RIGHTS OF THE GOVERNMENT

The invention described herein may be manufactured and used by or for the Government of the United States for all governmental purposes without the payment of any royalty.

BACKGROUND OF THE INVENTION

This invention relates to steering mechanisms and more particularly to a configuration adapted for use in a strut type forward landing gear of an aircraft.

The telescoping strut type landing gear to which the invention relates is of a configuration well known in the aircraft industry. Likewise, the mounting of actuators between a nonrotating structure and a steering collar attached to a rotatable wheel structure is known in the art. For example, such a configuration appears in U.S. Pat. No. 2,930,547. Another approach for creating a steering torque in a strut type landing gear is disclosed in U.S. Pat. No. 2,943,818. Here the inventors show an apparatus in the form of a steering motor consisting of a multiple cam steering collar upon which three piston actuated followers press. Though this apparatus allows rotation of the landing gear through a full 360 degrees with a constant level of output torque, no compensation is provided to offset load increases associated with increases in the steering angle. Furthermore, the instantaneous magnitude of output torque produced by this mechanization is the result of only one actuation piston with the remaining two in either a neutral or an opposing mode of operation.

The invention contained herein was devised in response to a torque inadequacy problem in the steering of the YC-14 phototype aircraft front landing gear. It was found that the existing two piston steering mechanization, similar to that shown in U.S. Pat. No. 2,930,547 lacked adequate torque when the steering approached the limits of 60 degrees either direction from forward. Attempts to improve the steering performance by varying the geometry while retaining a dual actuator system were unsuccessful, due in part to constraints imposed by the landing gear configuration and hydraulic system limitations.

BRIEF SUMMARY OF THE INVENTION

It is one object of this invention to provide a comparatively simple steering mechanism which is capable of supplying a large turning torque through a large turning angle.

It is another object of this invention to provide a comparatively simple steering mechanism which is capable of producing a rapidly rising magnitude of turning torque as the steering angle becomes significant.

Further, it is an object of this invention to provide a mechanism which performs the above named functions with minimum changes in the conventional aircraft landing gear structure and hydraulic supply system.

The invention manifests a steering mechanism for a strut type nose landing gear particularly suited to an application where the steering angle capability is to be significant and the turning torque demanded of the system increases in conjunction with the steering angle. Three hydraulic actuators, attached through pivotal joints at either end, are mounted between the nonrotating upper telescoping member of the landing gear structure and a rotatable collar, where the collar is connected to the steerable lower telescoping member of the landing gear. When the landing gear faces forward, the lateral two actuators appear as being mounted in a conventional fashion forming moment arms with the steering collar, while the center actuator has a line of translation passing through the axis of the telescoping members and thereby contributing no steering torque.

Steering is initiated by the action of the two lateral actuators. As the steering angle increases, the center actuator rotates to form a moment arm and the lateral actuators are reoriented. Thereby, the additive steering torque available to the landing gear increases rapidly and significantly over the middle third of the steering angle on either side of a forward alignment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing the actuators and steering collar with the landing gear aligned in the forward direction.

FIG. 2 is a schematic similar to that of FIG. 1 but having the actuators and collar of the steering system rotated 60 degrees to the right.

FIG. 3 contains a graphical display of torque verses angle for both the conventional and the three actuator mechanizations.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the drawings, FIG. 1 discloses one embodiment of the invention showing the three actuators and their relative orientation with respect to the steering collar, when the steering is aligned in the forward direction. Steering collar 1 is journaled on upper telescoping member 2 of the landing gear. A spring mechanism and shock absorber are incorporated inside lower telescoping member 3, but since they are of a conventional design and form no part of this invention their details are omitted. Torque arms 4 of the usual configuration connect steering collar 1 to lower telescoping member 3 and form the means by which steering collar 1 rotates telescoping member 3 while allowing relative vertical motion between steering collar 1, mounted in upper telescoping member 2, and lower telescoping member 3. The translating arms of center hydraulic actuator 7, left actuator 8 and right actuator 9 are attached through pivotal pins 11, 12 and 13, respectively, to steering collar 1. The body ends of actuators 7, 8 and 9 are likewise mounted with pivotal pins to permit rotation around respective centers 14, 16 and 17 on fixed structure 18. All three actuators, 7, 8 and 9, are mounted in the same, substantially horizontal, plane parallel to the planes of steering collar 1 and nonrotating segment 18 of the landing gear structure. With the forward direction of the aircraft as shown in FIG. 1, the actuator orientation is substantially as appears in the figure.

Actuators 7, 8 and 9 are of a push-pull construction with reversal from one mode to the opposite mode controlled by conventional hydraulic crossover valves acting in response to the angular orientation of the steering collar. To illustrate a typical cycle consider a rotation of the steering from the forward position, as appears in FIG. 1 and is defined to be zero degrees, to a full right orientation of 60 degrees as shown in FIG. 2. Note that pivotal centers 6, 14, 16 and 17 remain fixed relative to each other. In transversing the 60 degree right turn actuator 8 commences with a pulling action while actuators 7 and 9 begin by pushing. At the onset actuator 7 has no moment arm and contributes no torque, leaving actuators 8 and 9 to be the means by which the steering is rotated. As steering collar 1 rotates about its vertical axis 6 the moment arm associated with actuator 7 increases nonlinearly with angle. The moment arm formed by actuator 8 decreases rapidly as steering collar 1 rotates. When the rotation of the steering collar reaches angle 19, approximately 20 degrees, the moment arm formed by actuator 8 becomes zero. A crossover valve senses the angular rotation of steering collar 1 through the zero moment arm orientation and appropriately reverses actuator 8 operation to one of pushing. Thereafter, the moment arms of both actuators 7 and 8 continue to increase through the remainder of the 60 degree rotation to the right.

Actuator 9 operates in a pushing mode throughout the right turn. The moment arm formed by actuator 9 increases initially and continues to rise until it reaches a peak at approximately 30 degrees of steering collar 1 rotation. Thereafter, the moment arm, and thereby the torque, of actuator 9 decreases to a magnitude substantially equivalent to that produced with a forward orientation.

FIG. 2 shows the embodiment described above with the steering collar rotated to the right at its full extent of 60 degrees. The additive action of the three actuators and the tendency to maximize moment arms at larger steering angles is readily apparent.

The graph in FIG. 3 displays the cumulative output from the three actuator steering mechanism, and compares the torque available from such a mechanization to that produced by a conventional two actuator system and the torque necessary to balance the steering load. Plot 21 describes the maximum output from a conventional two actuator system over the steering angle of zero to 60 degrees. The rapid drop in steering torque vividly displays such a system's deficiency when compared to plot 22 which exhibits the torque demand of the steering system. It is apparent that the load exceeds the capability before the steering angle reaches 45 degrees, 25% short of the required angular rotation.

Plot 23 in FIG. 3 shows the steering torque capability of a three actuator steering mechanism when oriented and controlled in accordance with this disclosure. The unusual shape of plot 23 discloses the interaction of the moment arms as the steering collar rotates through 60 degrees. The torque decrease appearing between 10 and 20 degrees shows the effects of the rapid reduction in the moment arm formed by actuator 8, with a simultaneous but gradual rise in the moment arm formed with the actuator 7. At approximately 20 degrees the moment arm of actuator 8 falls to zero.

The steep slope in plot 23 immediately after 20 degrees coincides with the additive increase in moment arms attributable to all three actuators. As noted above, the moment arm associated with actuator 9 reaches a maximum at a steering angle of approximately 30 degrees and decreases gradually thereafter. The cumulative effects of moment arm decreases for actuator 9 balanced against slight increases for actuators 7 and 8 cause the region of near-constant torque between 45 and 60 degrees of plot 23.

When torque output plot 23 is compared to the torque necessary to turn the landing gear used in the embodiment, plot 22, it is evident that the three actuator mechanism exceeds the demand by an adequate margin. Furthermore, the output capability of such a mechanism is disproportionately larger than the conventional two actuator configuration at increased steering angles, e.g. at 50 degrees the torque in plot 23 is three times that of plot 21.

Of course, a turn to the left exhibits analogus performance by nature of the aircraft and steering mechanism symmetry.