CN212423521U

CN212423521U - Aircraft traction rod with buffer device

Info

Publication number: CN212423521U
Application number: CN202021243484.XU
Authority: CN
Inventors: 李志华
Original assignee: Yichang Huasai Industry And Trade Co ltd
Current assignee: Yichang Huasai Industry And Trade Co ltd
Priority date: 2020-06-27
Filing date: 2020-06-27
Publication date: 2021-01-29
Anticipated expiration: 2030-06-27

Abstract

The utility model provides an aircraft traction rod with a buffer device, which comprises a traction rod body, wherein the traction rod body is provided with the buffer device, the buffer device comprises a left sleeve, a right sleeve, a buffer shaft, a first spring and a second spring, the right end of the left sleeve is detachably connected with the left end of the right sleeve, the left sleeve is internally provided with a first baffle with a through hole, and the right end of the right sleeve is provided with a second baffle with a hole; the left end of the buffer shaft is inserted into the left sleeve and the right sleeve, and the buffer shaft can be axially and movably supported on the first baffle and the second baffle; the left boss, the middle boss and the right boss are sequentially arranged on the buffer shaft and located between the first baffle and the second baffle, a first spring is arranged between the first baffle and the middle boss, a second spring is arranged between the middle boss and the second baffle, and the left end of the left sleeve and the right end of the buffer shaft are detachably connected with the two stress ends of the traction rod body respectively. The utility model discloses simple structure, easy maintenance.

Description

Aircraft traction rod with buffer device

Technical Field

The utility model relates to an aircraft traction lever technical field especially relates to an aircraft traction lever with buffer.

Background

When the traction trolley is used for towing an airplane, one end of a traction rod is generally connected to a hook of the traction trolley, and the other end of the traction rod is connected to a traction hole on an airplane wheel of the airplane. In order to reduce the impact load on the airplane caused by the starting and braking of the towing trolley, a buffer device is generally arranged on the towing rod and used for absorbing the impact load generated by sudden starting or sudden stopping of the towing trolley, however, the existing buffer devices have the problems of complex structure and difficult maintenance. In addition, as the diameter and the ground clearance of the traction hole of each model of airplane are possibly different, the existing airplane traction rod can only be matched with a special model, so that the market needs an airplane traction rod which can be matched with various models and is simple and convenient to use.

SUMMERY OF THE UTILITY MODEL

Not enough to exist among the prior art, the utility model provides an aircraft traction lever with buffer, it has solved the problem that the structure is complicated, the maintenance is difficult that current buffer exists.

According to the embodiment of the utility model, the airplane traction rod with the buffer device comprises a traction rod body, wherein the buffer device is arranged on the traction rod body and comprises a left sleeve, a right sleeve, a buffer shaft, a first spring and a second spring,

the right end of the left sleeve is detachably connected with the left end of the right sleeve, a first baffle with a through hole is arranged in the left sleeve, and a second baffle with a hole is arranged at the right end of the right sleeve;

the left end of the buffer shaft is inserted into the left sleeve and the right sleeve, and the buffer shaft is axially and movably supported on the first baffle and the second baffle;

the draw bar comprises a draw bar body and is characterized in that a left boss, a middle boss and a right boss are sequentially arranged on the buffer shaft, the left boss, the middle boss and the right boss are located between a first baffle and a second baffle, a first spring is arranged between the first baffle and the middle boss, a second spring is arranged between the middle boss and the second baffle, and the left end of a left sleeve and the right end of the buffer shaft are detachably connected with two stress ends of the draw bar body respectively.

The technical principle of the utility model is that: when the traction trolley is suddenly started or accelerated, the force of the traction trolley directly acts on the buffer shaft, the buffer shaft compresses the second spring, the second spring absorbs impact load, and when the buffer shaft continues to move, the right boss props against the second baffle plate, so that on one hand, the second spring is protected from being infinitely compressed and damaged, and on the other hand, the buffer shaft directly pulls the left sleeve and the right sleeve to drag the airplane to move; when the traction trolley is suddenly braked, the airplane continuously moves forward to drive the left sleeve to compress the first spring, the first spring absorbs impact load, and the first spring is continuously compressed to enable the left boss and the first baffle to be abutted together, so that the first spring is prevented from being damaged due to infinite compression.

Compared with the prior art, the utility model discloses following beneficial effect has:

the buffer device has simple structure and convenient maintenance. The detachable connection mode of the left sleeve and the right sleeve is adopted, the left end of the left sleeve and the right end of the buffer shaft are respectively detachable connected with two stress ends of the traction rod body, and the built-in first spring and the built-in second spring are adopted to absorb impact load, so that the device is very simple in structure, and when the first spring or the second spring needs to be replaced, the connection between the left sleeve and the right sleeve can be detached.

Drawings

Fig. 1 is a schematic front view of an aircraft tow bar according to an embodiment of the present invention.

Fig. 2 is a schematic top view of an aircraft tow bar according to an embodiment of the present invention.

Fig. 3 is a schematic cross-sectional view of a damping device according to an embodiment of the present invention.

Fig. 4 is a schematic structural diagram of a buffer shaft according to an embodiment of the present invention.

Fig. 5 is a schematic structural diagram of the first wheel frame according to the embodiment of the present invention.

Fig. 6 is a schematic structural diagram of a second wheel frame according to an embodiment of the present invention.

Fig. 7 is a schematic structural diagram of a center shaft according to an embodiment of the present invention.

In the above drawings: 1. hanging a ring; 2. connecting columns; 3. a right connecting rod; 4. a second wheel carrier; 5. a buffer device; 6. a first wheel frame; 7. a left connecting rod; 8. a traction wheel; 11. hanging holes; 51. a left sleeve; 52. a right sleeve; 53. a buffer shaft; 54. a second spring; 55. a first spring; 511. a first baffle plate; 521. a second baffle; 531. a right boss; 532. a middle boss; 533. a left boss; 41. a second roller; 61. a first roller; 81. a traction column; 82. a central shaft; 83. a limiting cylinder; 84. a right plate; 85. a left panel; 821. and (4) a step.

Detailed Description

The technical solution of the present invention will be further explained with reference to the accompanying drawings and embodiments.

As shown in fig. 1-2, an embodiment of the present invention provides an aircraft drawbar with a buffering device, the drawbar body is connected with a buffering device 5, as shown in fig. 3, the buffering device 5 includes a left sleeve 51, a right sleeve 52, a buffering shaft 53, a first spring 55 and a second spring 54, the right end of the left sleeve 51 and the left end of the right sleeve 52 are connected by a flange bolt, a first baffle 511 with a through hole is arranged inside the left sleeve 51, and a second baffle 521 with a hole is formed at the right end of the right sleeve 52; the left end of the buffer shaft 53 is inserted into the left and

right sleeves

51 and 52, and the buffer shaft 53 is axially movably supported on the first and

second baffles

511 and 521.

As shown in fig. 4, the buffer shaft 53 is sequentially provided with a left boss 533, a middle boss 532 and a right boss 531, the left boss 533, the middle boss 532 and the right boss 531 are all located between the first baffle 511 and the second baffle 521, a first spring 55 is arranged between the first baffle 511 and the middle boss 532, a second spring 54 is arranged between the middle boss 532 and the second baffle 521, and the left end of the left sleeve 51 and the right end of the buffer shaft 53 are respectively connected with the two stressed ends of the drawbar body through mounting flanges and bolts.

As shown in fig. 1-2, the traction rod body comprises a left connecting rod 7 and a right connecting rod 3, the right end of the left connecting rod 7 is connected with the left end of the left sleeve 51 through a flange plate bolt, the left end of the right connecting rod 3 is connected with the right end of the buffer shaft 53 through a flange plate bolt, the right end of the right connecting rod 3 is connected with a connecting column 2 in a threaded manner, and the hanging ring 1 is rotatably connected to the connecting column 2. This be convenient for dismantle link 1, and link 1 is rotatable also be convenient for cooperate with the couple of traction trolley with hanging hole 11 on link 1. The left end of the left connecting rod 7 is connected with a traction wheel 8, and the traction wheel 8 is used for being connected with a traction hole on an airplane wheel. As shown in fig. 5-6, the left link 7 is further provided with a first wheel frame 6, two first rollers 61 are disposed at the lower portion of the first wheel frame 6, the right link 3 is further provided with a second wheel frame 4, and a second roller 41 is disposed at the lower portion of the second wheel frame 4.

As shown in fig. 1-2, the towing wheel 8 comprises a left plate 85 and a right plate 84, a central shaft 82 is arranged between the left plate 85 and the right plate 84, the central shaft 82 passes through a hole on the left connecting rod 7 and can be connected together in a relatively rotating manner, five towing columns 81 with different diameters are circumferentially and uniformly distributed between the left plate 85 and the right plate 84, and the towing columns 81 are used for being connected with towing holes on the wheels of the airplane. To make the construction clearer, the traction wheel 8 is shown in a top view in fig. 2 with a schematic view of only two traction columns, the other three traction columns 81 being omitted, each traction column 81 being connected in the same way as the left 85 and right 84 plates, except for the different diameters. Owing to have the traction column 81 of five different diameters, consequently can be applied to the traction hole of five types at least, traction wheel 8 can rotate around left connecting rod 7 tip moreover for certain liftoff height who pulls column 81 adjusts through rotating traction wheel 8, thereby matches with the specific liftoff height of the traction hole of certain type, consequently, this kind of structure of traction wheel 8 has decided the utility model discloses can be applied to multiple model. The central shaft 82 is fixedly arranged between the left plate 85 and the right plate 84 through a nut, as shown in fig. 7, a step 821 and a limiting cylinder 83 are further arranged on the central shaft 82, and the left connecting rod 7 is located between the step 821 and the limiting cylinder 83 to prevent the left connecting rod 7 from axially moving along the central shaft 82.

Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.

Claims

1. An aircraft draw bar with a buffer device comprises a draw bar body, and is characterized in that the draw bar body is provided with the buffer device (5), the buffer device (5) comprises a left sleeve (51), a right sleeve (52), a buffer shaft (53), a first spring (55) and a second spring (54),

the right end of the left sleeve (51) is detachably connected with the left end of the right sleeve (52), a first baffle (511) with a through hole is arranged in the left sleeve (51), and a second baffle (521) with a hole is arranged at the right end of the right sleeve (52);

the left end of the buffer shaft (53) is inserted into the left sleeve (51) and the right sleeve (52), and the buffer shaft (53) is axially movably supported on the first baffle plate (511) and the second baffle plate (521);

still set gradually left boss (533), well boss (532) and right boss (531) on buffering axle (53), left side boss (533), well boss (532) and right boss (531) all are located first baffle (511) with between second baffle (521), first baffle (511) with be provided with first spring (55) between well boss (532), well boss (532) with be provided with second spring (54) between second baffle (521), the left end of left side sleeve pipe (51) with the right-hand member of buffering axle (53) respectively with two stress ends of traction lever body can dismantle the connection.

2. The aircraft drawbar with a buffer device according to claim 1, wherein the drawbar body comprises a left connecting rod (7) and a right connecting rod (3), the right end of the left connecting rod (7) is connected with the left end of the left sleeve (51), the left end of the right connecting rod (3) is connected with the right end of the buffer shaft (53), the right end of the right connecting rod (3) is connected with a suspension loop (1), the suspension loop (1) is provided with a suspension hole (11) matched with a hook of a towing trolley, the left end of the left connecting rod (7) is connected with a towing wheel (8), the towing wheel (8) is used for being connected with a towing hole on an aircraft wheel, the left connecting rod (7) is further provided with a first wheel carrier (6), the lower part of the first wheel carrier (6) is provided with two first rollers (61), the right connecting rod (3) is further provided with a second wheel carrier (4), and a second roller (41) is arranged at the lower part of the second wheel carrier (4).

3. The aircraft tow bar with a shock absorber according to claim 2, wherein the tow wheel (8) comprises a left plate (85) and a right plate (84), a central shaft (82) is arranged between the left plate (85) and the right plate (84), the central shaft (82) passes through a hole on the left connecting rod (7) and is connected together in a relatively rotatable manner, a plurality of tow columns (81) with different diameters are detachably arranged between the left plate (85) and the right plate (84), and the tow columns (81) are used for being connected with tow holes on wheels of the aircraft.

4. The aircraft tow bar with a buffering device according to claim 3, wherein the central shaft (82) is detachably and fixedly arranged between the left plate (85) and the right plate (84), a step (821) and a limiting cylinder (83) are further arranged on the central shaft (82), and the left connecting rod (7) is positioned between the step (821) and the limiting cylinder (83).

5. The aircraft tow bar with a shock absorber according to claim 4, wherein five tow posts (81) of different diameters are circumferentially distributed evenly between the left plate (85) and the right plate (84).

6. The aircraft tow bar with a buffer device according to claim 2, characterized in that the right end of the right connecting rod (3) is connected with a connecting column (2), and the suspension loop (1) is rotatably connected with the connecting column (2).