公开(公告)号：US4273303A

公开(公告)日：1981-06-16

申请号：US21365

申请日：1979-03-16

申请人： Paul T. Somm

发明人： Paul T. Somm

IPC分类号： B60G17/015 ,  B64C25/60 ,  B64C25/58

CPC分类号： B60G17/0155 ,  B64C25/60

摘要： A duo mode gas hydraulic shock absorbing landing gear strut with a pneumatic spring in combination with a hydraulic fluid controlling orifice for touchdown and automatic means for changing mode after touchdown to impart new pneumatic spring characteristics and to provide duo paths for controlling hydraulic fluid flow.

摘要翻译： 具有气动弹簧的二重模式气体液压减震起落架支柱与用于触地的液压流体控制孔和用于在着陆后改变模式的自动装置组合以赋予新的气动弹簧特性并提供用于控制液压流体流动的二重路径。

公开(公告)号：US4061295A

公开(公告)日：1977-12-06

申请号：US642788

申请日：1975-12-22

申请人： Paul T. Somm

发明人： Paul T. Somm

IPC分类号： B64C25/60 ,  F16F9/48 ,  B64C25/58

CPC分类号： F16F9/466 ,  B64C25/60 ,  F16F9/486

摘要： The damping coefficient and spring constant of shock absorbing struts for commercial jet aircraft landing gears are selected to allow optimum absorption of forces on the landing gears at touchdown for an aircraft that has been descending at the maximum permissible "sinkrate" (descent rate immediately prior to touchdown). When so selected, the shock absorbing struts are unable to effectively dampen vertical oscillations of the aircraft body ensuing from a downward plunging of the weight of the aircraft due to the deployment of lift spoilers immediately after touchdown. To rapidly attenuate these post-touchdown vertical oscillations (for more efficient braking and ground handling), while still affording the proper spring constant and damping coefficient necessary for absorbing touchdown impact forces at maximum "sinkrate", the damping of each shock strut is substantially increased after the first cycle of strut compression and re-extension by automatically sensing the occurrence of touchdown, and after a predetermined time delay therefrom, actuating a damping control within each shock strut, to change the damping coefficient to an increased level.

摘要翻译： 选择商用喷气飞机起落架的减震支柱的阻尼系数和弹簧常数，以便在已达到最大允许“下沉速度”（下降率在 接地）。 当这样选择时，由于在触地之后立即部署升降机，因此减震支柱不能有效地抑制飞机机身的垂直振动，从而导致飞机重量的向下倾斜。 为了快速衰减这些接地后垂直振荡（为了更有效的制动和地面处理），同时仍然提供适当的弹簧常数和阻尼系数，以便在最大“下沉”处吸收触地冲击力，每个冲击支柱的阻尼大大增加 在通过自动感测触地发生的第一次循环的支柱压缩和再延伸之后，并且在经过预定的时间延迟之后，启动每个冲击支柱内的阻尼控制，以将阻尼系数改变到增加的水平。