(19)
(11)EP 2 630 036 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
28.03.2018 Bulletin 2018/13

(21)Application number: 11834911.7

(22)Date of filing:  14.10.2011
(51)International Patent Classification (IPC): 
B64C 25/58(2006.01)
E05F 1/12(2006.01)
F16B 21/08(2006.01)
(86)International application number:
PCT/US2011/056483
(87)International publication number:
WO 2012/054360 (26.04.2012 Gazette  2012/17)

(54)

QUICK RELEASE ASSEMBLY FOR AIRCRAFT LANDING GEAR

SCHNELLKUPPLUNGSANORDNUNG FÜR EIN FLUGZEUG-FAHRWERK

ENSEMBLE À LIBÉRATION RAPIDE D'UN TRAIN D'ATTERRISSAGE D'AÉRONEF


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 18.10.2010 US 394250 P

(43)Date of publication of application:
28.08.2013 Bulletin 2013/35

(73)Proprietor: Honda Patents & Technologies North America, LLC
Torrance, CA 90501 (US)

(72)Inventor:
  • O'CONNELL, Charles, T.
    Raymond, OH 43067 (US)

(74)Representative: Beder, Jens 
Mitscherlich PartmbB Patent- und Rechtsanwälte Sonnenstraße 33
80331 München
80331 München (DE)


(56)References cited: : 
US-A- 3 430 896
US-A- 3 538 538
US-A- 4 132 376
US-A- 4 339 845
US-A- 6 061 874
US-A1- 2004 195 442
US-A- 3 430 896
US-A- 4 132 376
US-A- 4 155 523
US-A- 4 583 262
US-A1- 2004 195 442
US-A1- 2009 101 754
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    BACKGROUND



    [0001] The present disclosure generally relates to a quick release assembly, and more particularly relates to a quick release assembly for an aircraft landing gear strut, though the quick release assembly is amenable to other applications.

    [0002] The forward landing gear for an aircraft is typically comprised of an aircraft landing gear strut of the type having an upper cylinder portion and a lower piston portion telescopingly or reciprocally received in the cylinder portion. The upper cylinder portion is connected to an underside of a forward portion of the aircraft. A wheel frame rotatably mounting a landing wheel is secured to the piston portion. Relative movement between the lower piston portion and the upper cylinder portion, and thus between the wheel and the aircraft, can be hydraulically or pneumatically controlled to provide cushioning characteristics allowing the strut to absorb ground shocks when the aircraft is landing.

    [0003] In landing gear of this type, the landing wheel can be steered by a pilot in the aircraft as is necessary for steering the aircraft after landing. In one example, a steering apparatus includes steering collar disposed on the cylinder portion. The steering collar is rotated by a steering actuator in accordance with steering input provided by the pilot. A pair of torque link members connects the steering collar to the landing wheel, and particularly the wheel frame, to transmit steering from the collar to the wheel. The torque link members prevent relative rotation between the steering collar and the wheel, while allowing reciprocal movement between the upper cylinder portion and the wheel.

    [0004] After landing, it is often desirable to disconnect the landing wheel from the steering collar and thus from the steering apparatus to allow free rotation of the landing wheel. This can allow the aircraft to be maneuvered from the ground, such as when being towed by a tractor or other land vehicle. To disconnect the steering wheel frame from the steering collar, the torque link members are usually disconnected, either from one another or together from the cylinder portion or the piston portion. A disconnection assembly can be provided in association with the torque link members to facilitate such disconnection of the torque link members; however, known disconnection means or assemblies can be heavy, overly complex, prone to having parts lost, generally unwieldy or cumbersome, and/or likely to become obstructions when in a disconnected state (e.g., a dangling lanyard).

    [0005] A quick release assembly, in which all features of the preamble of claim 1 are disclosed, is described in US 4 583 262 A.

    [0006] Further, there is known from US 2009/0101754 A an aircraft landing gear assembly, in which the torque link members can be disconnected from one another by a disconnection assembly having a spring-loaded actuator linkage.

    SUMMARY



    [0007] It is an object of the present invention to provide a quick release assembly and an aircraft landing gear assembly, which are robust and allow quick disconnection.

    [0008] This object is achieved by a quick release assembly and an aircraft landing gear assembly according to the enclosed claims 1 and 8. Advantageous features of the present invention are defined in the corresponding subclaims.

    BRIEF DESCRIPTION OF THE DRAWINGS



    [0009] 

    FIG. 1 is a schematic elevational view of aircraft landing gear having a lower portion connected to an upper portion by a pair of torque link members.

    FIG. 2 is a partial perspective view of aircraft landing gear similar to FIG. 1, but including a quick release assembly disposed at a lower connecting portion and shown in a locking condition (i.e., connecting a lower one of the torque link members to the lower portion).

    FIG. 3 is a sectional view of the lower connecting portion taken along the line 3-3 of FIG. 2.

    FIG. 4 is another sectional view similar to FIG. 3, but showing the first end of lower torque link member in a disengaged condition (i.e., disconnected from the lower portion).

    FIG. 5 is a plan view of the lower torque link member shown in isolation from the landing gear.

    FIG. 6 is a sectional view similar to FIG. 3 showing a quick release assembly according to an alternate embodiment.

    FIG. 7 is a plan view similar to FIG. 5 of a four-pronged torque link member according to an alternate embodiment.

    FIG. 8 is a plan view similar to FIG. 5 of a three-pronged torque link member according to another alternate embodiment.

    FIG. 9 is a plan view similar to FIG. 5 of a four-pronged torque link member according to still another alternate embodiment.


    DETAILED DESCRIPTION



    [0010] Referring now to the drawings wherein the showings are for purposes of illustrating one or more exemplary embodiments and not for purposes of limiting same, FIG. 1 illustrates aircraft landing gear or a gear assembly generally designated by reference numeral 10. The aircraft landing gear 10 is comprised of an aircraft landing gear strut 12 having an upper portion 14 and a lower portion 16 wherein the lower portion 16 is telescopingly and rotatably movable relative to the upper portion 14. The upper portion 14 is also connected to the lower portion 16 by a torque link 11 having a pair of torque link members 18, 24 and three connecting portions A, B, C.

    [0011] More particularly, the upper torque link member 18 has a first end 20 and a second end 22. The first end 20 is connected to the upper portion 14 at upper connecting portion A. The lower torque link member 24 likewise has a first end 26 and a second end 28. The first end 26 is connected to the lower portion 16 at lower connecting portion C. The second ends 22, 28 of the torque link members 18, 22 are connected together at middle connecting portion B to prevent relative rotation between the upper and lower portions 14, 16. In the illustrated embodiment, lug 52a of a steering collar 52 of the upper portion 14 and the first end 20 of the upper torque link member 18 are connected together at the upper connecting portion A. The second end 22 of the upper torque link member 18 and the second end 28 of the lower torque link member 24 are connected together at the middle connecting portion B. The first end 26 of the lower torque link member 24 and lug 56a of the wheel frame 56 of the lower portion 16 are connected together at the lower connecting portion C.

    [0012] As will be described in more detail below, the aircraft landing gear assembly 10 can include a quick release assembly (e.g., quick release assembly 30 shown in Fig. 2) that can be used at any one or more of the three connecting portions A, B, C. In particular, the quick release assembly 30 can releasably connect one of the first end 20 of the upper torque link 18 and the upper portion 14, the first end 26 of the lower torque link 24 and the lower portion 16 and/or the second end 22 of the upper torque link 18 and the second end 28 of the lower torque link 24. In the illustrated embodiment, the quick release assembly is used at the lower connecting portion C as shown by Fig. 2, which can provide an advantage as compared with other configurations in that the arrangement can prevent damage to other structures by the torque link members 18, 24.

    [0013] As will also be described in more detail below, the quick release assembly 30 can include a locking pin (e.g., locking pins 32, 34 of FIG. 3) disposed on a first member wherein the first member is one of the upper portion 14, the upper torque link 18, the lower torque link 24 or the lower portion 16, and a cooperating structure (e.g., cooperating structures 36, 38 of FIG. 3) disposed on a second member wherein the second member is another of the upper portion 14, the upper torque link member 18, the lower torque link member 24 or the lower portion 16. The locking pin can be axially urged toward an engaged position wherein the locking pin cooperates with the cooperating structure of the second member when the locking pin and the cooperating structure are aligned (or two locking pins 32, 34 cooperate with two aligned cooperating structures 36, 38) to connect the first and second members together. The locking pin can be axially movable against this urging from the engaged position to a disengaged position to disconnect the first and second members.

    [0014] In the illustrated embodiment of FIGS. 2-5, the first member is the lower torque link member 24 and the second member is the lower portion 16. The lower torque link member 24 includes a pair of locking pins 32, 34 and the lower portion 16 includes a pair of corresponding cooperating structures 36, 38. Accordingly, the locking pins 32, 34 are disposed on the lower torque link member 24 and the cooperating structures 36, 38, which are configured for selectively receiving the locking pins 32, 34, are disposed on the lower portion 16. More specifically, in the embodiment illustrated in FIGS. 2-5, the locking pins 32, 34 are disposed on the first end 26 of the lower torque link member 24. Alternatively, though not illustrated, a locking pin or pins could be disposed on the lower portion 16, the second end 28 of the lower torque link member 24, the second end 22 of the upper torque link member 18, the first end 20 of the upper torque link member 18 or the upper portion 14.

    [0015] The locking pins 32, 34 of the illustrated embodiment are slidably movable between respective engaged or extended positions and respective disengaged or retracted positions with the pins 32, 34 urged toward their engaged positions. In particular, the pins 32, 34 can be manually moved against the urging to the disengaged positions for disconnecting otherwise connected components. When in a locking condition (shown in FIGS. 2 and 3), the pins 32, 34 of the lower torque link member 24 are in their engaged positions and cooperatively engage the cooperating structures 36, 38 disposed on the lower portion 16 to connect the lower torque link member 24 and the lower portion 16. When in a disengaged condition (shown in FIG. 4), the pins 32, 34 are removed from the cooperating structures 36, 38 and the lower torque link member 24 is removed from the lower portion 16.

    [0016] To get from the locked condition to the disengaged condition, the pins 32, 34 are forcibly moved or pulled against the urging (e.g., the urging of springs 66) from their engaged positions to their disengaged positions thereby allowing the lower torque link member 24 to be moved apart from the lower connecting portion C. Even in the disengaged condition, the pins 32, 34 return to their engaged positions absent a sufficient force applied to hold them back from their engaged positions due to the urging of the pins 32, 34 toward their engaged positions. To reconnect the lower torque link member 24 and the lower portion 16 (i.e., move from the disengaged condition to the locked condition), the pins 32, 34 are again retracted forcibly from their engaged positions to their disengaged positions, then aligned with the cooperating structures 36, 38 and released to allow the urging to cooperatively engage the pins 32, 34 with the cooperating structures 36, 38.

    [0017] When the locking pin or pins are disposed elsewhere, such as on the first end 26 of the upper torque link member 18, the upper portion 14, the second end 22 of the upper torque link member 18, the second end 28 of the lower torque link member 24 or the lower portion 16, the cooperating structure or structures can be disposed on a corresponding one of on the upper portion 14, the first end 20 of the upper torque link member 18, the second end 28 of the lower torque link member 24, the second end 22 of the upper torque link member 18 or the first end of the lower torque link member 24. In these alternate configurations, the pin or pins can be manually movable for disconnecting one of the first end 20 of the upper torque link member 18, the upper portion 14, the second end 22 of the upper torque link member 18, the second end 28 of the lower torque link member 24 or the lower portion 16 from said another of the upper portion 14, the first end 20 of the upper torque link member 18, the second end 28 of the lower torque link member 24, the second end 22 of the upper torque link member 18 or the first end 26 of the lower torque link member 24.

    [0018] As shown in FIG. 1, the upper portion 14 can include a cylinder 50 having a steering collar 52. The lower portion 16 can include a piston 54 reciprocally or telescopingly received within or relative to the cylinder 50 of the upper portion 14. A wheel frame or fork 56 can be fixably secured to the piston 54 for movement with the piston 54 and thus reciprocal relative to the upper portion 14. The wheel frame or fork 56 can rotatably support a wheel 58. As shown, the torque link 11, comprised of the torque links 18, 24, connects the steering collar 52 to the wheel frame 56 to transmit steering forces from the steering collar 52 to the fork 56 for steering of the wheel 58. In particular, when guided steering of the steering collar 52 is commanded by a steering actuator 60, such steering is transmitted through the links 18, 24 to the wheel frame 56 and wheel 58. The links 18, 24 transmit such steering forces while allowing relative reciprocal movement of the wheel frame 56 and wheel 58 via the piston 54 (i.e., relative to the upper portion 14).

    [0019] Sometimes, however, it is desirable to disconnect the wheel frame 56 from the torque link 11 to allow free rotation of the wheel frame 56 and wheel 58 to freely rotate relative to the upper portion 14, and particularly the steering collar 52. For example, free steering of the wheel 58 might be desired after landing when the aircraft is being towed by a tractor or other land vehicle. This can be arranged by providing a removable connection (e.g., at one or more of connecting portions A, B or C) for the links 18, 24 and such removable connection can be facilitated via the quick release assembly 30 described herein.

    [0020] In the embodiment in FIGS 2-5, the quick release assembly 30 is provided on the lower torque link 24 at the first end 26 thereof. As best shown in FIG. 5, the lower torque link 24 is configured as a two-pronged structure or fork at the first end 26 having first and second spaced apart fork arms 62, 64 and accordingly the end 26 can be referred to as a fork or pronged end. The quick release assembly 30 of this embodiment includes two pins, i.e., the locking pins 32, 34. The first locking pin 32 is disposed on the first arm 62 and the second locking pin 34 is disposed on the second arm 64. In this configuration, the pins 32, 34 protrude toward one another when in the respective engaged positions and are disengaged away from one another (i.e., pulled apart) when moved to the respective disengaged positions. Accordingly, the lower torque link 24, and particularly the forked end 26, is configured as a pinching structure.

    [0021] The lower portion 16 includes the cooperating structures 36, 38 that are configured to cooperatively received the pins 32, 34. In particular, the lower portion 16 has a lug or lug portion 56a formed on the wheel frame 56. In the illustrated embodiment, the lug portion 56a is formed as a single-pronged structure that is sandwiched or pinched between the two-pronged fork end 26 comprised on the arms 62, 64. Accordingly, the lug portion 56a can alternately be referred to as a pinched structure. Of course, as will be appreciated by those skilled in the art, the lug portion 56a need not be limited to being formed as a single-pronged structure and could alternately be formed as a pronged structure (e.g., a two prong structure). Likewise, the pinching structure (i.e., the lower torque link 24), and particularly the two-pronged end 26 thereof, need not be limited to being formed as a two-pronged structure and could alternately be formed as a single pronged or three or more pronged structure.

    [0022] Examples of torque link members having alternate pronged structures (e.g., pinching structures with at least three prongs) are illustrated in FIGS. 7-9. In particular, torque link or pinching structure 24' illustrated in FIG. 7 includes four prongs 24a', 24b', 24c' and 24d' suitable for cooperatively engaging a two or three pronged cooperating structure or pinched structure 25'. Torque link or pinching structure 24" illustrated in FIG. 8 includes three prongs 24a", 24b" and 24c" suitable for cooperatively engaging a two pronged cooperating or pinched structure 25". Similar to FIG. 7, torque link or pinching structure 24'" illustrated in FIG. 9 includes four prongs 24a"', 24b"', 24c'" and 24d'" suitable for cooperatively engaging a two or three pronged cooperating or pinched structure 25"'. Of course, other variations than those illustrated are possible and are to be considered within the scope of the present disclosure.

    [0023] Also in the illustrated embodiment, the locking pins 32, 34 are each continually urged toward their respective engaged positions (i.e., the positions shown in FIGS. 3 and 4) by coil springs 66. The locking pins 32, 34 are urged toward their engaged positions by the springs 66 even when the torque link member 24 is disconnected from the lower portion 16 (i.e., even when the lower torque link members 24 is disconnected from the lug 56a). The pins 32, 34 are axially movable between their engaged positions, wherein the pins 32, 34 protrude for interengagement with the cooperating structures 36, 38 on the lug 56a of the lower portion 16, and disengaged positions, wherein the lower torque link member 24 can be disconnected from the lower portion 16 (or reconnected together). The coil springs 66 bias the locking pins 32, 34 toward the engaged positions, but the pins 32, 34 are movable against the biasing of the coil springs 66, such as by a manually applied pulling force, to the disengaged positions. The springs 66 can each have a sufficient spring force for returning the respective pins 32, 34 to the engaged position whenever an insufficient external force (or no force) is applied to the pins 32, 34.

    [0024] As shown, each of the locking pins 32, 34 of the illustrated embodiment has an insertion end 70 receivable in a corresponding cooperating structure 36, 38 when the pins 32, 34 are in their engaged positions. The cooperating structures 36, 38 are defined by and/or in the lug 56a. More particularly, in the illustrated embodiment, the lug 56a includes a throughole 72. At each end of the throughole 72, sleeve-type bushings 74 are received partially in the throughole 72 for providing an engagement surface for the pins 32, 34. The bushings 74 of the illustrated embodiment include a shaft portion 74a received in the throughole 72 and a head portion 74b for seating the bushing 72 against the lug 56a. The shaft portion 74a defines a bore 75 in which the corresponding pin 32 or 34 is slidably received when the pins 32, 34 are engaged. Of course, it is to be appreciated by those skilled in the art that the cooperating structures 36, 38 can have alternate configurations (e.g., throughole 72 can be replaced with two separate holes or recesses, the receiving apertures for the pins 32, 34 can be formed by a sleeve-like wall extending outward from the lug 56a, etc.).

    [0025] Opposite the insertion end 70, the locking pins 32, 34 can each include a handle or handle portion 78 to facilitate manual pulling of the locking pins 32, 34 from the engaged positions to the disengaged positions against the urging of the springs 66. The elastic force of the springs 66 can be adjusted or set so that the locking pin 32, 34 connect the connecting portion C firmly and the handle portions 78 can be pulled by a human power when the connecting portion C is disengaged. The handle portions 78 allow for relatively easy manipulation of the pins 32, 34.

    [0026] The illustrated locking pins 32, 34 are configured such that first or inner ends 66a of the springs 66 act against radial flanges 80 of the locking pins 32, 34. The flanges 80 move with their respective locking pins 32, 34. Second or outer ends 66b of the springs 66 act against respective head portions 82 of the torque link member 24, which do not move with the locking pins 32, 34. More specifically, a slider tube 84 can depend annularly from the radial flange 80 to define an annular space 86 radially about each pin 32, 34. Since the slider tube 84 is attached or mounted to its respective pin 32, 34 and moves therewith, the slider tube 84 can be referred to as a moving annular wall or moving slider tube. The head portions 82 form seats against which the handle portions 78 of the pins 32, 34 can rest when in engaged positions.

    [0027] A cap 88 or bushing 88, which includes the head portion 82 in the illustrated embodiment, has a wall portion 90 that depends annularly from the head portion 82 to further define the annular space 86. The wall portion 90 is received through an aperture 91 defined in each of the arms 62, 64. The bore size of the apertures 91 defined in the arms 62, 64 can be the same or substantially the same as the bore size of the throughole 72 defined in the lug 56a of the wheel frame 56. An inner surface of the wall portion 90 defines a bore 93 in which the slider tube 84 is slidably received. A bore size of the stationary cap 88 (i.e., the bore size of the bore 93) and a bore size of the bushing 74 (i.e., the bore size of the bore 75) can be substantially the same size, whereas a section area or outer diameter of the slider tube 84 can be almost same or slightly smaller than the bore size of the stationary cap 88 and the bushing 74 to facilitate relative sliding of the slider tube 84.

    [0028] The cap 88 further includes a bushing face 92 disposed adjacent an opposite axial end from the head portion 82. The bushing face 92 seats against the lower torque link 24 (i.e., to one of the arms 62, 64) to fixedly connect the stationary cap 88 of each pin 32, 34 to its corresponding arm 62, 64. The cap 88, which is mounted or attached to its corresponding arm 62, 64, can be referred to as a stationary annular wall or a stationary cap. The bushing face 92 can be welded or otherwise secured to the arm 62 or 64 for securing the stationary cap 88 to the arm 62 or 64. Of course, as will be appreciated by those skilled in the art, the cap 88 can have other configurations and/or can be secured to the arm 62, 64 in other manners. In the illustrated embodiment, the bushing face 92 engages and thereby forms a contact face for the corresponding bushing 74 on the lug 56a.

    [0029] The cap 88 can have two functions. One can be a housing and guide function for the slider tube 84. In particular, the cap 88 provides a housing for the slider tube 84 and also provides a guiding surface for guiding sliding movement of the slider tube 84 inside the stationary cap 88. The slider tube 84 is telescopingly received within the stationary cap 88 to define the annular space 86 as a closed annularly space and telescopingly moves relative thereto when the respective pin 32, 34 is moved between its engaged and disengaged positions. In particular, the spring 66 is received in the annular space 86 around the pin 32 or 34 and thus is fully encompassed or enclosed by a housing formed by the pin 32 or 34, the slider tube 84 and the stationary cap 88. Another function is a seat function for the spring 66, which allows the spring 66 to bias or urge the slider tube 84 toward the engaged position. In particular, the head portion 82 of the cap 88 provides a wall surface from which the spring 66 can exert a spring force onto the slider tube 84.

    [0030] With reference to FIG. 3, the slider tube 84 having the radial flange 80 and the aperture 80a fits over a pin tip 94 and is seated against a shoulder 96 of the respective pin 32, 34. A nut 100 is threaded onto the tip 94 to fixedly secure the slider tube 84 and the pin 32 or 34 together. As shown, the slider tube 84 can include insertion end 70 that annularly surrounds the nut 100 and the tip 94. The bore sizes of the throughole 72 and the apertures 91, which can be substantially the same, can be slightly larger than the sectional area of the insertion end 70 and the slider tube 84.

    [0031] The slider tube 84 can function as a bushing for the cooperating structures 36 or 38, as described in more detail below, and can additionally provide a bearing surface on which a grease or other lubricant can be provided for facilitating sliding movement between the bushing 74 and stationary cap 88, and more generally between the pins 32, 34 and their respective arms 62, 64. As shown, grease fittings 102 in FIG. 4 can be provided on the arms 62, 64 with a corresponding passage (not shown) for introducing or forcing grease to the outer surface of the slider tube 84 (i.e., the surface that bears against or moves relative to the stationary cap 88).

    [0032] The locking pins 32, 34 in their engaged positions and in cooperation or interengagement with the cooperating structures 36, 38 connect the lower torque link member 24 and the lower portion 16 together and forms a rotatable joint at the lower connecting C allowing relative rotation between the lower torque link member 24 and the lower portion 16. In particular, an axis of each of the pins 32, 34 forms a rotatable axis between the first end 26 of the lower torque link 24 and the lower portion 16, particularly the lug 56a thereof. Likewise, if the locking pins were disposed between the upper portion 14 and the first end 20 of the upper torque link 18 or between the second ends 22, 28 of the torque links, the pins 32, 34 would form rotatable connections about their axes between these components (i.e., at connecting portions A and B). In the embodiment of FIGS. 2-5, both pins 32, 34, which are arranged such that their respective axes are in collinear relation with one another, form a rotatable connection between the lower torque link 24 and the lower portion 16.

    [0033] Unlike prior art quick release mechanisms, the spring 66 biases the locking pins 32, 34 toward the engaged positions. That is, except for moving from the engaged position to the disengaged position, the locking pins 32, 34 are not otherwise removable from the torque link member 24. This presents a compact assembly because the engage/disengage structures are placed in the housing of the arms 62, 64 efficiently. Additionally, this invention does not allow for the locking pins 32, 34 to become lost by means of stopper structures by the slider tube 84 and the head portion of the cap 88 in addition to the spring force of the spring 66 or otherwise inconvenient to the user. These are advantageous in that the device is self-contained and remains self-contained even when the pins 32, 34 are in their respective disengaged positions. Also there is no loose hardware (e.g., a dangling lanyard) to become lost or damaged, or to cause damage to other structures of the landing gear. An additional advantage is that the same number or fewer parts are required as compared to prior art connection devices, which ultimately results in a reduction of weight and cost. Additionally, operation of the quick release assembly 30 only requires pulling the pins 32, 34 when disconnecting the connecting portion C. The engage and disengage operation of this invention is very easy for the user. In contrast, some conventional locking pins require the user to push a button of a locking pin, and then pull the pin from the connecting portion.

    [0034] With reference to FIG. 6, a quick release assembly 30' is illustrated according to an alternate embodiment. Except as indicated below, the quick release assembly 30' can be same as the quick release assembly 30 discussed hereinabove. Accordingly, like reference numbers are used to identify like parts and like reference numbers with a prime symbol are used to identify similar corresponding parts. A main difference between the quick release assembly 30' and the quick release assembly 30 is the use of a tapered interface between the pins 32', 34' and the cooperating structures 36', 38' in the quick release assembly 30'. In the quick release assembly 30, the insertion end 101 of the slider tube 84 has a generally constant cylindrical outer profile that cooperates with a generally matching constant cylindrical inner profile of the bushing wall portions 74a. In contrast, the quick release assembly 30' has insertion end 70' of the slider tubes 84' with a tapered outer profile that cooperates with a tapered inner profile of the bushing wall portions 74a'. As a result, the springs 66' bias the slider tubes 84' toward the corresponding bushings 74' to lock the connecting portion. Due to the mating tapers, a clearance gap between the slider tubes 84' and the corresponding bushings 74' is reduced by the force of the springs 66' and the connecting portion is more firmly fixed with no space. The angle of the taper (or the use of no taper) can be adjusted to control freedom of movement between the jointed components (i.e., between the pins 32', 34' and the cooperating structures 36', 38'). This invention makes the arms 62, 64 and the lug 56a easy to align when connecting the link 24 and the lug 56a.

    [0035] While the quick release assemblies disclosed herein have been described in reference to aircraft landing gear, it is to be appreciated that thee could be used as a general connecting structure in other applications and environments. Moreover, it will be appreciated that various of the above-disclosed and other features and functions, or alternatives or varieties thereof, may be desirably combined into many other different systems or applications. Also that various presently unforeseen or unanticipated alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.


    Claims

    1. A quick release assembly, comprising:

    a pinching structure having at least two pronged portions;

    a pinched structure having at least one bushing (74) defining a bushing bore (75); and

    a locking pin (32, 34) disposed on each of the at least two pronged portions, the locking pin (32, 34) including a spring (66, 66a),

    characterized in that
    the locking pin (32, 34) includes a handle portion (78), a stationary cap (88) fixed to the pronged portion and having a stationary cap bore (93), and a slider tube (84) that slides inside the stationary cap (88) and together with the handle portion (78) between an engaged position and a disengaged position, wherein the spring (66, 66a) biasing the slider tube (84) toward the engaged position; and wherein
    bore sizes of the stationary cap bore (93) of the stationary cap (88) of the pinching structure and the bushing bore (75) of the at least one bushing (74) of the pinched structure are substantially the same size, and a section area of a connecting side of the slider tube (84) is slightly smaller than the bore size of the stationary cap (88) of the pinching structure and the bushing (74) of the pinched structure.
     
    2. The quick release assembly of claim 1, wherein

    the slider tube (84) and the bushing (74) of the pinched structure are tapered to cooperatively engage one another when each locking pin (32, 34) is in the engaged position.


     
    3. The quick release assembly of claim 1, wherein

    the pinching structure has at least a three-pronged portion, and the pinched structure has at least a two-pronged portion, and locking pins (32, 34) are disposed on both sides of the pinching structure.


     
    4. The quick release assembly of claim 3, wherein

    the pinching structure has a four-pronged portion, and the pinched structure has a three-pronged portion.


     
    5. The quick release assembly of claim 1, wherein

    the pinching structure is disposed at a first end and/or second end of a lower torque link (24) of an aircraft landing gear strut (12), the pinched structure is disposed at a lug (56a) of a wheel frame and/or a second end of an upper torque link (24) of the aircraft landing gear strut.


     
    6. The quick release assembly of claim 1, wherein

    the pinching structure is disposed at a first end and/or second end of an upper torque link (24) of an aircraft landing gear strut (12), the pinched structure is disposed at a lug (56a) of a collar (52) and/or a second end of a lower torque link (24) of the aircraft landing gear strut (12).


     
    7. The quick release assembly of claim 1 in combination with an aircraft landing gear strut (12), the strut having an upper portion (14) and a lower portion (16) that is telescopingly and rotatably movable relative to the upper portion (16), an upper torque link member (18) has a first end (20) connected to the upper portion (14), a lower torque link member (24) has a first end (26) connected to the lower portion (16), second ends (22, 28) of the torque link members (18, 24) are connected together to prevent relative rotation between the upper and lower portions (14, 16), wherein

    the pinching structure is one of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16); and

    the pinched structure is another of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16);

    and wherein the locking pin (32, 34) is axially urged toward the engaged position wherein the locking pin (32, 34) cooperates with the pinched structure when the locking pin (32, 34) and the pinched structure are aligned to connect the pinching structure and the pinched structure together, the locking pin (32, 34) axially movable against the urging from the engaged position to the disengaged position to disconnect the pinching structure and the pinched structure.


     
    8. An aircraft landing gear assembly, comprising:

    an upper portion (14);

    a lower portion (16) telescopingly and rotatably movable relative to the upper portion (14);

    an upper torque link (18) having a first end (20) connected to the upper portion (14) and a second end (22);

    a lower torque link (24) having a first end (26) connected to the lower portion (16) and a second end (28), the second ends (22, 28) of the upper and lower torque links (18, 24) connected together to prevent relative rotation between the upper and lower portions (14, 16); and

    the quick release assembly (30) of claim 1, wherein the quick release assembly (30) is configured to connect one of the first end (20) of the upper torque link (18) and the upper portion (14), the first end (26) of the lower torque link (24) and the lower portion (16), or the second end (22) of the upper torque link (18) and the second end (28) of the lower torque link (24), the locking pin (32, 34) is disposed on one of the first end (20) of the upper torque link (18), the upper portion (14), the first end (26) of the lower torque link (24), the lower portion (16), the second end (22) of the upper torque link (18) or the second end (28) of the lower torque link (24), the locking pin is slidably movable between the engaged position and the disengaged position with the pin urged toward the engaged position, wherein the locking pin (32, 34) cooperates with a cooperating structure disposed on another of the first end (20) of the upper torque link (18), the upper portion (14), the first end (26) of the lower torque link (24), the lower portion (16), the second end of the upper torque link (18) or the second end of the lower torque link (24) when the locking pin (32, 34) is aligned with the cooperating structure, and

    the locking pin (32, 34) is manually movable against the urging to the disengaged position for disconnecting said one of the first end (20) of the upper torque link (18), the upper portion (14), the first end of the lower torque link (24), the lower portion (16), the second end of the upper torque link or the second end of the lower torque link (24) from said another of the first end (20) of the upper torque link, the upper portion (14), the first end of the lower torque link (24), the lower portion (16), the second end of the upper torque link (18) or the second end of the lower torque link (24).


     
    9. The aircraft landing gear assembly of claim 8, wherein

    an axis of the locking pin (32, 34) forms a rotatable axis between said one of the first end (20) of the upper torque link (18), the upper portion (14), the first end (26) of the lower torque link (24), the lower portion (16), the second end of the upper torque link (18) or the second end of the lower torque link (24) and said another of the first end (20) of the upper torque link (18), the upper portion (14), the first end of the lower torque link (24), the lower portion (16), the second end of the upper torque link (18) or the second end of the lower torque link (24).


     
    10. The aircraft landing gear assembly of claim 8, wherein

    the slider tube (84) and the bushing of the cooperating structure are tapered to cooperatively engage one another when the locking pin (32, 34) is in the engaged position.


     
    11. The aircraft landing gear assembly of claim 8, wherein

    a first member has at least a three-pronged portion, and a second member has at least a two-pronged portion, and the locking pin (32, 34) is one of two locking pins (32, 34) disposed on both sides of the first member, wherein

    the first member is one of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16) and the second member is another of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16).


     
    12. The aircraft landing gear assembly of claim 8, wherein

    the first member has a four-pronged portion (24a', 24b', 24c', 24d'), and the second member has a three-pronged portion (25').


     
    13. The aircraft landing gear assembly of claim 8, further including:

    a second locking pin disposed on a first member;

    a second cooperating structure disposed on a second member;

    the second locking pin axially urged toward an extended position wherein the second locking pin cooperates with the second cooperating structure of the second member when the second locking pin and the second cooperating structure are aligned to connect the first and second members together, the second locking pin axially movable against the urging from the extended position to a retracted position, both the first and second locking members in the retracted positions allow disconnection of the first and second members, wherein

    the first member is one of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16) and the second member is another of the upper portion (14), the upper torque link member (18), the lower torque link member (24) or the lower portion (16).


     


    Ansprüche

    1. Schnellkupplungsanordnung, die aufweist:

    eine Klemmstruktur mit wenigstens zwei zackigen Abschnitten;

    eine eingeklemmte Struktur mit wenigstens einer Hülse (74), die eine Hülsenbohrung (75) definiert; und

    einen Arretierstift (32, 34), der auf jedem der wenigstens zwei zackigen Abschnitte angeordnet ist, wobei der Arretierstift (32, 34) eine Feder (66, 66a) umfasst,

    dadurch gekennzeichnet, dass

    der Arretierstift (32, 34) einen Griffabschnitt (78), eine ortsfeste Kappe (88), die an dem zackigen Abschnitt befestigt ist und eine ortsfeste Kappenbohrung (93) hat, und

    ein Gleitrohr (84) umfasst, das im Inneren der ortsfesten Kappe (88) und zusammen mit dem Griffabschnitt (78) zwischen einer Eingreifposition und einer gelösten Position gleitet, wobei die Feder (66, 66a) das Gleitrohr (84) in Richtung der Eingreifposition vorspannt; und wobei

    Bohrungsgrößen der ortsfesten Kappenbohrung (93) der ortsfesten Kappe (88) der Klemmstruktur und der Hülsenbohrung (75) wenigstens einer Hülse (74) der eingeklemmten Struktur im Wesentlichen die gleiche Größe haben und eine Schnittfläche einer Verbindungsseite des Gleitrohrs (84) ein wenig kleiner als die Bohrungsgröße der ortsfesten Kappe (88) der Klemmstruktur und der Hülse (74) der eingeklemmten Struktur ist.


     
    2. Schnellkupplungsanordnung nach Anspruch 1, wobei
    das Gleitrohr (84) und die Hülse (74) der eingeklemmten Struktur angeschrägt sind, um zusammenwirkend aneinander anzugreifen, wenn jeder Arretierstift (32, 34) in der Eingreifposition ist.
     
    3. Schnellkupplungsanordnung nach Anspruch 1, wobei
    die Klemmstruktur einen wenigstens dreizackigen Abschnitt hat und die eingeklemmte Struktur einen wenigstens zweizackigen Abschnitt hat, und die Arretierstifte (32, 34) auf beiden Seiten der Klemmstruktur angeordnet sind.
     
    4. Schnellkupplungsanordnung nach Anspruch 3, wobei
    die Klemmstruktur einen vierzackigen Abschnitt hat und die eingeklemmte Struktur einen dreizackigen Abschnitt hat.
     
    5. Schnellkupplungsanordnung nach Anspruch 1, wobei
    die Klemmstruktur an einem ersten Ende und/oder einem zweiten Ende einer unteren Fahrwerkschere (24) einer Flugzeugfahrwerkstrebe (12) angeordnet ist, wobei die eingeklemmte Struktur an einem Ansatz (56a) eines Radrahmens und/oder einem zweiten Ende einer oberen Fahrwerkschere (24) der Flugzeugfahrwerkstrebe angeordnet ist.
     
    6. Schnellkupplungsanordnung nach Anspruch 1, wobei
    die Klemmstruktur an einem ersten Ende und/oder zweiten Ende einer oberen Fahrwerkschere (24) einer Flugzeugfahrwerkstrebe (12) angeordnet ist, wobei die eingeklemmte Struktur an einem Ansatz (56a) einer Manschette (52) und/oder einem zweiten Ende einer unteren Fahrwerkschere (24 der Flugzeugfahrwerkstrebe (12) angeordnet ist.
     
    7. Schnellkupplungsanordnung nach Anspruch 1 in Kombination mit einer Flugzeugfahrwerkstrebe (12), wobei die Strebe einen oberen Abschnitt (14) und einen unteren Abschnitt (16), der relativ zu dem oberen Abschnitt (16) teleskopisch beweglich ist, hat, ein oberes Fahrwerkscherenelement (18) ein erstes Ende (20), das mit dem oberen Abschnitt (14) verbunden ist, hat, ein unteres Fahrwerkscherenelement (24) ein erstes Ende (26), das mit dem unteren Abschnitt (16) verbunden ist, hat, zweite Enden (22, 28) der Fahrwerkscherenelemente (18, 24) miteinander verbunden sind, um eine relative Drehung zwischen den oberen und unteren Abschnitten (14,16) zu verhindern, wobei
    die Klemmstruktur einer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist; und
    die eingeklemmte Struktur ein anderer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist;
    und wobei der Arretierstift (32, 34) axial in Richtung der Eingreifposition gedrückt wird, wobei der Arretierstift (32, 34) mit der eingeklemmten Struktur zusammenwirkt, wenn der Arretierstift (32, 34) und die eingeklemmte Struktur ausgerichtet sind, um die Klemmstruktur und die eingeklemmte Struktur miteinander zu verbinden, wobei der Arretierstift (32, 34) axial gegen den Druck von der Eingreifposition zu der gelösten Position beweglich ist, um die Klemmstruktur und die eingeklemmte Struktur zu trennen.
     
    8. Flugzeugfahrwerkanordnung, die aufweist:

    eine oberen Abschnitt (14);

    einen unteren Abschnitt (16), der relativ zu dem oberen Abschnitt (14) teleskopisch und drehbar beweglich ist;

    eine obere Fahrwerkschere (24) mit einem ersten Ende (20), das mit dem oberen Abschnitt (14) verbunden ist, und einem zweiten Ende (22);

    eine untere Fahrwerkschere (24) mit einem ersten Ende (26), das mit dem unteren Abschnitt (16) verbunden ist, und einem zweiten Ende (28), wobei die zweiten Enden (22, 28) der oberen und unteren Fahrwerkscheren (18, 24) miteinander verbunden sind, um eine relative Drehung zwischen den oberen und unteren Abschnitten (14, 16) zu verhindern; und

    die Schnellkupplungsanordnung (30) nach Anspruch 1, wobei die Schnellkupplungsanordnung (30) konfiguriert ist, um eines des ersten Endes (20) der oberen Fahrwerkschere (18) und des oberen Abschnitts (14), des ersten Endes (26) der unteren Fahrwerkschere (24) und des unteren Abschnitts (16) oder des zweiten Endes (22) der oberen Fahrwerkschere (18) und des zweiten Endes (28) der unteren Fahrwerkschere (24) zu verbinden, wobei der Arretierstift (32, 34) auf einem des ersten Endes (20) der oberen Fahrwerkschere (18), des oberen Abschnitts (14), des ersten Endes (26) der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes (22) der oberen Fahrwerkschere (18) oder des zweiten Endes (28) der unteren Fahrwerkschere (24) angeordnet ist, wobei der Arretierstift zwischen der Eingreifposition und der gelösten Position verschiebbar beweglich ist, wobei der Stift in Richtung der Eingreifposition gedrückt wird, wobei der Arretierstift (32, 34) mit einer zusammenwirkenden Struktur zusammenwirkt, die auf einem anderen des ersten Endes (20) der oberen Fahrwerkschere (18), des oberen Abschnitts (14), des ersten Endes (26) der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes (22) der oberen Fahrwerkschere (18) oder des zweiten Endes (28) der unteren Fahrwerkschere (24) angeordnet ist, wenn der Arretierstift (32, 34) mit der zusammenwirkenden Struktur ausgerichtet ist, und

    der Arretierstift (32, 34) manuell gegen den Druck zu der gelösten Position beweglich ist, um eines/n des ersten Endes (20) der oberen Fahrwerkschere (18), des oberen Abschnitts (14), des ersten Endes (26) der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes (22) der oberen Fahrwerkschere der des zweiten Endes der unteren Fahrwerkschere (24) von dem anderen des ersten Endes (20) der oberen Fahrwerkschere, des oberen Abschnitts (14), des ersten Endes der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes der oberen Fahrwerkschere (18) oder des zweiten Endes (28) der unteren Fahrwerkschere (24) zu trennen.


     
    9. Flugzeugfahrwerkanordnung nach Anspruch 8, wobei
    eine Achse des Arretierstifts (32, 34) eine drehbare Achse zwischen dem einen des ersten Endes (20) der oberen Fahrwerkschere (18), des oberen Abschnitts (14), des ersten Endes (26) der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes (22) der oberen Fahrwerkschere (18) oder des zweiten Endes (28) der unteren Fahrwerkschere (24) und dem anderen des ersten Endes (20) der oberen Fahrwerkschere (18), des oberen Abschnitts (14), des ersten Endes der unteren Fahrwerkschere (24), des unteren Abschnitts (16), des zweiten Endes der oberen Fahrwerkschere (18) oder des zweiten Endes der unteren Fahrwerkschere (24) bildet.
     
    10. Flugzeugfahrwerkanordnung nach Anspruch 8, wobei
    das Gleitrohr (84) und die Hülse der zusammenwirkenden Struktur angeschrägt sind, um zusammenwirkend aneinander anzugreifen, wenn der Arretierstift (32, 34) in der Eingreifposition ist.
     
    11. Flugzeugfahrwerkanordnung nach Anspruch 8, wobei
    ein erstes Element einen wenigstens dreizackigen Abschnitt hat und ein zweites Element einen wenigstens zweizackigen Abschnitt hat, und der Arretierstift (32, 34) einer von zwei Arretierstiften (32, 34) ist, die auf beiden Seiten des ersten Elements angeordnet sind,
    wobei das erste Element einer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist, und das zweite Element ein anderer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist,
     
    12. Flugzeugfahrwerkanordnung nach Anspruch 8, wobei
    das erste Element einen vierzackigen Abschnitt (24a', 24b', 24c', 24d') hat und das zweite Element einen dreizackigen Abschnitt (25') hat.
     
    13. Flugzeugfahrwerkanordnung nach Anspruch 8, die ferner umfasst:

    einen zweiten Arretierstift, der auf einem ersten Element angeordnet ist;

    eine zweite kooperierende Struktur, die auf einem zweiten Element angeordnet ist;

    wobei der zweite Arretierstift axial in Richtung einer ausgezogenen Position gedrückt wird, wobei der zweite Arretierstift mit der zweiten zusammenwirkenden Struktur des zweiten Elements zusammenwirkt, wenn der zweite Arretierstift und die zweite zusammenwirkende Struktur ausgerichtet sind, um die ersten und zweiten Elemente miteinander zu verbinden, wobei der zweite Arretierstift axial gegen den Druck von der ausgezogenen Position zu einer zurückgezogenen Position beweglich ist, wobei sowohl die ersten als auch zweiten Arretierelemente in den zurückgezogenen Positionen die Trennung der ersten und zweiten Elemente zulassen, wobei das erste Element einer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist, und das zweite Element ein anderer/s des oberen Abschnitts (14), des oberen Fahrwerkscherenelements (18), des unteren Fahrwerkscherenelements (24) oder des unteren Abschnitts (16) ist.


     


    Revendications

    1. Ensemble à libération rapide, comprenant :

    une structure de pincement ayant au moins deux portions à griffes ;

    une structure pincée ayant au moins une douille (74) définissant un trou de douille (75) ; et

    une tige de verrouillage (32, 34) disposée sur chacune des au moins deux portions à griffes, la tige de verrouillage (32, 34) incluant un ressort (66, 66a),

    caractérisé en ce que

    la tige de verrouillage (32, 34) inclut une portion de poignée (78), un chapeau fixe (88) fixé sur la portion à griffes et ayant un trou de chapeau fixe (93), et un tube coulissant (84) qui coulisse à l'intérieur du chapeau fixe (88) et avec la portion de poignée (78) entre une position en prise et une position désolidarisée, dans lequel le ressort (66, 66a) sollicitant le tube coulissant (84) vers la position en prise ; et dans lequel

    des tailles de trou du trou de chapeau fixe (93) du chapeau fixe (88) de la structure de pincement et du trou de douille (75) de l'au moins une douille (74) de la structure pincée sont sensiblement de la même taille, et une zone de section d'un côté de connexion du tube coulissant (84) est légèrement inférieure à la taille de trou du chapeau fixe (88) de la structure de pincement et de la douille (74) de la structure pincée.


     
    2. Ensemble à libération rapide selon la revendication 1, dans lequel
    le tube coulissant (84) et la douille (74) de la structure pincée sont effilés pour entrer en prise de coopération l'un avec l'autre quand chaque tige de verrouillage (32, 34) est dans la position en prise.
     
    3. Ensemble à libération rapide selon la revendication 1, dans lequel
    la structure de pincement comporte au moins une portion à trois griffes, et la structure pincée comporte au moins une portion à deux griffes, et des tiges de verrouillage (32, 34) sont disposées des deux côtés de la structure de pincement.
     
    4. Ensemble à libération rapide selon la revendication 3, dans lequel
    la structure de pincement comporte une portion à quatre griffes, et la structure pincée comporte une portion à trois griffes.
     
    5. Ensemble à libération rapide selon la revendication 1, dans lequel
    la structure de pincement est disposée au niveau d'une première extrémité et/ou seconde extrémité d'un compas inférieur (24) d'une jambe de train d'atterrissage (12) d'aéronef, la structure pincée est disposée au niveau d'une oreille (56a) d'un châssis de roue et/ou d'une seconde extrémité d'un compas supérieur (24) de la jambe de train d'atterrissage d'aéronef.
     
    6. Ensemble à libération rapide selon la revendication 1, dans lequel
    la structure de pincement est disposée au niveau d'une première extrémité et/ou seconde extrémité d'un compas supérieur (24) d'une jambe de train d'atterrissage (12) d'aéronef, la structure pincée est disposée au niveau d'une oreille (56a) d'un collier (52) et/ou d'une seconde extrémité d'un compas inférieur (24) de la jambe de train d'atterrissage (12) d'aéronef.
     
    7. Ensemble à libération rapide selon la revendication 1 en combinaison avec une jambe de train d'atterrissage (12) d'aéronef, la jambe ayant une portion supérieure (14) et une portion inférieure (16) qui est mobile de manière télescopique et rotative par rapport à la portion supérieure (16), un élément de compas supérieur (18) comporte une première extrémité (20) connectée à la portion supérieure (14), un élément de compas inférieur (24) comporte une première extrémité (26) connectée à la portion inférieure (16), des secondes extrémités (22, 28) des éléments de compas (18, 24) sont connectées ensemble pour éviter une rotation relative entre les positions supérieure et inférieure (14, 16), dans lequel
    la structure de pincement est l'un parmi la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16) ; et
    la structure pincée est un autre parmi la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16) ;
    et dans lequel la tige de verrouillage (32, 34) est axialement poussée vers la position en prise dans lequel la tige de verrouillage (32, 34) coopère avec la structure pincée quand la tige de verrouillage (32, 34) et la structure pincée sont alignées pour connecter la structure de pincement et la structure pincée ensemble, la tige de verrouillage (32, 34) étant axialement mobile à l'encontre de la poussée de la position en prise vers la position désolidarisée afin de déconnecter la structure de pincement et la structure pincée.
     
    8. Ensemble train d'atterrissage d'aéronef, comprenant :

    une portion supérieure (14) ;

    une portion inférieure (16) mobile de manière télescopique et rotative par rapport à la portion supérieure (14) ;

    un compas supérieur (18) comportant une première extrémité (20) connectée à la portion supérieure (14) et une seconde extrémité (22) ;

    un compas inférieur (24) comportant une première extrémité (26) connectée à la portion inférieure (16) et une seconde extrémité (28), les secondes extrémités (22, 28) des compas supérieur et inférieur (18, 24) étant connectées ensemble afin d'empêcher une rotation relative entre les portions supérieure et inférieure (14, 16) ; et

    l'ensemble à libération rapide (30) selon la revendication 1, dans lequel l'ensemble à libération rapide (30) est configuré pour connecter l'une de la première extrémité (20) du compas supérieur (18) et la portion supérieure (14), la première extrémité (26) du compas inférieur (24) et la portion inférieure (16), ou la seconde extrémité (22) du compas supérieur (18) et la seconde extrémité (28) du compas inférieur (24), la tige de verrouillage (32, 34) est disposée sur l'une de la première extrémité (20) du compas supérieur (18), la portion supérieure (14), la première extrémité (26) du compas inférieur (24), la portion inférieure (16), la seconde extrémité (22) du compas supérieur (18) ou la seconde extrémité (28) du compas inférieur (24), la tige de verrouillage est mobile de manière coulissante entre la position en prise et la position désolidarisée avec la tige poussée vers la position en prise, dans lequel la tige de verrouillage (32, 34) coopère avec une structure de coopération disposée sur une autre de la première extrémité (20) du compas supérieur (18), la portion supérieure (14), la première extrémité (26) du compas inférieur (24), la portion inférieure (16), la seconde extrémité du compas supérieur (18) ou la seconde extrémité du compas inférieur (24) quand la tige de verrouillage (32, 34) est alignée sur la structure de coopération, et

    la tige de verrouillage (32, 34) est manuellement mobile à l'encontre de la poussée vers la position désolidarisée pour déconnecter ladite une de la première extrémité (20) du compas supérieur (18), la portion supérieure (14), la première extrémité du compas inférieur (24), la portion inférieure (16), la seconde extrémité du compas supérieur (18) ou la seconde extrémité du compas inférieur (24) de ladite autre de la première extrémité (20) du compas supérieur, la portion supérieure (14), la première extrémité du compas inférieur (24), la portion inférieure (16), la seconde extrémité du compas supérieur (18) ou la seconde extrémité du compas inférieur (24).


     
    9. Ensemble train d'atterrissage d'aéronef selon la revendication 8, dans lequel :

    un axe de la tige de verrouillage (32, 34) forme un axe rotatif entre ladite une de la première extrémité (20) du compas supérieur (18), la portion supérieure (14), la première extrémité (26) du compas inférieur (24), la portion inférieure (16), la seconde extrémité du compas supérieur (18) ou la seconde extrémité du compas inférieur (24) et ladite autre de la première extrémité (20) du compas supérieur (18), la portion supérieure (14), la première extrémité du compas inférieur (24), la portion inférieure (16), la seconde extrémité du compas supérieur (18) ou la seconde extrémité du compas inférieur (24).


     
    10. Ensemble train d'atterrissage d'aéronef selon la revendication 8, dans lequel
    le tube coulissant (84) et la douille de la structure de coopération sont effilés pour entrer en prise de coopération l'un avec l'autre quand la tige de verrouillage (32, 34) est dans la position en prise.
     
    11. Ensemble train d'atterrissage d'aéronef selon la revendication 8, dans lequel
    un premier élément comporte au moins une portion à trois griffes, et un second élément comporte au moins une portion à deux griffes, et la tige de verrouillage (32, 34) est l'une de deux tiges de verrouillage (32, 34) disposées des deux côtés du premier élément, dans lequel
    le premier élément est l'un de la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16) et le second élément est un autre de la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16).
     
    12. Ensemble train d'atterrissage d'aéronef selon la revendication 8, dans lequel
    le premier élément comporte une portion à quatre griffes (24a', 24b', 24c', 24d'), et le second élément comporte une portion à trois griffes (25').
     
    13. Ensemble train d'atterrissage d'aéronef selon la revendication 8, incluant en outre
    une seconde tige de verrouillage disposée sur un premier élément ;
    une seconde structure de coopération disposée sur un second élément ;
    la seconde tige de verrouillage axialement poussée vers une position étendue dans laquelle la seconde tige de verrouillage coopère avec la seconde structure de coopération du second élément quand la seconde tige de verrouillage et la seconde structure de coopération sont alignées pour connecter les premier et second éléments ensemble, la seconde tige de verrouillage étant axialement mobile à l'encontre de la poussée de la position étendue vers une position rétractée, les premier et second éléments de verrouillage dans les positions rétractées permettent tous les deux la déconnexion des premier et second éléments, dans lequel
    le premier élément est l'un de la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16) et le second élément est un autre de la portion supérieure (14), l'élément de compas supérieur (18), l'élément de compas inférieur (24) ou la portion inférieure (16).
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description