrawal chamber 58 when the strut assembly 100 moves between the retracted configuration and the extended configuration.
[0035] Now returning to Figures 4-11, non-exclusive illustrative examples of aircraft 18 landing gear structures are illustrated. Where appropriate, reference numerals make schematic illustrations of Figures 2-3 are used to designate the corresponding parts in Figures 4-11; however, the examples in Figures 4-11 are non-exclusive and do not limit aircraft 18 landing gear structures to the illustrated modalities. That is, the landing gear structures of aircraft 18 are not limited to the specific modalities of the figures illustrated 4-11 and can incorporate any number of the various aspects, configurations, characteristics, properties, etc. of aircraft 18 landing gear structures that are illustrated and discussed with reference to the schematic representations of Figures 2-3 and / or the modalities of Figures 4-11, as well as variations of these, without requiring the inclusion of all aspects, configurations , characteristics, properties, etc. For the sake of brevity, each component previously discussed, part, portion, aspect, region, etc. or respective variants may not be discussed, illustrated and / or identified with respect to each modality or schematic illustration, however, it is within the scope of this disclosure that the features, variants, etc. previously discussed can be used with other modalities.
[0036] Figures 4-6 illustrate the aircraft's landing gear structure 70 (which is an example of aircraft 18 landing gear structure) in the compressed configuration (Figure 4), extended configuration (Figure 5) and retracted configuration (Figure 6). The aircraft's landing gear structure 70 includes a mechanical (rather than pneumatic or hydraulic) shrinking mechanism 23 (which is an example of
Petition 870180013837, of 02/21/2018, p. 20/286
15/79 shrink mechanism 22) that is configured to move (e.g., shrink) the strut assembly 71 (which is an example of strut set 100) from the extended configuration to the retracted configuration. Again, the aircraft's landing gear structure 70 is in the compressed configuration of Figure 4 when weighed by the aircraft (for example, when the aircraft is on the ground) and in the extended configuration of Figure 5 when the weight is removed (for example, when the aircraft is in the air). In the compressed configuration, which can be a statically compressed configuration, a majority of the lower tube housing 28 is positioned within the upper tube housing 26, with a majority of the measuring pin 62 positioned within the orifice support tube 45 and a majority of the tube orifice support bracket 45 positioned within the lower tubular casing 28. In the extended configuration, the lower tubular casing 28 is longitudinally moved so that it is partially outside (for example, below and not contained within) of the upper tubular casing 26, a Most of the measuring pin 62 is outside (e.g., below and not contained within) of the orifice support tube 45 and a majority of orifice support tube 45 is not contained within the lower tubular housing 28.
[0037] The set of strut 71 or landing gear structure of aircraft 70 includes upper bulkhead 38 supported by the upper tubular shell 26 and configured to be selectively and longitudinally moved with respect to the upper tubular shell 26 between a lower position (Figures 4 and 5) and an upper position (Figure 6). The upper bulkhead 38 is in the lower position when the strut set 71 is in the compressed configuration and in the extended configuration and the upper bulkhead 38 is in the upper position when the strut set 71 is in the retracted configuration. The translation of the upper bulkhead 38 to the upper position mechanically causes the transPetition 870180013837, of 02/21/2018, p. 21/286
16/79 lower tubular casing 28 to the retracted position due to a mechanical (eg physical) connection between the upper bulkhead 38 and the lower tubular shell 28. Thus, the shrinking mechanism 23 includes upper bulkhead 38 .
[0038] More specifically, the translation of the upper bulkhead 38 to the upper position mechanically causes longitudinal translation of the orifice support tube 45 (or another third tubular member 44) and a flange of the orifice plate 47 (which is an example of the third tubular member stop 46) while the orifice plate flange 47 contacts and causes longitudinal translation of the inner tube stop 48 fixed inside the lower tubular housing 28. Pull the inner tube stop 48 up by the plate flange orifice 47 (or another third stop of the tubular member 46), thus causing translation of the lower tube housing 28 with respect to the upper tube housing 26 until the lower tube housing 28 is in the retracted position shown in Figure 6. Figure 7 illustrates a view close to a portion of the aircraft's landing gear structure 70 in the extended position of Figure 5, more clearly illustrating the upper bulkhead 38 in the lower position, with f lange of the orifice plate 47 in contact with the inner tube stop 48 of the lower tube housing 28. When the upper screen 38 is moved to the upper position of Figure 6, such translation of the upper screen 38 with respect to the upper tube 26 causes the translation of the corresponding orifice support tube 45 and the orifice plate flange 47 (as it is attached to the upper bulkhead 38) with respect to the upper tubular housing 26. Because of the positioning of the orifice plate 47 flange below the stop inner tube 48 and because the inner tube stop 48 is fixed in relation to the lower tubular housing 28, when the flange of the orifice plate 47 is moved upwards (for example, towards the upper bulkhead 38), it pushes upwards on one face
Petition 870180013837, of 02/21/2018, p. 22/286
17/79 upper 68 of the inner tube stop 48, thus pushing the lower tubular shell 28 and causing the longitudinal translation of the lower tubular shell 28 with respect to the upper tubular shell 26. Such longitudinal translation of the lower tubular shell 28 still moves within the shell upper tubular 26 (although in other examples, the arrangement can be reversed so that the upper tubular casing 26 is partially within the lower tubular casing 28, instead of vice versa, as shown), thus reducing the entire height of the prop assembly 71 (for example, the shrinking strut assembly 71) and moving the strut assembly 71 to the retracted configuration shown in Figure 6. The inner tube stop 48 can also be configured to limit the longitudinal translation of the lower tubular housing 28 with with respect to the upper tubular shell 26, as preventing the complete separation of the upper tubular shell 26 from the lower tubular shell upper 28 as the strut assembly 71 extends to the extended configuration.
[0039] In the compressed configuration of Figure 4, the strut assembly 71 has a compressed length 72, in the extended configuration of Figure 5, the strut assembly 71 has an extended length 74 and in the retracted configuration of Figure 6 the strut assembly 71 has a retracted length 76. Compressed length 72 and retracted length 76 are less than extended length 74. In some instances, compressed length 72 is less than retracted length 76, although in other examples, compressed length 72 and the retracted length 76 may be approximately equal to each other, or the retracted length 76 may still be less than the compressed length 72. In some instances, the extended length 74 is 1.1-1.5 times greater than the retracted length 76. In addition or alternatively, a difference between extended length 74 and retracted length 76
Petition 870180013837, of 02/21/2018, p. 23/286
18/79 can be in a range of 0 to 12.7 centimeters (0 to 5 inches), 12.7 to 25.4 centimeters (5 to 10 inches), 12.7 to 38.1 centimeters (5 to 15 inches) ), 25.4 to 63.5 centimeters (10 to 25 inches), 25.4 to 50.8 centimeters (10 to 20 inches), 25.4 to 38.1 centimeters (10 to 15 inches), 38.1 to 63.5 centimeters (15 to 25 inches), 38.1 to 50.8 centimeters (15 to 20 inches), and / or 50.8 to 63.5 centimeters (20 to 25 inches). In this example, the strut assembly 71 also includes lower bulkhead 40 fixed with respect to and supported by the lower shell 28 so that a pressure chamber 42 is formed between the upper shell 38 and the lower shell 40 and within the upper shell 26 and the lower tubular casing 28. The pressure chamber 42 generally contains a strut fluid and / or strut gas, as in examples where the strut assembly 71 is an oil strut assembly. For example, the upper bulkhead 38 forms a gas seal 82 within the upper tubular shell 26, thus substantially preventing the strut fluid and / or strut gas from leaving the pressure chamber 42 in the upper bulkhead 38. The gasket 82 it can be a dynamic gas seal (for example, it is mobile, as the upper bulkhead 38 moves between the upper and lower position) formed between an outer surface 84 of the upper bulkhead 38 and the inner surface 86 of the upper tubular shell 26. [0040] The orifice plate 66 (best seen in Figure 7) and the measuring pin 62 are positioned inside the pressure chamber 42 in such a way that, as the strut assembly 71 is moved between the compressed configuration and the extended configuration, the strut fluid can pass through hole 64 of orifice plate 66, with measuring pin 62 limiting the speed at which fluid flows through hole 64. In some examples s, a mass of gas from the strut inside the pressure chamber 42 has a compressed pressure when the strut assembly 71 is in the compressed configuration, a requirement 870180013837, of 21/02/2018, pg. 24/286
19/79 are extended when the strut set 71 is in the extended configuration and a pressure retracted when the strut set 71 is in the retracted configuration. In general, the compressed pressure is greater than the extended pressure and the pressure retracted. The strut assembly 71 is configured to move between the compressed configuration, the extended configuration and the retracted configuration without the use of sensors or feedback data, in some examples.
[0041] The third tubular member 44 (e.g., orifice support tube 45) extends longitudinally from a first region of the end 78 to a second region of the end 80, with the third tubular member 44 being coupled to the upper bulkhead 38 within the first end region 78, so that the third tubular member 44 is fixed with respect to the upper bulkhead 38. The third tubular member 44 is substantially cylindrical in some examples, although other shapes are also within the scope of the present disclosure. As best seen in Figure 7, the third tubular member 44 can include a plurality of holes 88 formed, from an outer support tube wall 90 to an inner support tube wall 92. The inner support tube wall 92 defines an interior volume 94 of the third tubular member 44, through which the strut fluid and / or strut gas can flow as it passes through holes 88 and orifice 64 as strut assembly 71 is moved between configurations. The holes 88 can be formed through the wall of the third tubular member 44 so that each respective hole has a respective hole axis 96 which is orthogonal to the longitudinal axis 24 in some examples. The plane of the orifice 64 crosses the longitudinal axis 24 in some examples. The third tubular member 44 is generally substantially rigid, so that the orifice plate 66 and the third stop of the tubular member 46 (for example, orifice plate flange 47) are fixed with respect to the first
Petition 870180013837, of 02/21/2018, p. 25/286
20/79 end region 78 of this tubular member 44 and therefore with respect to upper bulkhead 38 (although the third stop of tubular member 46 can be positioned and / or fixed within the second end region 80 of third tubular member 44) . The orifice plate 66 and the third stop of the tubular member 46 are generally fixed with respect to each other, so that the third tubular member 44, orifice plate 66 and third stop of the tubular member 46 move together as a unit when the upper bulkhead 38 moves between the upper and lower position, thus causing translation of the third tubular member 44 with respect to the upper tubular shell 26. [0042] The third tubular member 44, the orifice plate 66 and the third stop of the tubular member 46 they can be integrally formed with one another in some examples, or they can be individual components coupled together. For example, and as best seen in Figure 7, an inner surface 98 of the orifice plate flange 47 can be coupled to the outer support tube wall 90. An outer surface 101 of the orifice plate flange 47 can engage the housing lower tubular 28 (e.g., an inner wall 102 of the lower tubular casing 28). The inner tube stop 48 is coupled to the inner wall 102 of the lower tube housing 28 in this example, in an upper region of the end 104 of the lower tube housing 28, so that the flange of the orifice plate 47 and the inner tube stop 48 are fitted together when the lower tube housing 28 is maximally extended with respect to the upper tube housing 26 (for example, in the extended configuration of Figure 5). [0043] The second region of the end 80 of the third tubular member 44 is positioned within the lower tubular shell 28 in the example of Figures 4-7, with the lower tubular shell 28 being longitudinally moved with respect to the third tubular member 44, according to the set of strut 71 moves between the configurationPetition 870180013837, of 02/21/2018, p. 26/286
21/79 compressed section (Figure 4) and the extended configuration (Figure 5). In the compressed configuration of Figure 4, most of the third tubular member 44 is positioned inside the lower tubular housing 28, while in the extended configuration of Figure 5, most of the third tubular member 44 is positioned outside (for example, above) of the lower tubular housing 28 and within the upper tubular housing 26, although the second end region 80 remains within the lower tubular housing 28 even in the extended configuration.
[0044] In some examples and, as shown in Figures 46, the shrink mechanism 23 may include the locking connection assembly 106. The locking connection assembly 106 includes an upper connection 108 and a lower connection 110 pivotally coupled together , in some examples. The lower connection 110 is pivotally coupled to the upper shield 38 in the example shown in Figures 4-6. Locking connection assembly 106 is configured to move between an elongated configuration and a shortened configuration. The locking connection assembly 106 is in the elongated configuration when the strut assembly 71 is in the compressed configuration (Figure 4) and the extended configuration (Figure 5) and the locking connection assembly 106 is in the shortened configuration when the strut assembly 71 is in the stowed configuration (Figure 6).
[0045] The locking connection assembly 106 can be a bistable mechanism, so that it has two stable positions of the upper connection 108 and the lower connection 110 with respect to each other. For example, in the elongated configuration (Figures 4-5), the upper link 108 and the lower link 110 can be kept on the center, as shown. In the shortened configuration (Figure 6), the upper link 108 and the lower link 110 are not kept on the center, but are instead rotated with respect to each other so that competition 870180013837, of 02/21/2018, p. 27/286
22/79 overall length of the locking connection assembly 106 is reduced in the shortened configuration as compared to the elongated configuration. In addition, the movement of the locking connection assembly 106 for the longitudinally shortened configuration moves (for example, raises) the lower connection 110 with respect to the upper tubular housing 26. In the extended configuration, the locking connection assembly 106 is configured to support the weight forces of the aircraft that are transferred to the locking connection assembly 106 through the lower tubular member 28, the lower shielding 40 and the upper shielding 38, so that the locking connection assembly 106 remains in the elongated configuration when the assembly strut 71 is in the compressed configuration (Figure 4). Put another way, when the anchor assembly 71 is in the compressed configuration and the locking connection set 106 is in the elongated configuration, the locking connection set 106 can be configured to prevent the longitudinal translation of the upper bulkhead 38 away from the bulkhead lower 40, so that the upper bulkhead 38 is substantially fixed in place with respect to the upper tubular shell 26 and the lower bulkhead 40 when the strut assembly 71 is in the compressed configuration of Figure 4.
[0046] Because the locking connection set 106 is coupled to the upper bulkhead 38 via the lower connection 110 in this example, moving the locking connection set 106 to the shortened configuration (Figure 6) causes the longitudinal translation of the upper bulkhead 38 with respect to the upper tubular shell 26 so that the upper bulkhead 38 is moved to its upper position, as the lower connection 110 is longitudinally moved (for example, raised) with respect to the upper tubular shell 26. In one example, move the assembly locking connection 106 for the shortened configuration results in longitudinal translation of the
Petition 870180013837, of 02/21/2018, p. 28/286
23/79 lower connection 110 for a first distance, as well as a longitudinal translation of the corresponding lower tubular housing 28 for a second distance. The first distance and the second distance can be substantially the same in some instances.
[0047] The shrink mechanism 23 can be operated, or engaged, by a retract actuator (for example, retract actuator 32), examples that are illustrated in Figures 9-11, or by a separate shrink actuator 33 (Figure 2). For example, and as best seen in Figures 10-11, the upper link 108 of the locking link assembly 106 can be coupled to retract actuator 32 (or shrink actuator 33) so that selectively actuating retract actuator 32 (or shrink actuator 33) move the locking connection assembly 106 between the elongated configuration and the shortened configuration (thus selectively shrinking the strut assembly 71 through the shrinking mechanism 23). In other examples, the lower connection 110 of the locking connection assembly 106 can be coupled to retract actuator 32 (or shrink actuator 33) so that it selectively activates retract actuator 32 (or shrink actuator 33) by moving the assembly locking connection 106 between the elongated configuration and the shortened configuration.
[0048] The upper link 108 is pivotally coupled to a fixed structure of the aircraft, in some examples, such as through an upper pin 116. A pin-apex 118 pivotally couples the upper link 108 to the lower link 110 and a lower pin 120 is rotatable. couples the lower connection 110 to the anchor assembly 71 (for example, the upper shield 38) in some examples. In other examples, the upper link 108 and the lower link 110 can be coupled via other mechanisms, and / or the locking connection set 106 can be coupled to the upper bulkhead 38 via
Petition 870180013837, of 02/21/2018, p. 29/286
24/79 other mechanisms. In addition or alternatively, the locking connection assembly 106 may include additional connections, connections and / or components.
[0049] Some sets of strut 100 (e.g. strut set 71) may include bearings between the upper tubular housing 26 and the lower tubular housing 28, such as upper bearings 122 (best seen in Figure 7) and lower bearings 124 ( best seen in Figure 5). The upper bearings 122 and the lower bearings 124 can radially separate the upper tubular housing 26 from the lower tubular housing 28, as well as facilitate the longitudinal translation of the lower tubular housing 28 with respect to the upper tubular housing 26 (for example, when the strut assembly 100 moves between the extended configuration and the compressed configuration, or between the extended configuration and the retracted configuration). In some instances, the upper bearings 122 and lower bearings 124 are longitudinally spaced apart, so that the recoil chamber 58 is defined between them.
[0050] As best seen in Figure 8, which is a partial approximation of the strut assembly 71 in the compressed configuration, as seen in Figure 4, the strut assembly 71 may include a shelf 126 for positioning and retracting the longitudinal movement of the bulkhead lower 40 with respect to the lower tubular shell 28. For example, shelf 126 may be configured to fit a portion of the lower face 128 of the lower bulkhead 40, where the portion of the lower face 128 is opposite to an upper portion 130 of the lower bulkhead 40 which returns to the upper bulkhead 38. In this way, the lower bulkhead 40 can be substantially fixed with respect to the lower tubular shell 28, if the strut assembly 71 is in the extended configuration, the compressed configuration, or the retracted configuration.
[0051] Returning to Figures 4-6, the landing gear structures of the
Petition 870180013837, of 02/21/2018, p. 30/286
25/79 currently disclosed aircraft 18 may include a respective lever assembly 21 operably coupled to the strut assembly 100 and still operably coupled to the wheel assembly 20, such as through the shaft 55. The lower tubular housing 28 is directly coupled to the wheel assembly 20 and / or lever assembly 21 in some examples. In other examples, the lower tubular housing 28 is operably coupled to the wheel assembly 20 and / or the lever assembly 21 via one or more intermediate members (e.g., tilting axle 34).
[0052] In the example of the aircraft's landing gear structure 70, the forward connection 36 is pivotally coupled to the upper tubular housing 26 through the first joint of the connecting shaft 50 and pivotally coupled to the tilting shaft 34 through the second shaft joint connecting rod 52. The tilting axle 34 is further coupled to the lower tubular housing 28 and coupled with respect to the wheel hub 56 (for example, tilting axle 34 can be coupled to the wheel hub 56, to the axle 55 of the wheel assembly 20, and / or another component of the wheel assembly 20). Thus, the tilting shaft 34 is coupled with respect to the strut assembly 71 so that the longitudinal translation of the lower tubular housing 28 with respect to the upper tubular housing 26 causes the pivot of the feed connection 36 and the tilting shaft 34 with respect to itself. For example, the feed connection 36 and the tilting shaft 34 are arranged differently with respect to each other when the strut set 71 is in the compressed configuration (Figure 4) than when the strut set 71 is in the extended configuration (Figure 5) or retracted configuration (Figure 6). For example, as shown, the pivot angle 60 is acute when the strut set 71 is in the compressed configuration and obtuse when the strut set 71 is in the extended configuration. This does not mean limiting the arrangement between the tilting axis 34 and the
Petition 870180013837, of 02/21/2018, p. 31/286
26/79 forward link 36 (for example, all examples of prop assembly 100 or aircraft 18 landing gear structure do not need to have this arrangement), but still describes an example of forward link 36 and tilting axle 34 pivoting with respect to each other, as the anchor set 71 moves between configurations.
[0053] The shrink mechanism 23 (which may include the locking connection assembly 106 and the upper bulkhead 38 mechanically coupled to the lower tubular housing 28, as described above, or may be a different mechanism) is configured to selectively and longitudinally move the lower tubular casing 28 with respect to the upper tubular casing 26, which in this example causes the forward link 36 to pivot with respect to the tilting shaft 34. In other words, in this example, the shrinking of the anchor assembly 71 (for example , longitudinally moving the lower tubular housing 28 with respect to the upper tubular housing 26 to the retracted configuration of Figure 6) also causes the lever assembly 21 to raise and / or tilt the wheel hub 56.
[0054] In this example, the joint of the middle pivot 54 (which pivotally couples the tilting axis 34 to the lower housing 28) is longitudinally moved with respect to the upper housing 26 when the lower housing 28 is longitudinally moved with respect to the housing upper 26. The tilting shaft 34 is pivotally coupled to the second joint of the connecting shaft 52 of the forward link 36, as through a point of the tilting pivot 132, which can be positioned within a region of the forward end 134 of the tilting shaft 34. The tilting axle 34 is pivotally coupled with respect to the wheel hub 56 within an end-to-aft region 136 in some examples, where the end-to-aft region 136 is opposite to the end region
Petition 870180013837, of 02/21/2018, p. 32/286
27/79 feed 134. The middle pivot joint 54 is positioned between the end-aft region 136 and the feed end 134 region of the tilting shaft 34 in this example. Similarly, the first joint of the connecting shaft 50 can be positioned within a first region of the end 138 of the lead connection 36 and the second joint of the connecting shaft 52 can be positioned within a second region of the end 140 of the connection advance 36, although other provisions are also within the scope of this disclosure.
[0055] For purposes of describing the relative movement of the feed connection 36 and the tilting axis 34, the pivot angle 60 can be defined at the intersection of a first line 142 and a second line 144 (illustrated in Figure 4), with the vertex pivot angle 60 opening towards the lower tubular housing 28, as shown in the figures. The first line 142 crosses the central points of the first joint of the connecting shaft 50 and the second joint of the connecting shaft 52 and the second line 144 crosses the central points of the pivot point 132 and of the axis 55. The lever assembly 21 it is configured so that the longitudinal translation of the lower tube housing 28 with respect to the upper tube housing 26 causes the pivot angle 60 to change (for example, increase or decrease, depending on whether the prop assembly 71 is being shortened or extended) . When the pivot angle 60 is reduced (for example, when the strut assembly 71 is shortened, such as through the shrink mechanism 23 or other shrink mechanism 22), the feed link 36 and the tilting shaft 34 are inclined, by virtue of of its connection with the upper tubular housing 26 and the lower tubular housing 28, respectively. In some examples, the longitudinal translation of the lower tube 28 with respect to the upper tube 26 causes a greater respective longitudinal translation of the region from end to stern
Petition 870180013837, of 02/21/2018, p. 33/286
28/79
136 of the tilting axis 34 with respect to the upper tubular housing 26 (for example, due to the inclination of the lever assembly 21). For example, the longitudinal translation of the end-to-stern region 136 with respect to the upper tubular shell 26 is at least 1.25 times greater, at least 1.5 times greater, at least 1.75 times greater, at least twice greater , at least 2.5 times greater, at least 3 times greater, and / or at least 5 times greater than the corresponding corresponding longitudinal translation of the lower tube 28 with respect to the upper tube 26, in some examples. Put another way, a shortening of the length, defined by the difference between an overall length 146 of the aircraft's landing gear structure 70 in the extended configuration (Figure 5) and an overall length 147 of the aircraft's landing gear structure 70 in the configuration retracted (Figure 6), can be greater than the difference between the extended length 74 of the strut set 71 in the extended configuration and the retracted length 76 of the strut set 71 in the retracted configuration.
[0056] The lower casing 28 may include one or more forks of the lower casing 148 extending from the lower tubing 28. The forks of the lower casing 148 can be tilted towards a front end of the aircraft so that the tilting axle 34 do not contact the upper tubular casing 26 in any of the configurations of the strut assembly 71. The tilting axle 34 can be rotatably coupled to the forks of the lower tubular casing 148, as through the middle pivot joint 54, although in other examples the tilting axle 34 can be pivotally coupled to another part of the lower tubular casing 28. In some examples, the forks of the lower tubular casing 148 can be pivotally coupled to a brake rod 150 which is pivotally coupled with respect to the hub of the wheel 56 and / or a casing of the
Petition 870180013837, of 02/21/2018, p. 34/286
29/79 brake. Lever assembly 21 can be referred to as being semi-levered in some examples. The wheel assembly 20 is shown as a single axle wheel assembly, although other examples may include additional axles 55 and / or wheels / hubs 56.
[0057] While the prop assembly 71 is illustrated with lever assembly 21 in accordance with the present disclosure in Figures 4-6, in other examples of aircraft landing gear structures, different types of lever assemblies containing more or fewer connections can be combined with a strut assembly according to the present disclosure (e.g., strut assembly 100 having shrink mechanism 22 and / or shrink mechanism 23).
[0058] Turning now to Figures 9-11, the landing gear structure of aircraft 152 (which is an example of the landing gear structure of aircraft 18) includes a strut set 154, lever set 21 and retract actuator 32, which also serves as a shrink actuator 33. The strut set 154 can be any strut set, such as strut set 100, strut set 71, or a different strut set. In addition or alternatively, the structure of the landing gear of the aircraft 152 can include any assembly (e.g., lever assembly 21, or a different assembly) for coupling the strut assembly 154 to the wheel assembly 20.
[0059] The retract actuator 32 is configured to move the prop assembly 154 between the extended configuration and the retracted configuration. Additionally, the retract actuator 32 is configured to retract the structure of the landing gear of the aircraft 152 within the aircraft for stowing during the flight. In this way, a single actuator (for example, retract actuator 32) is configured to shrink the strut assembly 154 and also retract the structure of the landing gear 870180013837, of 02/21/2018, p. 35/286
30/79 of aircraft 152, as compared to the prior art landing gear structures, which use separate actuators for these two different functions.
[0060] In the example of the landing gear structure of aircraft 152, retract actuator 32 is slave to a shrink mechanism (e.g. shrink mechanism 22) that is configured to shrink the strut assembly 154 of an extended configuration to a retracted configuration, so that the shrink mechanism 22 and the retract actuator 32 are mechanically connected. In other words, the actuation of the retract actuator 32 causes the actuation of the shrink mechanism 22 directly through a physical connection between the two. In addition, the actuation of the retract actuator 32 causes the tilting axle 34 of the lever assembly 21 to tilt with respect to the strut assembly 154, thus raising the wheel hub 56 of the aircraft landing gear structure 152 with respect to the housing upper tubular 26 of the anchor assembly 154.
[0061] Figures 10-11 illustrate an approximate partial sectional view of the retract actuator 32 coupled to a shrink mechanism 22 that includes a locking connection assembly 106, although in other examples, the retract actuator 32 can be mechanically connected to a different shrink mechanism 22. The retract actuator 32 is configured to move between a retracted configuration (Figure 11), in which the structure of the landing gear of aircraft 152 is retracted within the aircraft for stowing and a ground configuration ( Figure 10), in which the landing gear structure of aircraft 152 is positioned outside an aircraft wheel cavity. In the example in Figures 10-11, a drive connection 156 couples the lock connection assembly 106 to the retract actuator 32 through a retraction mechanism 166. In some
Petition 870180013837, of 02/21/2018, p. 36/286
31/79 examples, the upper connection 108 of the locking connection assembly 106 is coupled to the retracting mechanism 166. In addition or alternatively, the lower connection 110 of the locking connection assembly 106 is coupled to the retracting mechanism 166 in some examples. In the example in Figures 10-11, the drive connection 156 couples the retract mechanism 166 to the upper connection 108 (although the drive connection 156 can be additionally or alternatively coupled to the lower connection 110, or to another component of the shrink mechanism 22 , in other examples). In this way, the retraction actuator drive 32 moves between the retracted configuration and the ground configuration and moves the drive connection 156 with respect to the aircraft and / or with respect to the upper tubular housing (for example, upper tubular housing 26, although it is not shown in Figures 10-11, for clarity), thus causing the locking connection assembly 106 to move from the elongated configuration (Figure 10) to the shortened configuration (Figure 11). Such shortening of the locking connection assembly 106 raises the upper bulkhead 38 and shrinks the strut assembly (e.g., strut assembly 154).
[0062] As shown in Figures 10-11, the upper connection 108 can be rotatably coupled to a fixed structure 158 of the aircraft (although the rest of the aircraft is not shown, for clarity), as through the upper pin 116. The pin- apex 118 swivelly couples the upper link 108 and the lower link 110 together in the aircraft's landing gear structure 152 and the lower pin 120 swivels the lower link 110 to the upper bulkhead 38 of the strut assembly 154. In some instances, the link drive 156 is coupled to the locking connection assembly 106 adjacent to the pin-apex 118, as shown, although other arrangements and positions are also within the scope of this
Petition 870180013837, of 02/21/2018, p. 37/286
32/79 disclosure. The drive connection 156 can include a first region of the end of the drive connection 160 and a second region of the end of the drive connection 162 opposite the first region of the end of the drive connection 160. In some examples, the drive connection 156 is pivotally coupled to the retract mechanism 166 within the first region of the end of the drive connection 160 and is pivotally coupled to the lock connection assembly 106 (e.g., lower link 110) within the second region of the end of the drive connection 162.
[0063] The retraction mechanism 166 rotates on a retraction axis 164 in some examples, as it moves between the collapsed configuration and the ground configuration. Such a pivot on the retraction axis 164 causes the drive connection 156 to translate with respect to the retraction axis 164, in some examples. Such translation of the drive connection 156 drives the shrinkage mechanism 22 in some examples, thus moving the strut assembly 154 into the retracted configuration. In this way, the retract actuator 32 causes the structure of the landing gear of the aircraft 152 to retract inside the aircraft through the retraction mechanism 166. In some instances, the pivot of the retraction mechanism 166 on the retraction axis 164 (for example , moving the retract actuator 32 to the retracted configuration) is caused by the extension of the retract actuator 32. The retract mechanism 166 can be coupled to the prop assembly 154 and / or the aircraft itself, directly or through one or more members binding. For example, a region of the end 168 of the retract mechanism 166 can be coupled to the upper tubular housing 26, while a region of the opposite end 170 of the retract mechanism 166 can be coupled to the retract actuator 32. The retraction axis 164 can be transversal to
Petition 870180013837, of 02/21/2018, p. 38/286
33/79 longitudinal axis 24 (shown in Figure 10) of the strut assembly 154, in some examples. In some instances, the retract mechanism 166 includes a translation beam. The retract actuator 32 and / or the retract mechanism 166 may include any suitable type of actuator or mechanism, such as a hydraulic actuator, a bell / crank, or any other suitable type of actuator or mechanism.
[0064] Figure 12 schematically provides a flowchart representing non-exclusive examples illustrating methods 200 for retraction of a strut set (eg strut set 100) and / or aircraft landing gear structure (eg structure landing gear of aircraft 18) on an aircraft (for example, aircraft 10) for stowing during the flight, in accordance with this disclosure. In Figure 12, some steps are illustrated in dotted boxes indicating that such steps may be optional or may correspond to an optional version of a method in accordance with the present disclosure. Thus, not all methods according to the present disclosure are necessary to include the steps illustrated in solid boxes. The methods and steps illustrated in Figure 12 are not limiting and other methods and steps are within the scope of this disclosure, including methods having greater than or less than the number of steps illustrated, as understood from the discussions here.
[0065] Methods 200 generally include provisioning the aircraft and / or aircraft landing gear structure by 202, shrinking the aircraft landing gear strut assembly by 204 and retracting the aircraft landing gear structure in 206. The supply of the aircraft and / or aircraft landing gear structure in 202 may include supply of any of the aircraft's landing gear structures having any of the competitions 870180013837, of 21/02/2018, p. 39/286
34/79 together with the anchor disclosed here. Such strut assemblies and / or aircraft landing gear structures can be installed on the existing aircraft (for example, the aircraft can be retrofitted), or can be provided for use within an aircraft at the time of manufacture. The aircraft's strut and landing gear assemblies including those currently disclosed may be supplied separately from the aircraft on which they are to be used, or may be supplied together with the aircraft. Delivery of the aircraft at 202 may include provision of an aircraft with a plurality of strut assemblies and / or aircraft landing gear structures, and / or may include provision of a plurality of strut assemblies and / or aircraft train structures landing of the aircraft for use inside an aircraft.
[0066] The shrinking of the strut assembly at 204 generally includes reducing an overall length of the strut assembly, such as by moving the strut assembly from the extended configuration to the retracted configuration. In some instances, the shrinkage of the strut assembly at 204 includes the longitudinal movement of an upper bulkhead (for example, upper bulkhead 38) from a lower position than an upper position at 208, so that the longitudinal movement of the upper bulkhead mechanically causes translating a lower tubular casing (for example, lower tubular casing 28) of the strut assembly with respect to an upper tubular casing (eg, upper tubular casing 26) of the strut assembly, thus placing the strut assembly in the retracted configuration . In some specific examples, the translation of the upper bulkhead at 208 mechanically causes the longitudinal translation of a third tubular member (for example, third tubular member 44, which may be orifice support tube 45, in some examples) and a corresponding third stop of the tubular member (for example, third stop of the
Petition 870180013837, of 02/21/2018, p. 40/286
35/79 tubular member 46, which can be flange of orifice plate 47, in some examples) while the third stop of the tubular member comes into contact with and causes the longitudinal translation of an inner tube stop (for example, tube stop inner 48) of the lower tubular shell, thus causing the lower tubular shell to translate to the retracted position. In general, the shrinkage of the strut set at 204 (for example, the translation of the upper bulkhead at 208) is carried out after the aircraft takes off (for example, once the aircraft is in flight) at 218.
[0067] The retraction of the aircraft's landing gear structure in 206 generally includes retraction and piercing of the aircraft's landing gear structure within the aircraft during flight, such as within an aircraft wheel cavity, within a section of landing gear storage inside the aircraft, and / or within a wheel storage section inside the aircraft. The retraction of the aircraft's landing gear structure in 206 can be performed by a retract actuator (for example, retract actuator 32). In some methods 200, the retract actuator also drives a shrinkage mechanism (for example, shrinkage mechanism 22) that performs the shrinkage of the strut assembly at 204. In some examples, the shrinkage of the strut assembly at 204 includes triggering a shrink actuator (for example, shrink actuator 33, which can be the same actuator as retraction actuator 32, in some examples) in 210, thus triggering a shrink mechanism in 212 to shrink the strut assembly.
[0068] The retraction of the landing gear structure of the aircraft in 206 can be performed after the shrinking of the prop assembly in 204 in some examples, or it can be performed substantially simultaneously with the shrinking of the prop assembly in 204. In some examples, the shrinkage of the anchor assembly by 204 and
Petition 870180013837, of 02/21/2018, p. 41/286
36/79 the retraction of the aircraft's landing gear structure in 206 can be initiated at the same time or by the same process, mechanism, or actuator, although the shrinkage of the prop assembly can be completed before the retraction of the landing gear structure aircraft to be completed, in some examples. The retraction of the aircraft's landing gear structure at 206 may include the rotation of the retract actuator over a retraction axis (for example, retraction axis 164) in some methods.
[0069] In some examples, the shrinkage of the strut assembly at 204 involves the longitudinal movement of the lower tubular housing of the strut assembly with respect to the upper tubular housing and pivoting of a forward connection of a lever assembly (for example, connection feedrate 36 of lever assembly 21) with respect to a tilting axis (e.g., tilting axis 34) of the lever assembly. Thus, the shrinkage of the anchor assembly at 204 may include the inclination of the tilting axis at 214 and / or the elevation of the tilting axis in relation to the upper tubular casing at 216. The tilting of the tilting axis at 214 and the elevation of the tilting axis at 216 they generally also result in the elevation of a wheel of a wheel assembly (e.g., wheel hub 56 of the wheel assembly 20) along with the tilting axle.
[0070] Some methods 200 including locking a locking connection assembly (for example, locking connection assembly 106) in an elongated configuration at 220, which can retain the upper bulkhead of the strut assembly is in the lower position when the strut set is in the extended configuration and the compressed configuration. Prior to the shrinking of the anchor assembly at 204 (or substantially simultaneously with it), the locking connection assembly can be unlocked at 222 and moved to its shortened configuration, thus translating the approval 870180013837, of 21/02/2018 , p. 42/286
37/79 upper roof to its upper position to move the prop assembly to the retracted configuration. In some methods 200, unlocking the locking connection assembly 222 may be part of the shrinkage of the strut assembly at 204.
[0071] Methods 200 may include mechanically connecting the shrink mechanism to the retract actuator at 224, so that the shrink mechanism is mechanically slave to the retract actuator and so that the actuation of the retract actuator causes the actuation of the retraction actuator shrinkage.
[0072] Turning now to Figures 13-14, the modalities of the present disclosure can be described in the context of an aircraft manufacturing method and service 500 as shown in Figure 13 and an aircraft 10 as shown in Figure 14. During preproduction, the exemplary method 500 may include specification and design 504 of aircraft 10 and acquisition of material 506. During production, components and subassemblies 508 are manufactured and system integration 510 of aircraft 10. Subsequently, aircraft 10 can pass certification and delivery 512 to be put into service 514. While in service, aircraft 10 is scheduled for routine maintenance and service 516 (which may also include modification, reconfiguration, remodeling, etc.).
[0073] Each of the method 500 processes can be performed or executed by a system integrator, a third party and / or an operator (for example, a customer). For the purposes of this disclosure, a systems integrator may include, without limitation, any number of aircraft manufacturers and major system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors and suppliers; and an operator can be an airline, leasing company, military entity, service organization, and so on.
Petition 870180013837, of 02/21/2018, p. 43/286
38/79 [0074] As shown in Figure 14, aircraft 10 produced by the exemplary method 500 may include a frame 548 with a plurality of systems 520 and an interior 522. Examples of high level systems 520 include one or more of one system propulsion system 524, an electrical system 526, a hydraulic system 528 and an environmental system 530. Any number of other systems can also be included. Although an aerospace example is shown, the principles of the inventions disclosed here can be applied to other industries, such as the automotive industry.
[0075] The apparatus and methods disclosed herein may be used during one or more of the stages of the production and service method 500. For example, components or subassemblies corresponding to the 508 production process may be manufactured or manufactured in a similar manner to components or subsets produced while aircraft 10 is in service. In addition, one or more apparatus modalities, method modalities or a combination of these can be used during production steps 508 and 510, for example, substantially speeding up the assembly or reducing the cost of an aircraft 10. Similarly, one or more of the apparatus modalities, method modalities or a combination of them can be used while the aircraft 10 is in service, for example, and without limitation, for maintenance and service 516.
[0076] Illustrative, non-exclusive examples of the inventive material according to the present disclosure are described in the enumerated paragraphs:
[0077] A1. A strut assembly for an aircraft landing gear structure, in which the strut assembly is configured to move between a compressed configuration, in which the strut assembly has a compressed length when the assembly
Petition 870180013837, of 02/21/2018, p. 44/286
39/79 strut is weighed by an aircraft, an extended configuration in which the strut set has an extended length when the strut set is not weighed by the aircraft and a retracted configuration for stowing the aircraft's undercarriage structure within the aircraft and in which the prop assembly has a retracted length, where the compressed length and the retracted length are less than the extended length, where the compressed length, the retracted length and the extended length are defined along an axis longitudinal of the strut set and where the strut set comprises:
an upper tubular shell;
an upper screen supported by the upper tube shell and configured to be selectively and longitudinally moved with respect to the upper tube shell, between a lower position and an upper position, where the upper screen is in the lower position when the strut assembly is in the compressed configuration and when the strut set is in the extended configuration and the upper bulkhead is in the upper position when the strut set is in the retracted configuration;
a lower tubular casing operably coupled to the upper tubular casing and configured to move longitudinally with respect to the upper tubular casing; and a lower bulkhead fixed with respect to and supported by the lower shell, where the lower shell is configured to be longitudinally moved between a compressed position when the strut assembly is in the compressed configuration and an extended position when the strut assembly is at extended configuration, in which the lower tubular casing is further configured to be selective and longitudinally moved to a stowed position when the strut assembly is in the configuration
Petition 870180013837, of 02/21/2018, p. 45/286
40/79 retracted and in which the anchor assembly is configured so that the translation of the upper bulkhead to the upper position mechanically causes the translation of the lower tubular shell to the retracted position.
[0078] A1.1. The strut assembly, according to paragraph A1, in which the strut assembly defines a pressure chamber, in which the strut assembly has an extended pressure within the pressure chamber when the strut assembly is in the extended configuration and in the retracted configuration, where the strut assembly has a compressed pressure inside the pressure chamber when the strut assembly is in the compressed configuration, where the compressed pressure is greater than the extended pressure, where the pressure chamber has a first internal volume when the strut assembly is in the extended configuration and in the retracted configuration, where the pressure chamber has a second internal volume when the strut assembly is in the compressed configuration and where the first internal volume is greater than the second volume internal.
[0079] A2. The strut assembly, according to paragraph A1 or A1.1, still comprising a third tubular member extending longitudinally from a first end region to a second end region, where the first end region is coupled to the bulkhead upper so that the third tubular member is substantially fixed with respect to the upper bulkhead.
[0080] A2.1. The strut assembly, according to paragraph A2, wherein the third tubular member comprises an orifice support tube.
[0081] A3. The strut assembly, according to paragraph A2 or A2.1, in which the third tubular member is substantially cylindrical.
Petition 870180013837, of 02/21/2018, p. 46/286
41/79 [0082] A4. The strut assembly, according to any one of paragraphs A2-A3, wherein the third tubular member comprises a plurality of holes formed therein, each respective hole extending from an external support pipe wall in a pipe wall. inner support, where the inner support tube wall defines an inner volume of the third tubular member.
[0083] A4.1. The strut assembly, according to paragraph A4, wherein each respective hole of the plurality of holes has a respective hole axis that is substantially orthogonal to the longitudinal axis of the strut assembly.
[0084] A4.2. The strut assembly, according to paragraph A4 or A4.1, in which the plurality of holes is configured to allow a fluid within the inner volume of the third tubular member to exit the third tubular member.
[0085] A5. The strut assembly, according to any of paragraphs A2-A4.2, wherein at least a majority of the third tubular member is positioned within the lower tubular shell when the strut assembly is in the compressed configuration. [0086] A6. The strut assembly, according to any of paragraphs A2-A5, in which a / most of the third tubular member is positioned outside the lower tubular shell and within the upper tubular shell when the strut assembly is in the extended configuration.
[0087] A7. The strut assembly, according to any of paragraphs A2-A6, in which the second end region of the third tubular member is positioned within the lower tubular shell. [0088] A8. The strut assembly, according to any of paragraphs A2-A7, in which the lower tubular housing is configured to be longitudinally moved with respect to the third tubular member.
Petition 870180013837, of 02/21/2018, p. 47/286
42/79 [0089] A9. The strut assembly, according to any of paragraphs A2-A8, wherein the third tubular member is positioned within the upper tubular shell.
[0090] A10. The strut assembly according to any one of paragraphs A2-A9, wherein the second end region of the third tubular member comprises an orifice plate having an orifice formed therein.
[0091] A10.1. The strut assembly, in accordance with paragraph A10, in which a liquid from the strut passes through the orifice of the orifice plate when the strut assembly moves between the compressed configuration and the extended configuration.
[0092] A10.2. The strut assembly, according to paragraph A10 or A10.1, in which the orifice plate is fixed in relation to the upper bulkhead.
[0093] A11. The strut assembly, in accordance with any of paragraphs A10-A10.2, in which the hole crosses the longitudinal axis of the strut assembly.
[0094] A12. The strut assembly, according to any of paragraphs A10-A11, in which the orifice is configured to receive a measuring pin coupled to the lower bulkhead so that the measuring pin is configured to move longitudinally through and with respect to the hole.
[0095] A13. The strut assembly, according to any of paragraphs A2-A12, wherein the strut assembly further comprises a third stop of the tubular member fixed within the second region of the end of the third tubular member.
[0096] A13.1. The strut assembly, according to paragraph A13, wherein the third stop of the tubular member comprises a flange of the orifice plate fixed with respect to a / the orifice plate of the third tubular member.
Petition 870180013837, of 02/21/2018, p. 48/286
43/79 [0097] A14. The strut set, according to paragraph
A13 or A13.1, wherein an internal surface of the third stop of the tubular member is coupled to a / to the external support tube wall of the third tubular member.
[0098] A15. The strut assembly, according to any of paragraphs A13-A14, in which an external surface of the third stop of the tubular member fits the lower tubular shell.
[0099] A15.1. The strut assembly, according to paragraph A15, in which the outer surface of the third stop of the tubular member engages an inner wall of the lower tubular shell.
[00100] A16. The strut assembly according to any one of paragraphs A1-A15.1, in which the lower tubular casing comprises an inner tube stop configured to limit the longitudinal translation of the lower tubular casing with respect to the upper tubular casing.
[00101] A17. The strut set, according to paragraph
A16, in which the inner tube stop is formed on or coupled to an / to the inner wall of the lower tubular shell.
[00102] A18. The strut assembly, according to any of paragraphs A16-A17, wherein the inner tube stop is configured to prevent the lower tubular casing from being removed from the upper tubular casing when the strut assembly is in the extended configuration.
[00103] A19. The strut assembly according to any of paragraphs A16-A18, wherein the inner tube stop is within an upper region of the end of the lower tubular shell. [00104] A20. The strut assembly, according to any of paragraphs A16-A19, wherein a third stop of the tubular member engages the inner tube stop when the strut assembly is in the extended configuration.
Petition 870180013837, of 02/21/2018, p. 49/286
44/79 [00105] A21. The strut assembly according to any of paragraphs A16-A20, in which the inner tube stop is fixed with respect to the lower tubular casing so that the longitudinal movement of the inner tube stop with respect to the upper tubular casing causes the longitudinal movement of the lower tubular casing with respect to the upper tubular casing.
[00106] A22. The strut assembly, according to any one of paragraphs A1-A21, in which the strut assembly is configured so that the translation of the bulkhead higher than the upper position mechanically causes the longitudinal translation of a third tubular member and / the third stop of the tubular member while the third stop of the tubular member is in contact with an inner tube stop of the lower tubular shell, thus causing the translation of the inner tube stop and the lower tubular wrap to the retracted position.
[00107] A23. The strut assembly, according to any one of paragraphs A1-A22, in which, in the extended configuration, the upper bulkhead and the lower tubular shell are mechanically linked together.
[00108] A24. The strut assembly, according to any one of paragraphs A1-A23, wherein the strut assembly further comprises a measuring pin coupled to the lower bulkhead, the measuring pin extending longitudinally from the lower bulkhead towards the bulkhead higher.
[00109] A24.1. The strut assembly, according to paragraph A24, in which the measuring pin is integrally formed with the lower bulkhead.
[00110] A25. The strut set, according to paragraph
A24 or A24.1, where the measuring pin is configured to extend through one orifice of one orifice plate so
Petition 870180013837, of 02/21/2018, p. 50/286
45/79 that the measuring pin is configured to measure and / or control a flow of a / from the strut liquid through the orifice when the strut assembly moves between the compressed configuration and the extended configuration.
[00111] A26. The strut assembly, according to any of paragraphs A24-A25, wherein the measuring pin is at least partially positioned within one / of the third tubular member when the strut assembly is in the compressed configuration. [00112] A27. The strut assembly according to any one of paragraphs A1-A26, in which the lower tubular shell comprises a shelf for positioning and retracting the longitudinal movement of the lower bulkhead with respect to the lower tubular shell.
[00113] A27.1. The strut assembly, according to paragraph A27, in which the shelf is configured to fit a portion of the lower face of the lower bulkhead, the portion of the lower face being opposed to an upper portion of the lower bulkhead that faces the upper bulkhead .
[00114] A28. The strut assembly, according to any one of paragraphs A1-A27.1, further comprising a locking connection assembly comprising an upper connection and a lower connection pivotally coupled to each other, wherein the lower connection is pivotally coupled to the upper bulkhead .
[00115] A29. The strut set, according to paragraph
A28, in which the locking connection set is configured to move between an elongated configuration and a shortened configuration, where the strut assembly is configured so that the locking connection set is in the elongated configuration when the strut assembly is in the compressed configuration and when the strut set is in the extended configuration and the strut set is configured so that the strut set
Petition 870180013837, of 02/21/2018, p. 51/286
46/79 locking link is in the shortened configuration when the strut assembly is in the stowed configuration.
[00116] A30. The strut set, according to paragraph
A29, in which, in the elongated configuration, the upper connection and the lower connection are maintained over the center.
[00117] A31. The strut set, according to paragraph
A29 or A30, in which, in the shortened configuration, the upper connection and the lower connection are not maintained over the center.
[00118] A31.1. The strut assembly, according to any of paragraphs A29-A31, in which the locking connection assembly is configured to withstand the weight forces of the aircraft transferred to the locking connection assembly through the lower tubular member, the lower bulkhead and the upper bulkhead, so that it remains in the elongated configuration when the strut assembly is in the compressed configuration.
[00119] A32. The strut assembly, according to any of paragraphs A29-A31.1, wherein the strut assembly is configured so that the movement of the locking connection assembly from the elongated configuration to the shortened configuration causes the longitudinal translation of the bulkhead higher than the top position.
[00120] A32.1. The strut assembly, according to any of paragraphs A29-A32, in which the movement of the locking connection assembly from the elongated configuration to the shortened configuration causes the longitudinal translation of the lower connection by a first distance and longitudinal translation of the lower tubular shell with respect to the upper tubular shell for a distance substantially equal to the first distance.
[00121] A33. The strut assembly, according to any of paragraphs A28-A32.1, in which the upper connection is coupled to a shrink actuator configured to selectively move the
Petition 870180013837, of 02/21/2018, p. 52/286
47/79 locking connection set between the elongated configuration and the shortened configuration.
[00122] A33.1. The strut assembly, according to any of paragraphs A28-A33, in which the lower connection is coupled to a shrink actuator configured to selectively move the locking connection assembly between the elongated configuration and the shortened configuration.
[00123] A33.2. The strut assembly, according to any of paragraphs A28-A33.1, in which the upper link is pivotally coupled to a fixed structure of the aircraft, of which the structure of the aircraft's landing gear is a component.
[00124] A33.3. The strut assembly, according to any of paragraphs A28-A33.2, wherein the locking connection assembly comprises an upper pin rotatingly coupling the upper connection to the aircraft.
[00125] A33.4. The strut assembly according to any of paragraphs A28-A33.3, wherein the locking connection assembly comprises a pin-apex rotatingly coupling the upper connection to the lower connection.
[00126] A33.5. The strut assembly, according to any of paragraphs A28-A33.4, wherein the locking connection assembly comprises a lower pin rotatingly coupling the lower connection to the upper bulkhead of the strut assembly.
[00127] A33.6. The strut assembly, according to any of paragraphs A28-A33.5, wherein the locking connection assembly comprises a drive connection coupling the lower connection to a / the shrink actuator.
[00128] A34. The strut assembly, according to any of paragraphs A28-A33.6, in which, when the strut assembly is in the compressed configuration, the locking connection assembly
Petition 870180013837, of 02/21/2018, p. 53/286
48/79 prevents the longitudinal translation of the upper bulkhead away from the lower bulkhead.
[00129] A35. The strut assembly, according to any one of paragraphs A1-A34, in which a pressure chamber is defined between the lower and upper bulkheads and within the upper tubular shell and the lower tubular shell.
[00130] A35.1. The strut assembly, according to paragraph A35, in which an orifice plate is positioned inside the pressure chamber.
[00131] A35.2. The strut assembly, according to paragraph A35 or A35.1, in which a measuring pin is positioned inside the pressure chamber.
[00132] A36. The strut assembly, according to any of paragraphs A35-A35.2, wherein the upper bulkhead forms a gas seal within the upper tubular shell, thereby substantially preventing a strut liquid or strut gas from escaping of the pressure chamber in the upper bulkhead.
[00133] A36.1. The strut assembly, according to paragraph A36, in which the gas seal is a dynamic gas seal. [00134] A36.2. The strut assembly, according to paragraph A36 or A36.1, in which the gas seal is formed between an external surface of the upper bulkhead and an internal surface of the upper tubular shell.
[00135] A37. The strut assembly, according to any of paragraphs A35-A36.2, further comprising a volume of strut liquid and a mass of strut gas positioned within the pressure chamber, where the strut gas mass has a compressed pressure when the strut set is in the compressed configuration, an extended pressure when the strut set is in the extended configuration and a retracted pressure when Petition 870180013837, of 21/02/2018, pg. 54/286
49/79 the anchor assembly is in the retracted configuration and the compressed pressure is greater than the extended pressure and the retracted pressure.
[00136] A38. The strut set, according to any of paragraphs A1-A37, in which the strut set is configured to move between the compressed configuration, the extended configuration and the retracted configuration without the use of sensors or feedback data.
[00137] A39. The strut assembly according to any of paragraphs A1-A38, in which the upper tubular casing is configured to be operable and rotatably coupled on a retraction axis within an aircraft wheel cavity and on which the retraction axis is transversal to the longitudinal axis of the strut assembly.
[00138] A40. The strut assembly according to any one of paragraphs A1-A39, in which one of the upper tubular shell and the lower tubular shell comprises an outer tubular shell, the other of the upper tubular shell and the lower tubular shell comprises a inner tubular shell and the inner tubular shell extends within the outer tubular shell.
[00139] A41. The strut assembly, according to any of paragraphs A1-A40, in which at least one of the upper tubular casing and the lower tubular casing defines a recoil chamber and in which the strut assembly further comprises:
a backflow valve positioned between a pressure chamber and the backflow chamber, where the backflow valve is configured to regulate the flow of a / from the anchor liquid between the pressure chamber and the backflow chamber when the assembly strut moves between the extended configuration and the compressed configuration.
Petition 870180013837, of 02/21/2018, p. 55/286
50/79 [00140] A42. The strut set, according to paragraph
A41, in which the withdrawal chamber is defined between the upper tubular casing and the lower tubular casing.
[00141] A43. The strut set, according to paragraph
A41 or A42, in which the withdrawal valve is further configured to selectively prevent the flow of strut liquid between the pressure chamber and the withdrawal chamber when the strut assembly moves between the extended configuration and the retracted configuration.
[00142] A44. The strut assembly according to any one of paragraphs A1-A42, where the strut assembly still comprises upper bearings and lower bearings configured to radially separate the upper tubular housing from the lower tubular housing and in which the upper bearings and bearings lower ones are further configured to facilitate the longitudinal translation of the lower tubular housing with respect to the upper tubular housing as the strut assembly is moved between the extended configuration and the compressed configuration, and / or between the extended configuration and the retracted configuration.
[00143] A45. The strut set, according to paragraph
A44, in which the upper bearings are spaced longitudinally from the lower bearings so that a recoil chamber is defined between the upper bearings and the lower bearings.
[00144] A46. The strut assembly, according to any one of paragraphs A1-A45, in which the extended length is 1.1-1.5 times greater than the retracted length.
[00145] A47. The strut assembly, according to any of paragraphs A1-A46, in which a difference between the extended length and the retracted length is in a range of 25.4 to 63.5
Petition 870180013837, of 02/21/2018, p. 56/286
51/79 centimeters (10 to 25 inches), 25.4 to 50.8 centimeters (10 to 20 inches), 25.4 to 38.1 centimeters (10 to 15 inches), 38.1 to 63.5 centimeters ( 15 to 25 inches), 38.1 to 50.8 centimeters (15 to 20 inches), or 50.8 to 63.5 centimeters (20 to 25 inches).
[00146] A48. The strut assembly, according to any one of paragraphs A1-A47, in which there is substantially no compression of a strut fluid or strut gas within the strut assembly during the movement of the strut assembly to the stowed configuration.
[00147] A49. The strut assembly, according to any one of paragraphs A1-A48, further comprising a shrink actuator configured to selectively move the upper bulkhead between the lower position and the upper position.
[00148] A50. An aircraft landing gear structure comprising the strut assembly, according to any of paragraphs A1-A49, the aircraft landing gear structure further comprising:
at least one wheel assembly operably coupled to the lower tubular casing of the strut assembly.
[00149] A50.1. The aircraft's undercarriage structure, according to paragraph A50, in which the aircraft's undercarriage structure is configured to be stored within an aircraft wheel cavity, within a train storage section. landing within the aircraft, and / or within a wheel storage section within the aircraft.
[00150] A50.2. The structure of the aircraft's landing gear, in accordance with paragraph A50 or A50.1, still comprising a lever assembly operably coupled to the strut assembly and still operably coupled to the wheel assembly via an axle.
Petition 870180013837, of 02/21/2018, p. 57/286
52/79 [00151] A51. The structure of the aircraft's landing gear, in accordance with paragraph A50.2, in which the lever assembly is semi-levered.
[00152] A52. The structure of the aircraft's landing gear, in accordance with any of paragraphs A50-A51, in which the lower tubular casing is directly coupled to at least one wheel assembly and / or a lever assembly.
[00153] A53. The structure of the aircraft's landing gear, according to any of paragraphs A50-A51, in which the lower tubular casing is operably coupled to at least one wheel assembly and / or to a lever assembly through one or more intermediate members.
[00154] B1. An aircraft, comprising:
a fuselage;
a wing assembly operably coupled to the fuselage, wherein one or more of the fuselage and the wing assembly define one or more wheel cavities, landing gear storage sections, and / or wheel storage sections; and one or more of the strut assemblies and / or aircraft landing gear structures, in accordance with any of paragraphs A1-A53 operably coupled to the fuselage and / or wing assembly, wherein one or more of the strut assemblies and / or aircraft landing gear structures are configured to be stored in one or more wheel hollows, landing gear storage sections, and / or wheel storage sections during flight.
[00155] B2. The aircraft, in accordance with paragraph B1, in which the upper tubular casing of the strut assembly is coupled to the aircraft fuselage.
Petition 870180013837, of 02/21/2018, p. 58/286
53/79 [00156] C1. A method of retracting an anchor assembly for piercing the aircraft's landing gear into an aircraft, the method comprising:
shrinkage of the strut assembly by longitudinally moving an upper bulkhead within an upper tubular shell from a lower position to a higher position, where the longitudinal translation of the upper bulkhead mechanically causes the translation of a lower tubular shell relative to the upper tubular shell.
[00157] C2. The method, in accordance with paragraph C1, further comprising the provision of an aircraft having one or more sets of the aircraft's prop and / or undercarriage structures, in accordance with any of paragraphs A1-A53.
[00158] C2.1. The method, in accordance with paragraph C1, further comprising providing one or more sets of the aircraft's props and / or landing gear structures, in accordance with any of paragraphs A1-A53.
[00159] C3. The method, according to any of paragraphs C1-C2.1, still comprising locking one / the locking connection assembly in one / in the elongated configuration, thereby retaining the upper bulkhead in the lower position.
[00160] C4. The method, according to any one of paragraphs C1-C3, still comprising unlocking one / of the locking connection set and movement of the locking connection set to a / in the shortened configuration, thus longitudinally moving the upper bulkhead in the upper position .
[00161] C5. The method, according to any of paragraphs C1-C4, in which the longitudinal movement of the upper bulkhead to the upper position causes the strut assembly to move to a retracted configuration.
Petition 870180013837, of 02/21/2018, p. 59/286
54/79 [00162] C6. The method, according to any of paragraphs C1-C5, in which the longitudinal movement of the upper bulkhead to the upper position is performed after the aircraft takes off.
[00163] C7. The method, in accordance with any of paragraphs C1-C6, still comprising piercing the aircraft's undercarriage structure inside the aircraft.
[00164] C8. The method, according to any of paragraphs C1-C7, wherein the upper bulkhead partially defines a pressure chamber within the strut assembly.
[00165] C9. The method, according to any of paragraphs C1-C8, wherein the set of strut is the set of strut, according to any of paragraphs A1-A49.
[00166] C10. The method, in accordance with any one of paragraphs C1-C9, further comprising retracting the prop assembly within a wheel cavity, an aircraft landing gear storage section, or an aircraft wheel storage section.
[00167] C11. The method, according to paragraph C10, in which the retraction of the strut set is performed by a retract actuator and in which the retract actuator activates a shrinking mechanism that performs the shrinking of the strut set.
[00168] C12. The method, according to any of paragraphs C10-C11, in which the retraction of the strut assembly comprises retraction of the strut assembly and a wheel assembly operably coupled to the strut assembly and in which the wheel assembly comprises a semi-levered wheel assembly.
[00169] C13. The method, according to any one of the paragraphs C1-C12, in which the shrinking of the strut assembly comprises translation from the upper bulkhead to the upper position and thus mechanically causes the longitudinal translation of a third member
Petition 870180013837, of 02/21/2018, p. 60/286
55/79 tubular and a third stop of the tubular member while the third stop of the tubular member contacts and causes longitudinal translation of one / of the inner tube stop of the lower tubular shell, thus causing the translation of the lower tubular shell to a / a stowed position.
[00170] D1. The use of the aircraft's landing gear strut or structure assembly in accordance with any of paragraphs A1-A53 on an aircraft.
[00171] D2. The use of the aircraft's landing gear strut or structure assembly in accordance with any of paragraphs A1-A53 to store the aircraft's landing gear structure in the retracted configuration within an aircraft during flight.
[00172] D3. The use of the aircraft, in accordance with any of paragraphs B1-B2, to transport people and / or cargo.
[00173] E1. A structure of the aircraft's landing gear, comprising:
a strut set having a longitudinal axis, where the strut set is configured to move between a compressed configuration in which the strut set has a compressed length when the strut set is weighed by an aircraft, an extended configuration in which the strut assembly has an extended length when the strut assembly is not weighed by the aircraft and a retracted configuration for stowing the aircraft's landing gear structure within an aircraft wheel cavity, a landing gear storage section, or a wheel storage section and in which the strut assembly has a retracted length, where the compressed length and the retracted length are less than the extended length and where the strut assembly comprises:
an upper tubular shell;
Petition 870180013837, of 02/21/2018, p. 61/286
56/79 a lower tubular casing operably coupled to the upper tubular casing and configured to be longitudinally moved with respect to the upper tubular casing, wherein the lower tubular casing is configured to be longitudinally moved between a compressed position when the strut assembly is in configuration compressed and an extended position when the strut assembly is in the extended configuration, where the lower tubular shell is further configured to be selective and longitudinally moved in a retracted position when the strut assembly is in the retracted configuration; and a shrinkage mechanism at least partially contained within the upper tubular shell and / or the lower tubular shell; and a lever assembly operably coupled to the lower tubular housing of the strut assembly, the lever assembly comprising:
a feed connection pivotally coupled to the upper tubular housing through a first joint of the connection shaft; and a tilting axle pivotally coupled to a second joint of the connecting shaft of the feed connection, wherein the tilting axle is further pivotally coupled to the lower tubular casing, wherein the tilting axle is still pivotally coupled with respect to a wheel of an assembly wheel, where the tilting axle is coupled with respect to the strut assembly so that the longitudinal translation of the lower tubular housing with respect to the upper tubular housing causes pivoting of the feed connection and the tilting shaft with respect to each other and where the shrinking mechanism is configured to selectively and longitudinally move the lower tubular casing with respect to the upper tubular casing, thus causing the forward link and tilting axis to pivot with respect to each other.
Petition 870180013837, of 02/21/2018, p. 62/286
57/79 [00174] E2. The structure of the aircraft's landing gear, according to paragraph E1, in which the tilting axis is configured in such a way that the longitudinal translation of the lower tubular casing with respect to the upper tubular casing causes the longitudinal translation of a joint of the middle pivot of the tilting axis in relation to the upper tubular casing, in which the middle pivot joint pivotally couples the tilting axis to the lower tubular casing.
[00175] E3. The structure of the aircraft's landing gear, according to any one of paragraphs E1-E2, in which the tilting axis comprises a point of the tilting pivot which is pivotally coupled to the second joint of the forward link connection axis.
[00176] E3.1. The structure of the aircraft's landing gear, according to paragraph E3, in which the point of the tilting pivot is positioned within a region of the forward end of the tilting axis.
[00177] E4. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E3.1, in which the tilting axle is pivotally coupled with respect to the wheel within a region from the end to the stern of the tilting axle.
[00178] E4.1. The structure of the aircraft's landing gear, in accordance with paragraph E4, in which the region of the tip-to-stern of the tilting axle is opposite to a region of the leading end of the tilting axle.
[00179] E4.3. The structure of the aircraft's landing gear, according to any of paragraphs E4-E4.1, in which the tilting axle is pivotally coupled with respect to the wheel within the region of the tip-to-stern of the tilting axle through an axis.
[00180] E5. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E4.3, in which a middle pivot joint of the tilting axle is positioned between a point of the base pivot 870180013837, of 21/02 / 2018, p. 63/286
58/79 of the tilting axle and a region from the tip to the stern of the tilting axle.
[00181] E6. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E5, wherein the first joint of the link shaft is positioned within a first region of the end of the forward link.
[00182] E7. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E6, wherein the second link shaft joint is positioned within a second region of the forward link end.
[00183] E8. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E7, in which a second end region of the forward link is opposite to a first region of the end of the forward link.
[00184] E9. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E8, in which the tilting axis and the forward connection define a pivot angle, in which a pivot angle vertex opens towards the lower tubular shell, where the pivot angle is formed by an intersection between a first line and a second line, where the first line crosses the central points of the first joint of the connecting axis and the second joint of the connecting axis and where the second line crosses the central points of a / of the tilting pivot point and an axis.
[00185] E10. The structure of the aircraft's landing gear, according to paragraph E9, in which the pivot angle is acute when the prop assembly is in the compressed configuration.
[00186] E11. The structure of the aircraft's landing gear, according to paragraph E9 or E10, in which the pivot angle is obtuse when the prop assembly is in the extended configuration.
[00187] E12. The structure of the aircraft's landing gear, according to
Petition 870180013837, of 02/21/2018, p. 64/286
59/79 with any of paragraphs E9-E11, in which the pivot angle is obtuse when the strut set is in the retracted configuration. [00188] E13. The structure of the aircraft's landing gear, according to any of paragraphs E9-E12, in which the pivot angle is approximately a right angle when the prop assembly is in the retracted configuration.
[00189] E13.1. The structure of the aircraft's landing gear, according to any of paragraphs E9-E13, in which the pivot angle is smaller when the strut set is in the retracted configuration than when the strut set is in the extended configuration.
[00190] E14. The structure of the aircraft's landing gear, according to any of paragraphs E9-E13.1, in which the pivot angle is acute when the prop assembly is in the retracted configuration. [00191] E14.1. The structure of the aircraft's landing gear, in accordance with any of paragraphs E9-E14, in which the lever assembly is configured so that the longitudinal translation of the lower tube housing with respect to the upper tube housing causes the pivot angle change it.
[00192] E14.2. The structure of the aircraft's landing gear, in accordance with any of paragraphs E9-E14.1, in which the lever assembly is configured so that the longitudinal translation of the lower tube housing with respect to the upper tube housing of the extended configuration for the retracted configuration reduces the pivot angle, thus tilting the tilting axis and / or the forward link.
[00193] E15. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E14.2, still comprising the wheel assembly, wherein the wheel assembly is a single axle wheel assembly.
Petition 870180013837, of 02/21/2018, p. 65/286
60/79 [00194] E16. The structure of the aircraft's landing gear, according to any of paragraphs E1-E15, in which the lever assembly is semi-levered.
[00195] E17. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E16, in which the lever assembly is configured so that the longitudinal translation of the lower tube housing with respect to the upper tube housing causes the longitudinal translation of a / from the tip to stern region of the tilting axis with respect to the upper tubular casing.
[00196] E18. The structure of the aircraft's landing gear, according to paragraph E17, in which the aircraft's landing gear structure is configured so that the longitudinal translation of the lower tube housing with respect to the upper tube housing causes a greater longitudinal translation of the region from the tip to the stern of the tilting axis in relation to the upper tubular casing.
[00197] E19. The structure of the aircraft's landing gear, according to paragraph E18, in which the structure of the aircraft's landing gear is configured so that the longitudinal translation of the lower tube housing with respect to the upper tube housing causes a longitudinal translation of the region from the tip to the stern of the tilting axis with respect to the upper tubular casing which is at least 1.25 times larger, at least 1.5 times larger, at least 1.75 times larger, at least twice larger, at least 2.5 times greater, at least 3 times greater, and / or at least 5 times greater than the longitudinal translation of the lower tubular shell.
[00198] E20. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E19, in which the aircraft's landing gear structure is configured so that when the prop assembly is moved from the extended configuration to the retracted configuration, a general length of the aePetition landing gear structure 870180013837, of 02/21/2018, pg. 66/286
61/79 is reduced by an amount of shortening, the amount of shortening being greater than a difference between the extended length of the strut assembly in the extended configuration and the retracted length of the strut assembly in the retracted configuration. [00199] E21. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E20, wherein the strut set is the strut set, according to any of paragraphs A1-A49.
[00200] E21.1. The structure of the aircraft's landing gear, according to paragraph E21, in which the shrinking mechanism comprises the upper bulkhead of the prop assembly.
[00201] E21.2. The structure of the aircraft's landing gear, in accordance with any of paragraphs E21-E21.1, wherein the shrinking mechanism comprises an inner tube stop within the lower tubular shell.
[00202] E21.3. The structure of the aircraft's landing gear, in accordance with any of paragraphs E21-E21.2, wherein the shrinking mechanism comprises a strut assembly locking connection assembly.
[00203] E21.4. The structure of the aircraft's landing gear, in accordance with any of paragraphs E21-E21.3, wherein the shrinking mechanism comprises a third tubular member of the strut assembly.
[00204] E21.5. The structure of the aircraft's landing gear, according to any of paragraphs E21-E21.4, in which the shrinking mechanism is coupled to the upper bulkhead of the strut assembly.
[00205] E21.6. The structure of the aircraft's landing gear, in accordance with any of paragraphs E21-E21.5, wherein the shrinkage mechanism comprises a shrinkage actuator of the
Petition 870180013837, of 02/21/2018, p. 67/286
62/79 strut set, the shrink actuator being configured to activate the shrink mechanism to move the strut set between the extended configuration and the retracted configuration. [00206] E21.7. The aircraft's landing gear structure, according to any of paragraphs E21-E21.6, wherein the shrinking mechanism is mechanically connected to a retract actuator configured to retract the aircraft's landing gear structure within the aircraft .
[00207] E21.8. The structure of the aircraft's landing gear, according to paragraphs E21.6 and E21.7, where the retract actuator is the shrink actuator.
[00208] E22. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E21.8, wherein the strut assembly still comprises one or more forks from the lower tubular casing extending from the lower tubular casing.
[00209] E23. The structure of the aircraft's landing gear, according to paragraph E22, in which the forks of the lower tubular casing are tilted towards a forward end of the aircraft so that the structure of the aircraft's landing gear is configured so that the tilting shaft does not come into contact with the upper tubular housing in any of the compressed configuration, the extended configuration, or the retracted configuration.
[00210] E24. The structure of the aircraft's landing gear, according to paragraph E22 or E23, in which the tilting axle is pivotally coupled to one or more forks in the lower tubular shell of the lower tubular shell.
[00211] E25. The structure of the aircraft's landing gear, according to any of paragraphs E22-E24, in which a middle pivot joint pivotally couples the tilting shaft to one or more forks in the lower tubular casing.
Petition 870180013837, of 02/21/2018, p. 68/286
63/79 [00212] E26. The structure of the aircraft's landing gear, according to any of paragraphs E22-E25, in which one or more of the forks of the lower tubular casing are rotatably coupled to a brake rod and in which the brake rod is still rotatably coupled to the wheel of the wheel assembly.
[00213] E27. The structure of the aircraft's landing gear, in accordance with any of paragraphs E1-E26, in which the shrinking mechanism is positioned completely within the upper tubular shell and / or the lower tubular shell.
[00214] E28. The structure of the aircraft's landing gear, according to any of paragraphs E1-E27, in which the shrinking mechanism is not external to the upper tubular casing and the lower tubular casing.
[00215] E29. The structure of the aircraft's landing gear, according to any of paragraphs E1-E28, wherein the shrinkage mechanism comprises an oil shrinkage mechanism. [00216] F1. An aircraft, comprising:
a fuselage;
a wing assembly operably coupled to the fuselage, wherein one or more of the fuselage and the wing assembly define one or more wheel cavities, landing gear storage sections, and / or wheel storage sections; and one or more of the aircraft's landing gear structures, in accordance with any of paragraphs E1-E29 operably coupled to the fuselage and / or wing assembly, in which one or more of the aircraft's landing gear structures are configured to be stored within one or more wheel hollows, landing gear storage sections, and / or wheel storage sections during flight.
[00217] G1. A method of retracting a train structure
Petition 870180013837, of 02/21/2018, p. 69/286
64/79 landing the aircraft for piercing within an aircraft, the method comprising:
supply of the aircraft's landing gear structure, in which the aircraft's landing gear structure comprises a strut assembly and a semi-levered lever assembly;
shrinking the strut assembly of the aircraft's landing gear structure so that a lower tubular casing of the strut assembly is longitudinally moved relative to an upper tubular casing of the strut assembly and so that a forward connection of the lever assembly is rotated with respect to a tilting axis of the lever assembly, in which the shrinkage of the strut assembly is selectively carried out by a shrinking mechanism positioned at least partially within the upper tubular shell and / or the lower tubular shell; and retraction of the aircraft's undercarriage structure inside the aircraft, and piercing of the aircraft's undercarriage structure inside the aircraft.
[00218] G1.1. The method, according to paragraph G1, in which the retraction of the aircraft's landing gear structure is carried out after the shrinking of the prop assembly [00219] G1.2. The method, according to paragraph G1, in which the shrinking of the prop assembly and the retraction of the aircraft's landing gear structure are carried out substantially simultaneously.
[00220] G2. The method, according to any of paragraphs G1-G1.2, wherein the provision of the aircraft's landing gear structure comprises the provision of an aircraft having one or more strut assemblies and / or aircraft landing gear structures , in accordance with any of paragraphs A1-A53.
Petition 870180013837, of 02/21/2018, p. 70/286
65/79 [00221] G3. The method, in accordance with any of paragraphs G1-G2, in which the provision of the aircraft's landing gear structure comprises provision of the aircraft's landing gear structure, in accordance with any of paragraphs E1-E29, and / or supply of an aircraft comprising the same.
[00222] G4. The method, according to any of paragraphs G1-G3, in which the shrinkage of the strut assembly comprises longitudinal movement from one / the upper bulkhead within the upper tubular shell from one / from the lower position to a higher position, in that the longitudinal movement of the upper bulkhead mechanically causes the lower tubular shell to translate with respect to the upper tubular shell.
[00223] G5. The method, according to any of paragraphs G1-G4, further comprising locking one / the locking connection assembly in one / in the elongated configuration, thus retaining an upper bulkhead in a / in the lower position within the tubular shell higher.
[00224] G6. The method, according to any of paragraphs G1-G5, in which the shrinkage of the strut assembly comprises unlocking one / the locking connection set and movement of the locking connection set for a shortened configuration, thus longitudinal movement from an upper bulkhead to an upper position within the upper tubular shell.
[00225] G7. The method, according to any of paragraphs G1-G6, in which the shrinking of the strut assembly causes the strut assembly to move to a stowed position. [00226] G8. The method, according to any of paragraphs G1-G7, in which the strut set is shrunk after the aircraft takes off.
Petition 870180013837, of 02/21/2018, p. 71/286
66/79 [00227] G9. The method, according to any of paragraphs G1-G8, wherein an upper bulkhead within the upper tubular shell partially defines a pressure chamber within the strut assembly.
[00228] G10. The method, according to any of paragraphs G1-G9, in which the strut set is the strut set, according to any of paragraphs A1-A49.
[00229] G11. The method, according to any of paragraphs G1-G10, wherein the shrinkage of the strut assembly raises one wheel of the wheel assembly with respect to the upper tubular casing of the strut assembly.
[00230] H1. The use of the aircraft's landing gear structure in accordance with any of paragraphs E1-E29 on an aircraft. [00231] H2. The use of the aircraft's landing gear structure in accordance with any of paragraphs E1-E29 to store the aircraft's landing gear structure in the retracted configuration within an aircraft during flight.
[00232] H3. The use of the aircraft, in accordance with paragraph F1 to transport people and / or cargo.
[00233] I1. A shrink actuator for an aircraft landing gear structure for an aircraft, where the shrink actuator is configured to move an aircraft landing gear strut assembly between an extended configuration and a retracted configuration and in which the shrink actuator is a retract actuator that is further configured to retract the aircraft's landing gear structure into the aircraft for stowing during the flight.
[00234] I2. The shrinkage actuator, according to paragraph I1, in which the shrinkage actuator comprises a translucent beam actuator.
Petition 870180013837, of 02/21/2018, p. 72/286
67/79 [00235] I3. The shrinkage actuator, according to any of paragraphs I1-I2, where the strut set is the strut set, according to any of paragraphs A1-A49.
[00236] I4. The shrink actuator, according to any one of paragraphs I1-I3, in which a shrink mechanism is slave to the shrink actuator so that the shrink mechanism and the shrink actuator are mechanically connected and so that the actuation of the shrinking actuator causes the actuation of the shrinking mechanism, thus moving the strut assembly between the extended configuration and the retracted configuration.
[00237] I5. The shrinkage actuator, according to any of paragraphs I1-I4, in which the aircraft's landing gear structure is configured so that the actuation of the shrinkage actuator causes a tilting axis of the aircraft's landing gear structure aircraft tilts with respect to the strut assembly, thereby raising or lowering a wheel of the aircraft's landing gear structure with respect to a top tubular casing of the strut assembly.
[00238] I6. The shrinkage actuator, in accordance with any of paragraphs I1-I5, still comprising the structure of the aircraft's landing gear.
[00239] I7. The shrinkage actuator according to any of paragraphs I1-I6, in which the aircraft's landing gear structure is the aircraft's landing gear structure, in accordance with any of paragraphs E1-E29 or A50-A53 .
[00240] I8. The shrink actuator, according to any of paragraphs I1-I7, in which the shrink actuator is configured so that the pivot of the shrink actuator on a retraction axis causes the activation of one /
Petition 870180013837, of 02/21/2018, p. 73/286
68/79 shrinkage, thus moving the strut assembly between the extended configuration and the retracted configuration.
[00241] I9. A structure of the aircraft's landing gear, comprising:
the shrinkage actuator, in accordance with any of paragraphs I1-I8; and a shrinking mechanism comprising a locking connection assembly, wherein the locking connection assembly comprises an upper connection and a lower connection pivotally coupled to each other, wherein the lower connection is pivotally coupled to an upper bulkhead of the strut assembly .
[00242] I10. The structure of the aircraft's landing gear, according to paragraph I9, still comprising the prop assembly. [00243] I11. The structure of the aircraft's landing gear, according to any one of paragraphs I9-I10, in which the locking connection set is configured to move between an elongated configuration and a shortened configuration, in which the prop assembly is configured so that the locking connection set is in the stretched configuration when the strut set is in a / in the compressed configuration and when the strut set is in the extended configuration and where the strut set is configured so that the set of struts locking link is in the shortened configuration when the strut assembly is in the retracted configuration, where a / the retracted length of the strut assembly in the retracted configuration and a / the compressed length of the strut assembly in the compressed configuration is less than a / the extended length of the strut assembly in the extended configuration. [00244] I12. The structure of the aircraft's landing gear, according to paragraph I11, in which, in the elongated configuration, the upper link and the lower link are maintained over the center.
Petition 870180013837, of 02/21/2018, p. 74/286
69/79 [00245] I13. The structure of the aircraft's landing gear, according to paragraph I11 or I12, in which, in the shortened configuration, the upper link and the lower link are not maintained over the center. [00246] I14. The structure of the aircraft's landing gear, in accordance with any of paragraphs I11-I13, in which the strut assembly is configured so that the movement of the locking connection assembly from the elongated configuration to the shortened configuration causes longitudinal translation from the upper bulkhead to an upper position within the strut assembly.
[00247] I15. The structure of the aircraft's landing gear, according to any of paragraphs I11-I14, in which the movement of the locking connection assembly from the elongated configuration to the shortened configuration causes the longitudinal translation of the lower connection by a first distance and translation longitudinal length of one of the lower tubular casing with respect to one of the upper tubular casing by a distance substantially equal to the first distance.
[00248] I16. The aircraft's landing gear structure, according to any of paragraphs I11-I15, in which the upper link is coupled to the shrink actuator and in which the shrink actuator is configured to selectively move the locking link assembly between the elongated configuration and the shortened configuration.
[00249] I17. The aircraft's landing gear structure, according to any of paragraphs I11-I16, in which the bottom link is coupled to the shrink actuator and in which the shrink actuator is configured to selectively move the locking link assembly between the elongated configuration and the shortened configuration.
[00250] I18. The structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I17, in which the upper link is
Petition 870180013837, of 02/21/2018, p. 75/286
70/79 rotatingly coupled to a fixed structure of an aircraft, of which the aircraft's landing gear structure is a component. [00251] I19. The structure of the aircraft's landing gear, according to any of paragraphs I9-I18, in which the locking connection assembly comprises an upper pin rotatingly coupling the upper connection to the aircraft.
[00252] I20. The structure of the aircraft's landing gear, according to any one of paragraphs I9-I19, in which the locking connection assembly comprises a pin-apex rotatingly coupling the upper connection to the lower connection.
[00253] I21. The structure of the aircraft's landing gear, according to any one of paragraphs I9-I20, in which the locking connection assembly comprises a lower pin rotatingly coupling the lower connection to the upper bulkhead of the strut assembly.
[00254] I22. The aircraft's landing gear structure, according to any of paragraphs I9-I21, in which the shrink actuator is configured to move between a retracted configuration, in which the aircraft's landing gear structure is retracted within the aircraft for in-flight stowage and a ground configuration, in which the aircraft's landing gear structure is positioned outside an aircraft wheel cavity, where actuation of the shrink actuator causes the shrink actuator to move between the collapsed configuration and the soil configuration. [00255] I22.1. The aircraft's landing gear structure, according to any of paragraphs I9-I22, wherein the locking connection assembly comprises a drive connection coupling the lower connection to the shrink actuator.
[00256] I22.2. The structure of the aircraft's landing gear, according to paragraph I22.1, in which the actuation of the shrink actuator moves the actuation connection with respect to the aircraft.
Petition 870180013837, of 02/21/2018, p. 76/286
71/79 [00257] I22.3. The structure of the aircraft's landing gear, according to any of paragraphs I22.1-I22.2, in which the drive connection is rotatably coupled to the shrink actuator within a first region of the end of the drive connection and in that the drive connection is pivotally coupled to the lower connection of the lock connection assembly within a second region of the end of the drive connection, the second region of the end of the drive connection being opposite the first region of the end of the drive connection.
[00258] I22.4. The structure of the aircraft's landing gear, according to any of paragraphs I22.1-I22.3, in which the actuation of the shrink actuator towards a collapsed configuration causes the locking connection assembly to move in towards a shortened configuration and where actuation of the shrinkage actuator towards a ground configuration causes the locking connection assembly to move towards an elongated configuration via the drive connection.
[00259] I22.5. The structure of the aircraft's landing gear, in accordance with any of paragraphs I22.1-I22.4, in which the drive connection is coupled to the locking connection assembly adjacent to a / apex of the connection assembly locking.
[00260] I22.6. The structure of the aircraft's landing gear, in accordance with any of paragraphs I22.1-I22.5, in which the shrink actuator is configured so that the shrinkage actuator pivot over a retraction axis causes a translation of the drive link in relation to the retraction axis and where the translation of the drive link activates the shrinking mechanism, thus moving the strut assembly between the extended configuration and the retracted configuration.
Petition 870180013837, of 02/21/2018, p. 77/286
72/79 [00261] I23. The structure of the aircraft's landing gear, according to any of paragraphs I9-I22.6, in which, when the strut assembly is in a / in the compressed configuration, the locking connection assembly prevents the longitudinal translation of the bulkhead upper part of a / from the lower bulkhead of the strut assembly.
[00262] I24. The structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I23, in which the shrinking mechanism comprises the upper bulkhead of the prop assembly. [00263] I25. The structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I24, wherein the shrinking mechanism comprises an inner tube stop within a lower tubular shell.
[00264] I26. The structure of the aircraft's landing gear, according to any of paragraphs I9-I25, wherein the shrinking mechanism comprises a third tubular member of the strut assembly.
[00265] I27. The structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I26, in which the shrinking mechanism is coupled to the upper bulkhead of the strut assembly. [00266] I28. The structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I27, in which the shrinkage mechanism comprises the shrinkage actuator.
[00267] I29. The aircraft's landing gear structure, according to any of paragraphs I9-I28, wherein the shrinking mechanism is mechanically connected to the retract actuator configured to retract the aircraft's landing gear structure within the aircraft.
[00268] I30. The aircraft's landing gear structure, according to paragraph I29, in which the retract actuator is configured
Petition 870180013837, of 02/21/2018, p. 78/286
73/79 to retract the aircraft's landing gear structure into the aircraft via a retraction mechanism.
[00269] I31. The structure of the aircraft's landing gear, according to paragraph I30, still comprising the retraction mechanism.
[00270] I32. The structure of the aircraft's landing gear, in accordance with any of paragraphs I30-I31, in which the retraction mechanism is coupled to the strut assembly and the aircraft.
[00271] I33. The aircraft's landing gear structure, according to any of paragraphs I30-I32, in which the retract actuator is extended as the retract actuator moves from one of the ground configurations to a retracted configuration. [00272] J1. An aircraft, comprising:
a fuselage;
a wing assembly operably coupled to the fuselage, wherein one or more of the fuselage and the wing assembly define one or more wheel cavities, landing gear storage sections, and / or wheel storage sections;
one or more of the aircraft's landing gear structures, in accordance with any of paragraphs E1-E29, operably coupled to the fuselage and / or wing assembly, in which one or more of the aircraft's landing gear structures are configured to be stored within one or more of the wheel cavities, landing gear storage sections, and / or wheel storage sections during flight; and one or more of the shrink actuators, in accordance with any of paragraphs I1-I8.
[00273] J2. An aircraft, comprising:
a fuselage;
a wing assembly operably coupled to the fuselage,
Petition 870180013837, of 02/21/2018, p. 79/286
74/79 in which one or more of the fuselage and wing assembly define one or more wheel cavities, landing gear storage sections, and / or wheel storage sections;
one or more of the strut assemblies, according to any of paragraphs A1-A49, operably coupled to the fuselage and / or the wing assembly, wherein one or more of the strut assemblies are configured to be stored within one or more wheel hollows, landing gear storage sections, and / or wheel storage sections during flight; and one or more of the shrinkage actuators, in accordance with any of paragraphs I1-I8.
[00274] J3. An aircraft, comprising:
a fuselage;
a wing assembly operably coupled to the fuselage, wherein one or more of the fuselage and the wing assembly define one or more wheel cavities, landing gear storage sections, and / or wheel storage sections;
one or more of the aircraft's landing gear structures, in accordance with any of paragraphs I9-I33, operably coupled to the fuselage and / or wing assembly, in which the retract actuator is configured to retract one or more of the structures of the aircraft's landing gear to be stored within one or more wheel hollows, landing gear storage sections, and / or wheel storage sections during flight, via the retraction mechanism.
[00275] K1. A method of retracting an aircraft's undercarriage structure for piercing within an aircraft, the method comprising:
supply of the aircraft's landing gear structure, in which the aircraft's landing gear structure comprises a
Petition 870180013837, of 02/21/2018, p. 80/286
75/79 strut assembly, a retract actuator and a retraction mechanism;
Aircraft strut assembly shrinkage so that a lower strut assembly shell is longitudinally moved relative to an upper strut assembly shell, in which the strut assembly shrinkage is selectively accomplished by an actuated shrinkage mechanism by the retract actuator, in which the shrinking mechanism is positioned at least partially within the upper tubular casing and / or the lower tubular casing; and retraction of the aircraft's undercarriage structure inside the aircraft and piercing of the aircraft's undercarriage structure within the aircraft, in which the retraction of the aircraft's undercarriage structure is selectively accomplished by activating the retraction mechanism through the retraction actuator.
[00276] K2. The method, according to paragraph K1, in which the provision of the aircraft's landing gear structure comprises provision of an aircraft having one or more strut assemblies and / or aircraft landing gear structures, in accordance with any one of paragraphs A1-A53.
[00277] K3. The method, according to paragraph K1, in which the provision of the aircraft's landing gear structure comprises providing the aircraft's landing gear structure in accordance with any of paragraphs E1-E29, and / or providing a aircraft comprising the same.
[00278] K4. The method, according to any one of paragraphs K1-K3, in which the shrinkage of the strut assembly comprises longitudinal movement of one / of the upper bulkhead within the upper tubular shell of one / from the lower position to the upper position, in that the longitudinal movement of the upper bulkhead mechanically
Petition 870180013837, of 02/21/2018, p. 81/286
76/79 causes the lower tube to translate with respect to the upper tube.
[00279] K5. The method, according to any one of paragraphs K1-K4, further comprising locking one / the locking connection assembly in an / in the elongated configuration, thus retaining an upper bulkhead in a / in the lower position within the tubular shell higher.
[00280] K6. The method, according to any of the paragraphs
K1-K5, in which the shrinking strut assembly comprises unlocking one / the locking connection assembly and moving the locking connection assembly to a shortened configuration, thus the longitudinal movement of one / from the upper bulkhead to a / the upper position within the upper tubular housing.
[00281] K7. The method, according to any of paragraphs K1-K6, wherein the shrinking of the strut assembly causes the strut assembly to move to a stowed position. [00282] K8. The method, according to any of the paragraphs K1-K7, in which the shrinking of the strut set is carried out after the aircraft takes off.
[00283] K9. The method, according to any of paragraphs K1-K8, wherein an upper bulkhead within the upper tubular shell partially defines a pressure chamber within the strut assembly.
[00284] K10. The method, according to any one of paragraphs K1-K9, wherein the set of strut is the set of strut, according to any one of paragraphs A1-A49.
[00285] K11. The method, according to any one of the paragraphs K1-K10, in which the shrinkage of the strut assembly raises one / the wheel of the wheel assembly with respect to the upper tubular housing of the strut assembly.
Petition 870180013837, of 02/21/2018, p. 82/286
77/79 [00286] K12. The method, according to any one of paragraphs K1-K11, in which the retract actuator comprises the shrink actuator, according to any one of paragraphs I1-I8.
[00287] K13. The method, according to any one of paragraphs K1-K12, wherein the structure of the aircraft's landing gear is the structure of the aircraft's landing gear, in accordance with any of paragraphs I9-I33.
[00288] K14. The method, according to any of the paragraphs K1-K13, in which the shrinking of the strut set and the retraction of the structure of the aircraft's landing gear are performed substantially simultaneously.
[00289] K15. The method, according to any of the paragraphs K1-K14, in which the strut set is shrunk while the aircraft is in the air.
[00290] K16. The method, according to any one of paragraphs K1-K15, in which the provision of the aircraft's landing gear structure comprises the provision of an aircraft with the aircraft's landing gear structure.
[00291] K17. The method, according to any of paragraphs K1-K16, in which the provision of the aircraft's landing gear structure comprises installing the aircraft's landing gear structure on the aircraft.
[00292] K18. The method, according to any one of paragraphs K1-K17, in which the shrinking of the prop assembly and the retraction of the aircraft's landing gear structure comprise rotating the retract actuator on a / the retraction axis.
[00293] K19. The method, according to any of paragraphs K1-K18, further comprising mechanically connecting the shrink mechanism to the retract actuator so that the shrink mechanism is mechanically slave to the retraction and retraction actuator
Petition 870180013837, of 02/21/2018, p. 83/286
78/79 so that the actuation of the retract actuator causes the actuation of the shrinking mechanism, thus shrinking the strut assembly and moving the strut assembly between an extended configuration and a retracted configuration.
[00294] L1. The use of the aircraft's shrinking actuator or landing gear structure in accordance with any of paragraphs I1-I33 on an aircraft.
[00295] L2. The use of the aircraft's landing gear or shrink actuator in accordance with any one of paragraphs I1-I33 to store the aircraft's landing gear structure in the retracted configuration within an aircraft during flight. [00296] L3. The use of the aircraft, in accordance with any of paragraphs J1-J3 to transport people and / or cargo.
[00297] As used herein, the terms adapted and configured mean that the element, component or other matter is designed and / or intended to perform a certain function. Thus, the use of the terms adapted and configured should not be interpreted as meaning that a particular element, component or other matter is simply capable of performing a certain function, but that the element, component and / or other subject is specifically selected, created, implemented, used, programmed and / or designed for the purpose of performing the function. It is also within the scope of this disclosure that the elements, components and / or other recited material that is recited as adapted to perform a particular function can, additionally or alternatively, be described as being configured to perform that function and vice versa. Likewise, the material that is recited as being configured to perform a specific function can, additionally or alternatively, be described as being operational to perform that function.
Petition 870180013837, of 02/21/2018, p. 84/286
79/79 [00298] As used herein, the terms selectively and selectively, when modifying an action, movement, configuration or other activity of one or more components or characteristics of a device, mean that the specific action, movement, configuration or another activity is a direct or indirect result of the user manipulating an aspect of, or one or more components of, the device. [00299] The various disclosed elements of apparatus and method steps described herein are not required for all apparatus and methods in accordance with the present disclosure, and the present disclosure includes all new and non-obvious combinations and sub-combinations of the various elements and steps disclosed here. In addition, one or more of the various elements and steps described herein can define an independent inventive material that is separate and separate from an entire disclosed apparatus or method. Consequently, this inventive material is not necessary to be associated with the specific devices and methods that are expressly disclosed here, and such inventive material may find use in devices and / or methods that are not expressly disclosed here.
Petition 870180013837, of 02/21/2018, p. 85/286
1/8

权利要求:
Claims (20)
[1]
1. Aircraft landing gear structure (18, 70, 152) for an aircraft (10), characterized by the fact that it comprises:
a strut assembly (71, 100, 154), wherein a retracted length of the strut assembly (71, 100, 154) in a retracted configuration and a compressed length (72) of the strut assembly (71, 100, 154) in a compressed configuration they are less than an extended length (74) of the strut assembly (71, 100, 154) in an extended configuration, where the strut assembly (71, 100, 154) comprises:
an upper tubular housing (26);
a lower tubular housing (28) operably coupled to the upper tubular housing (26) and configured to be longitudinally moved with respect to the upper tubular housing (26), wherein the lower tubular housing (28) is configured to be longitudinally moved between a position compressed when the strut assembly (71, 100, 154) is in the compressed configuration and an extended position when the strut assembly (71, 100, 154) is in the extended configuration, in which the lower tubular housing (28) is further configured to be selectively and longitudinally moved to a stowed position when the prop assembly (71, 100, 154) is in the stowed configuration; and a shrink mechanism (22) at least partially contained within the upper tubular housing (26), wherein the shrink mechanism (22) is configured so that the actuation of the shrink mechanism (22) moves the lower tubular housing ( 28) with respect to the upper tubular housing (26) and thus moves the strut assembly (71, 100, 154) between the retracted configuration and the extended configuration; and a retract actuator (32), where the retract actuator
Petition 870180013837, of 02/21/2018, p. 86/286
[2]
2/8 (32) is configured to selectively move the prop assembly (71, 100, 154) between the extended configuration and the retracted configuration by activating the shrink mechanism (22) and in which the retract actuator (32) is still configured to retract the aircraft's landing gear structure (18, 70, 152) inside the aircraft (10) for stowing during the flight through a retraction mechanism.
2. Aircraft landing gear structure (18, 70, 152), according to claim 1, characterized by the fact that it also comprises the retraction mechanism, in which the retraction mechanism is coupled to the strut assembly (71 , 100, 154), the shrink mechanism (22) and the aircraft (10).
[3]
3. Aircraft landing gear structure (18, 70, 152) according to claim 1 or 2, characterized by the fact that the retract actuator (32) is configured so that the retract actuator extends (32 ) causes the shrinkage mechanism (22) to be activated, thus moving the strut assembly (71, 100, 154) between the extended configuration and the retracted configuration.
[4]
4. Aircraft landing gear structure (18, 70, 152) according to any one of claims 1 to 3, characterized by the fact that the shrinkage mechanism (22) comprises a locking connection assembly, in which the locking connection assembly comprises an upper connection and a lower connection pivotally coupled to each other, wherein the lower connection is pivotally coupled to an upper bulkhead of the strut assembly (71, 100, 154), wherein the locking is configured to move between an elongated configuration and a shortened configuration, where the strut assembly (71, 100, 154) is configured so that the locking connection assembly is in the stretched configuration when the strut assembly (71, 100, 154) is
Petition 870180013837, of 02/21/2018, p. 87/286
3/8 in the compressed configuration and when the strut assembly (71, 100, 154) is in the extended configuration and where the strut assembly (71, 100, 154) is configured so that the locking connection assembly is at shortened configuration when the strut assembly (71, 100, 154) is in the stowed configuration, where the strut assembly (71, 100, 154) is configured so that moving the locking connection assembly from the stretched configuration to the configuration shortened causes the longitudinal translation of the upper bulkhead to a higher position within the prop assembly (71, 100, 154), thus moving the prop assembly (71, 100, 154) to the retracted configuration, in which the retract actuator ( 32) is configured to move the locking connection set from the elongated configuration to the shortened configuration, through the retraction mechanism.
[5]
5. Aircraft landing gear structure (18, 70, 152), according to claim 4, characterized by the fact that the locking connection assembly comprises one or more drive connections coupling the locking connection assembly to the retraction mechanism, in which the actuation of the retract actuator (32) moves one or more actuating connections with respect to the aircraft (10) by moving the retraction mechanism, in which the retract actuator (32) is configured to move between a collapsed configuration, in which the aircraft's landing gear structure (18, 70, 152) is retracted within the aircraft (10) for stowing during the flight and a ground configuration, in which the aircraft's landing gear structure ( 18, 70, 152) is positioned outside the aircraft (10), where the actuation of the retract actuator (32) causes the retract actuator (32) to move between the retracted configuration and the ground configuration and where the activation of the retract actuator (32) towards the collapsed configuration causes the
Petition 870180013837, of 02/21/2018, p. 88/286
4/8 locking link towards the shortened configuration and actuation of the retract actuator (32) towards the ground configuration causes the locking link assembly to move towards the elongated configuration, through one or more drive links .
[6]
6. Aircraft landing gear structure (18, 70, 152), according to claim 5, characterized by the fact that at least one of one or more drive connections is rotatably coupled to the retraction mechanism within a first end region of the drive connection and where the drive connection is pivotally coupled to the locking connection assembly within a second region of the end of the drive connection, the second region of the end of the drive connection being opposite the first region of the end of the drive connection.
[7]
7. Aircraft landing gear structure (18, 70, 152), according to claim 6, characterized by the fact that the retract actuator (32) is configured so that extending the retract actuator (32) does with which the translation of one or more drive links with respect to a retraction axis and where the translation of the drive link drives the shrinking mechanism (22), thus moving the strut assembly (71, 100, 154) between the extended configuration and the retracted configuration and rotating the aircraft's landing gear structure (18, 70, 152) on the retraction axis.
[8]
8. Aircraft landing gear structure (18, 70, 152) according to any one of claims 1 to 7, characterized by the fact that the shrinkage mechanism (22) is a slave to the retraction mechanism so that the shrink mechanism (22) and the retract mechanism are mechanically linked and so that the actuation of the retract actuator (32) causes the actuation
Petition 870180013837, of 02/21/2018, p. 89/286
5/8 of the shrinking mechanism (22), thus moving the strut assembly (71, 100, 154) between the extended configuration and the retracted configuration.
[9]
9. Aircraft landing gear structure (18, 70, 152) according to any one of claims 1 to 8, characterized by the fact that the aircraft's landing gear structure (18, 70, 152) is configured so that the actuation of the retract actuator (32) causes a tilting axis of the aircraft's landing gear structure (18, 70, 152) to incline with respect to the prop assembly (71, 100, 154), thus raising or by lowering one or more wheels of the aircraft's landing gear structure (18, 70, 152) with respect to the upper tubular housing (26) of the strut assembly (71, 100, 154).
[10]
10. Aircraft (10), characterized by the fact that it comprises:
a fuselage;
a wing assembly operably coupled to the fuselage, wherein one or more of the fuselage and the wing assembly define one or more wheel cavities, landing gear storage sections, or wheel storage sections;
the aircraft landing gear structure (18, 70, 152), as defined in any of claims 1 to 9, wherein the retraction mechanism is configured to retract the aircraft's landing gear structure (18, 70, 152) in one or more wheel cavities, landing gear storage sections, or wheel storage sections for stowing during flight, via the retraction mechanism.
[11]
11. Method of retracting an aircraft landing gear structure (18, 70, 152) for piercing within an aircraft (10), the method characterized by the fact that it comprises:
provide the structure of the aircraft's landing gear (18, 70,
Petition 870180013837, of 02/21/2018, p. 90/286
6/8
152), in which the aircraft's landing gear structure (18, 70, 152) comprises a strut assembly (71, 100, 154), a retract actuator (32) and a retraction mechanism;
shrink the strut assembly (71, 100, 154) of the aircraft's landing gear structure (18, 70, 152) so that a lower tubular casing (28) of the strut assembly (71, 100, 154) is longitudinally moved with respect to an upper tubular housing (26) of the strut assembly (71, 100, 154), in which the shrinkage of the strut assembly (71, 100, 154) is selectively carried out through a shrink mechanism (22) driven by the retract actuator (32), in which the shrinking mechanism (22) is positioned at least partially within the upper tubular housing (26) of the strut assembly (71, 100, 154); and retract the aircraft's landing gear structure (18, 70, 152) inside the aircraft (10) and piercing the aircraft's landing gear structure (18, 70, 152) inside the aircraft (10), where The retraction of the aircraft's landing gear structure (18, 70, 152) is selectively performed by activating the retraction mechanism through the retract actuator (32).
[12]
12. Method, according to claim 11, characterized by the fact that the shrinkage of the prop assembly (71, 100, 154) raises a wheel of a set of wheels of the aircraft's landing gear structure (18, 70, 152) with respect to the upper tubular housing (26) of the strut assembly (71, 100, 154).
[13]
13. Method, according to claim 11 or 12, characterized by the fact that the shrinking set of the prop (71, 100, 154) is carried out while the aircraft (10) is in the air.
[14]
14. Method according to claim 11, 12 or 13, characterized by the fact that the shrinkage of the prop assembly (71, 100, 154) and the retraction of the aircraft's landing gear structure
Petition 870180013837, of 02/21/2018, p. 91/286
7/8 (18, 70, 152) are performed substantially simultaneously.
[15]
15. Method according to any of claims 11 to 14, characterized in that the supply of the aircraft's landing gear structure (18, 70, 152) comprises supplying an aircraft (10) with the train structure landing gear (18, 70, 152).
[16]
16. Method according to any one of claims 11 to 15, characterized in that the supply of the aircraft's landing gear structure (18, 70, 152) comprises the installation of the aircraft's landing gear structure (18 , 70, 152) on the aircraft (10).
[17]
17. Method according to any one of claims 11 to 16, characterized in that the shrinkage of the strut assembly (71, 100, 154) comprises longitudinal movement of an upper bulkhead within the upper tubular housing (26) of a lower position to an upper position, in which the longitudinal movement of the upper bulkhead mechanically causes the translation of the lower tubular shell (28) in relation to the upper tubular shell (26).
[18]
18. Method according to any one of claims 11 to 17, characterized by the fact that the shrinkage of the prop assembly (71, 100, 154) and the retraction of the aircraft's landing gear structure (18, 70, 152 ) comprise the rotation of the retract actuator (32) on a retraction axis.
[19]
19. Method according to any one of claims 11 to 18, characterized in that the retraction mechanism comprises a translation beam.
[20]
20. Method according to any one of claims 11 to 19, characterized in that it also comprises mechanically connecting the shrinkage mechanism (22) to the
Petition 870180013837, of 02/21/2018, p. 92/286
8/8 retraction so that the shrink mechanism (22) is mechanically slave to the retraction mechanism and so that the actuation of the retraction mechanism by the retract actuator (32) causes the actuation of the shrink mechanism (22), as well shrinking the prop assembly (71, 100, 154) and moving the prop assembly (71, 100, 154) between an extended configuration and a retracted configuration.
Petition 870180013837, of 02/21/2018, p. 93/286
1/13
Λ V

类似技术:

---

公开号 | 公开日 | 专利标题

---

BR102018003330A2|2018-10-30|aircraft landing gear, aircraft and related methods

---

BR102018003362A2|2018-10-30|aircraft landing gear, aircraft and related methods

---

BR102018003345A2|2018-10-30|aircraft landing gear, aircraft and related methods

---

EP2860102B1|2019-03-27|Shrink strut landing gear system

---

US9764827B2|2017-09-19|Hydraulic strut assembly for semi-levered landing gear

---

US9771147B2|2017-09-26|Shrink strut landing gear system, method, and apparatus

---

US2392892A|1946-01-15|Retractable landing gear

---

US20130327579A1|2013-12-12|Method And Apparatus For Measuring The Weight Of A C-130 Aircraft With Jack-Screw Retraction Mechanism For The Main Landing Gear

---

CN102639397B|2015-02-25|Nose gear of an aircraft comprising a single control device for retraction and steering

---

US2323640A|1943-07-06|Levered suspension landing gear

---

ES2884127T3|2021-12-10|Aircraft landing gear, aircraft and related methods.

---

BR102018008986A2|2019-03-26|Arrangement of a train station and method for extending a train station for an airplane

---

RU2628002C1|2017-08-14|Method of flying vehicle clearance change at parking and actuating strut |

同族专利:

---

公开号 | 公开日

---

AU2018200475A1|2018-09-13|

---

JP2018172106A|2018-11-08|

---

CN108502144A|2018-09-07|

---

US10766608B2|2020-09-08|

---

RU2018102352A|2019-07-22|

---

US20180244373A1|2018-08-30|

---

EP3366579A1|2018-08-29|

---

RU2018102352A3|2021-05-25|

---

RU2752668C2|2021-07-29|

---

CA2995202A1|2018-08-28|

---

KR20180099555A|2018-09-05|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

---

US2174315A|1936-03-16|1939-09-26|Dowty George Herbert|Aircraft undercarriage|

---

US2467015A|1944-11-03|1949-04-12|Curtiss Wright Corp|Retracting mechanism|

---

US2754072A|1952-09-23|1956-07-10|Roeing Airplane Company|Aircraft landing gear|

---

US2892626A|1955-08-17|1959-06-30|Cleveland Pneumatic Ind Inc|Landing gear construction|

---

US2868482A|1955-10-18|1959-01-13|Cleveland Pneumatic Ind Inc|Retractable landing gear|

---

FR1304121A|1961-08-08|1962-09-21|Hispano Suiza Lallemant Soc|Improvements to retractable landing gears for aerodynes, in particular for high-wing aircraft|

---

US3580531A|1968-07-19|1971-05-25|Ver Flugtechnische Werke|Retractable main carriage for vertically starting airplanes and airplanes starting on a short runway|

---

US4004762A|1974-06-06|1977-01-25|Automotive Products Company Limited|Aircraft undercarriage with ride control means|

---

FR2461852B1|1979-07-17|1984-10-26|Messier Hispano Sa|

---

FR2547271B1|1983-06-08|1985-08-23|Messier Hispano Sa|BALANCER TYPE LANDER|

---

FR2598676B1|1986-05-13|1988-07-29|Messier Hispano Sa|AIRCRAFT LANDER WITH TIPPING BEAM AND REDUCED SIZE|

---

US4907760A|1988-05-18|1990-03-13|The Boeing Company|Contracting landing gear shock strut|

---

FR2688467B1|1992-03-11|1994-05-13|Messier Bugatti|LIFT LEVER WITH LEG SHORTENING.|

---

US6182925B1|1999-03-30|2001-02-06|The Boeing Company|Semi-levered landing gear and auxiliary strut therefor|

---

GB2428650B|2005-08-04|2011-01-12|Messier Dowty Ltd|Landing gear|

---

US8186620B2|2008-06-25|2012-05-29|Goodrich Corporation|Adjustable landing gear system|

---

EP2313312B1|2008-07-21|2013-04-17|Goodrich Corporation|Shock strut with pressure relief|

---

US8556209B2|2008-10-22|2013-10-15|Goodrich Corporation|Electric-powered transfer cylinder for landing gear system|

---

FR2939099B1|2008-12-02|2012-06-22|Messier Dowty Sa|MULTIFUNCTIONAL ELECTROMECHANICAL DEVICE FOR LIGHTER|

---

US8448900B2|2010-03-24|2013-05-28|The Boeing Company|Semi-levered landing gear and associated method|

---

US9481452B2|2010-11-22|2016-11-01|The Boeing Company|Hydraulic actuator for semi levered landing gear|

---

US8998133B2|2011-04-01|2015-04-07|The Boeing Company|Landing gear system|

---

US9533755B2|2013-01-16|2017-01-03|Otto Aviation Group|Aircraft fuselage|

---

US9321525B2|2013-10-11|2016-04-26|Goodrich Corporation|Shrink strut landing gear system, method, and apparatus|

---

US9789957B2|2013-12-04|2017-10-17|Borealis Technical Limited|Load transfer in a powered aircraft drive wheel|

---

GB2528498A|2014-07-24|2016-01-27|Airbus Operations Ltd|Aircraft landing gear|

---

GB2529483A|2014-08-22|2016-02-24|Airbus Operations Ltd|A landing gear assembly|

---

PL3263449T3|2016-07-01|2019-04-30|Safran Landing Systems Uk Ltd|Aircraft landing gear|

---

US10766608B2|2017-02-28|2020-09-08|The Boeing Company|Aircraft landing gear having a retract actuator, aircraft including the same, and related methods|

---

US10669017B2|2017-02-28|2020-06-02|The Boeing Company|Aircraft landing gear, aircraft, and related methods|

---

US10597146B2|2017-02-28|2020-03-24|The Boeing Company|Aircraft landing gear having a lever assembly, aircraft including the same, and related methods|

---

US10800516B2|2017-06-02|2020-10-13|The Boeing Company|Semi-levered shrink landing gear|PL3263449T3|2016-07-01|2019-04-30|Safran Landing Systems Uk Ltd|Aircraft landing gear|

---

US10562614B2|2016-09-21|2020-02-18|The Boeing Company|Aircraft landing gear, aircraft, and related methods|

---

US10384767B2|2017-01-25|2019-08-20|The Boeing Company|Single axle, semi-levered landing gear with shortening mechanism|

---

US10669017B2|2017-02-28|2020-06-02|The Boeing Company|Aircraft landing gear, aircraft, and related methods|

---

US10766608B2|2017-02-28|2020-09-08|The Boeing Company|Aircraft landing gear having a retract actuator, aircraft including the same, and related methods|

---

US10597146B2|2017-02-28|2020-03-24|The Boeing Company|Aircraft landing gear having a lever assembly, aircraft including the same, and related methods|

---

US10486798B2|2017-04-18|2019-11-26|The Boeing Company|Aircraft landing gear assembly and method of assembling the same|

---

US11161599B2|2018-01-26|2021-11-02|The Boeing Company|Landing gear strut assembly and method therefor|

---

US10981646B2|2018-07-30|2021-04-20|The Boeing Company|Landing gear shrink link mechanism|

---

WO2020142434A1|2018-12-31|2020-07-09|DZYNE Technologies Incorporated|Swing-arm pivot piston landing gear systems and methods|

---

US11214360B2|2019-10-01|2022-01-04|Textron Innovations Inc.|Adjustable landing gear assembly for use in aircraft|

法律状态:
2018-10-30| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

优先权:

---

申请号 | 申请日 | 专利标题

---

US15/444,986|US10766608B2|2017-02-28|2017-02-28|Aircraft landing gear having a retract actuator, aircraft including the same, and related methods|

---