CN220315305U - Wheel holding mechanism of rodless traction device of airplane - Google Patents
Wheel holding mechanism of rodless traction device of airplane Download PDFInfo
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- CN220315305U CN220315305U CN202321930325.0U CN202321930325U CN220315305U CN 220315305 U CN220315305 U CN 220315305U CN 202321930325 U CN202321930325 U CN 202321930325U CN 220315305 U CN220315305 U CN 220315305U
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- 230000007246 mechanism Effects 0.000 title claims abstract description 42
- 238000000034 method Methods 0.000 abstract description 4
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- 230000006978 adaptation Effects 0.000 description 1
- 239000000306 component Substances 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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Abstract
The utility model discloses a wheel holding mechanism of an airplane rodless traction device, which comprises a liftable bottom plate suspended in a U-shaped frame inner side space, wherein two adjacently arranged guide grooves for an airplane landing gear tire to enter and exit are formed in the upper surface of the bottom plate, a pair of rear positioning plates which are oppositely arranged and can horizontally rotate around a vertically arranged rotating shaft for realizing opening and closing and clamping of the airplane landing gear tire are arranged on the airplane landing gear tire entering and exiting side of the two guide grooves, a corresponding pair of front positioning plates are fixedly arranged in front of the rear positioning plates, and the bottom plate is connected with a top plate of the frame through a plurality of lifting hydraulic cylinders. The utility model solves the problem that the existing wheel holding mechanism cannot meet the torsion damage to the forced rotation of the landing gear of the airplane in the turning process, and also solves the problem that the opening and closing angle of the single-door clamping device is overlarge due to the fact that the rear positioning plate with the double doors is formed into the positioning clamping device.
Description
Technical Field
The utility model relates to the technical field of an aircraft rodless traction device, in particular to a wheel holding mechanism of the aircraft rodless traction device.
Background
An aircraft rodless towing device is a device for towing an aircraft that is designed and constructed differently from conventional rodless towing devices. The rodless traction device is mainly connected and towed with an airplane through a wheel holding mechanism of the rodless traction device, and a traction rod is not used. The rodless traction device of the aircraft has the advantages of small volume, light weight, small operation area, no need of replacing traction rods, short time for the aircraft to maneuver, high working efficiency, suitability for occasions such as airports, hangars and workshops, and the like, is an ideal traction guarantee device for using units as the short-distance traction movement of the aircraft, and particularly for occasions such as clean environment, low noise and limited fuel power. The wheel holding mechanism of the aircraft traction device is one of core components for realizing the traction operation of the aircraft by the rodless traction device, but the wheel holding mechanism of the existing aircraft rodless traction device has the following problems:
firstly, when an aircraft is towed, particularly when a turn is made, the height change compensation measures of the left and right tires are not adopted, the swinging mode of the wheel holding mechanism is adopted individually, the compensation requirement of the height change of the diameters of tires of different types cannot be met, and when the diameters of the tires change, the swinging center of the wheel holding mechanism is not overlapped with the rotation center of the tires. Theoretically, the wheel holding mechanism holds the landing gear tire tightly to realize that the landing gear integrally rotates around the rotation center line of the wheel holding platform, and in fact, the landing gear and the airplane cannot rotate in a connected mode, if forced rotation can cause certain torsion damage to the landing gear. Secondly, the rear positioning plate of the clamping device is mostly a single door, which results in the rear positioning plate needing to be opened by a sufficient angle to ensure that the tyre can enter before the landing gear tyre enters the clamping device.
The above technical drawbacks of the wheel locking mechanism are in need of improvement.
Disclosure of Invention
The utility model aims to solve the problems in the prior art and provides a wheel holding mechanism of an aircraft rodless traction device.
The utility model discloses a wheel holding mechanism of an aircraft rodless traction device, which comprises a liftable bottom plate suspended in the inner space of a U-shaped frame, wherein two adjacently arranged guide grooves for the entrance and exit of an aircraft landing gear tire are formed in the upper surface of the bottom plate, a pair of rear positioning plates which are oppositely arranged and can horizontally rotate around a vertically arranged rotating shaft for realizing the opening and closing of the aircraft landing gear tire are arranged on the entrance and exit side of the aircraft landing gear tire of the two guide grooves, a corresponding pair of front positioning plates are fixedly arranged in front of the rear positioning plates, and the bottom plate is connected with the top plate of the frame through a plurality of lifting hydraulic cylinders.
The rear positioning plate is connected with the telescopic end of the clamping hydraulic cylinder, the clamping hydraulic cylinder is fixedly mounted on the bottom plate, and the clamping hydraulic cylinder is arranged on the outer side of the guide groove.
The rotary shaft is arranged on the bottom plate, and the rear positioning plate is perpendicular to the upper surface of the bottom plate.
Wherein, the lifting hydraulic cylinder is six.
And in the six lifting hydraulic cylinders, every two lifting hydraulic cylinders form a group of lifting units, and the three groups of lifting units are uniformly distributed on three directions of the bottom plate in a triangular mode and are connected with the protruding parts of the bottom plate in the three directions.
The opposite side walls of the two lifting hydraulic cylinders of each group of lifting units are fixedly connected through connecting rods.
The side wall of each lifting hydraulic cylinder is provided with a hydraulic cylinder fixing rod, and one end of the hydraulic cylinder fixing rod far away from the lifting hydraulic cylinder is connected with the inner side of the side wall of the frame through a steering knuckle.
The two ends of each lifting hydraulic cylinder are respectively connected with the frame and the bottom plate through a steering knuckle.
The top plate of the frame is horizontally arranged and is vertically connected with the side wall plate of the frame.
Wherein, the frame is installed on movable automobile body.
The wheel holding mechanism of the airplane rodless traction device solves the problem that the existing wheel holding mechanism cannot meet the requirement that the airplane rodless traction device of an airport is in the actual use process, particularly torsion damage is caused to the forced rotation of an undercarriage in the turning process, the wheel holding mechanism is also provided with a double-door rear positioning plate forming positioning clamping device, and the problem that the opening and closing angle of the single-door clamping device is overlarge is solved.
Drawings
Fig. 1 is a schematic structural view of a wheel clasping mechanism of an aircraft rodless traction device of the present utility model.
Fig. 2 is a schematic overall structure of the rodless aircraft towing device of the present utility model.
Fig. 3 is a schematic view of the rear positioning plate of the wheel clasping mechanism of the present utility model opened.
Fig. 4 is a schematic view of the rear positioning plate of the wheel clasping mechanism of the present utility model.
Fig. 5 is a schematic structural view of a base plate of a wheel clasping mechanism of an aircraft rodless traction device.
Fig. 6 is a schematic connection diagram of a rear positioning plate and a clamping hydraulic cylinder of the wheel clasping mechanism of the rodless traction device of the airplane.
Fig. 7 is a schematic structural view of a set of lifting units in a lifting hydraulic cylinder of a wheel clasping mechanism of the rodless traction device of the aircraft.
Fig. 8 is a schematic structural view of a knuckle of a wheel clasping mechanism of an aircraft rodless traction device of the present utility model.
Reference numerals illustrate:
1 frame, 2 bottom plate, 3 guide way, 4 front locating plate, 5 back locating plate, 6 lift pneumatic cylinder, 7 dead lever, 8 knuckle, 9 clamp pneumatic cylinder, 10 aircraft landing gear tire, 11 top board, 12 side wall board, 13 rotation axis, 14 connecting rod, 15 knuckle rotation portion, 16 knuckle mount pad, 17 knuckle mounting hole, 18 automobile body, 19U type mouth.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions in the embodiments of the present utility model will be clearly and completely described in the following in conjunction with the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments.
Referring to fig. 1 to 8, the wheel holding mechanism of the rodless traction device for an aircraft provided by the utility model comprises a liftable bottom plate 2 suspended in an inner space of a U-shaped frame 1, two adjacently arranged guide grooves 3 for an aircraft landing gear tire 10 to enter and exit are formed on the upper surface of the bottom plate 2, a pair of rear positioning plates 5 which are oppositely arranged and can horizontally rotate around a vertically arranged rotation shaft 13 to open and close are arranged on the entrance side and exit side of the aircraft landing gear tire 10 of the two guide grooves 3, the rear positioning plates 5 are closed and together with a front positioning plate 4, the rear positioning plates 5 are of a double door structure, a corresponding pair of front positioning plates 4 are fixedly arranged in front of the rear positioning plates 5, the front positioning plates 4 and the rear positioning plates 5 form a clamping device for the aircraft landing gear tire 10, and the bottom plate 2 is connected with a top plate 11 of the frame 1 through a plurality of lifting hydraulic cylinders 6.
In some embodiments, the rear positioning plate 5 is connected to the telescopic end of a clamping hydraulic cylinder 9, the clamping hydraulic cylinder 9 is fixedly mounted on the bottom plate 1, and preferably, the clamping hydraulic cylinder 9 is arranged outside the guide groove 3. The two clamping hydraulic cylinders 9 are respectively connected with one rear positioning plate 5, and can control the rear positioning plate 5 to open and close through the action of the clamping hydraulic cylinders, so that the aircraft landing gear tire 10 placed in the guide groove 3 can be clamped and fixed when the rear positioning plate is closed.
In some embodiments, the rotating shaft 13 is vertically mounted on the bottom plate 1, the rear positioning plate 5 is vertically arranged on the upper surface of the bottom plate 1, and the telescopic end of the clamping hydraulic cylinder 9 is connected with a connecting piece which is convexly arranged on the outer wall of the tubular rotating shaft connecting part of the rear positioning plate 5.
In some embodiments, the lifting hydraulic cylinders 6 are six. Preferably, in the six lifting hydraulic cylinders 6, each two lifting hydraulic cylinders 6 form a group of lifting units, and the three groups of lifting units are uniformly distributed in three directions of the bottom plate 1 in a triangular form and are connected with the protruding parts in three directions of the bottom plate.
In some embodiments, in order to stabilize the structure of the lifting unit formed by the two lifting hydraulic cylinders 6, opposite side walls of the two lifting hydraulic cylinders of each group of the lifting units are connected and fixed by a connecting rod 14 to form a whole structure. The side wall of each lifting hydraulic cylinder 6 is provided with a hydraulic cylinder fixing rod 7, and one end of the hydraulic cylinder fixing rod 7 far away from the lifting hydraulic cylinder is connected with the inner side of the side wall of the frame 1 through a knuckle 8, namely, the inner side of a side wall plate 12 of the frame 1. In some embodiments, two ends of each lifting hydraulic cylinder 6 are respectively connected with the frame 1 and the bottom plate 2 through a steering knuckle 8.
The knuckle 8 has a knuckle mount 16 as shown in fig. 8, and can be connected with other components to be connected, such as a corresponding knuckle mount hole 17 on the base plate 2 when connected with the base plate 2, wherein the knuckle mount 16 is in a U shape, and a knuckle rotating part 15 rotatably connected with a U-shaped opening of the knuckle mount is connected with a hydraulic cylinder through the knuckle rotating part 15.
Wherein the top plate of the frame 1 is arranged horizontally and is arranged vertically in connection with the side wall plate 12 of the frame. In some embodiments, the frame 1 is mounted to a movable body 18. The vehicle body is provided with four wheels and a driving device, the vehicle body can move on the ground in a controlled way, the vehicle frame 1 is arranged on a U-shaped opening 19 of the vehicle body 18 for fixing, and the vehicle body 18 moves for operation.
Before working, the clamping hydraulic cylinder 9 is in a contracted state, the rear positioning plate 5 is completely opened at the moment, when the aircraft landing gear tire 10 enters the bottom plate 2 through the guide groove 3 during working, the clamping hydraulic cylinder 9 is in an extended state, the rear positioning plate 5 is completely closed, the aircraft landing gear tire 10 is clamped under the combined action of the front positioning plate 4 and the rear positioning plate 5, and the aircraft landing gear tire is prevented from sliding.
According to the wheel holding mechanism, the clamping device is connected with the frame through six hydraulic cylinders, the relative distance between the large arm of each hydraulic cylinder and the frame is fixed, when the wheel holding mechanism drives an aircraft to turn, part of stress of the landing gear tyre 10 of the aircraft can be absorbed by telescopic adjustment of the lifting hydraulic cylinder 6, so that the damage to the landing gear of the aircraft when the traditional wheel holding mechanism turns is greatly solved, and meanwhile, the potential safety hazard of rollover of the aircraft when the aircraft turns is reduced; in addition, because the space balance of the clamping device of the aircraft landing gear tire 10 is adjustable through three lifting units formed by three double-arm hydraulic cylinders, the height change of the left and right tires in the traction process can be compensated to a certain extent, the potential safety hazard of rollover when the aircraft turns is reduced, and the service life of the aircraft landing gear and the use risk of an airline company are improved. Meanwhile, the clamping device of the aircraft landing gear tire 10 of the wheel holding mechanism is arranged in a double-door mode, and the problem that the opening and closing angle of a traditional single-door clamping device is overlarge is solved.
The wheel holding mechanism disclosed by the utility model has the advantages of reasonable stress and simplicity and convenience in operation, can fully protect the aircraft landing gear, is convenient for realizing automatic operation control, and is suitable for holding and clamping the aircraft landing gear tires with different sizes in a certain range.
The foregoing is merely a preferred embodiment of the present utility model and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present utility model, which are intended to be comprehended within the scope of the present utility model.
Claims (10)
1. The wheel holding mechanism of the airplane rodless traction device is characterized by comprising a liftable bottom plate which is suspended in the inner space of a U-shaped frame, wherein two adjacently arranged guide grooves for the entrance and exit of an airplane landing gear tire are formed in the upper surface of the bottom plate, a pair of opposite positioning plates capable of horizontally rotating around a vertically arranged rotating shaft are arranged on the entrance and exit side of the airplane landing gear tire of the guide grooves to realize opening and closing of a rear positioning plate for clamping the airplane landing gear tire, and a corresponding pair of front positioning plates are fixedly arranged in front of the rear positioning plate, and the bottom plate is connected with the top plate of the frame through a plurality of lifting hydraulic cylinders.
2. The wheel clasping mechanism of an aircraft rodless traction device of claim 1, wherein the rear positioning plate is connected with a telescoping end of a clamping hydraulic cylinder fixedly mounted on the base plate, the clamping hydraulic cylinder being disposed outside the guide slot.
3. The wheel clasping mechanism of an aircraft rodless towing mechanism of claim 1 wherein said rotation shaft is mounted on said base plate and said rear positioning plate is perpendicular to an upper surface of said base plate.
4. The wheel clasping mechanism of an aircraft rodless towing attachment in accordance with claim 1 wherein said lift cylinders are six.
5. The wheel holding mechanism of the rodless traction device of the airplane according to claim 4, wherein each two lifting hydraulic cylinders form a group of lifting units, and three groups of lifting units are uniformly distributed on three directions of the bottom plate in a triangular mode and are connected with the protruding parts of the bottom plate in three directions.
6. The wheel clasping mechanism of an aircraft rodless towing mechanism in accordance with claim 5 wherein opposing side walls of two lifting hydraulic cylinders of each set of said lifting units are fixedly connected by a connecting rod.
7. The wheel clasping mechanism of an aircraft rodless traction device of claim 1, wherein a hydraulic cylinder fixing rod is mounted on a side wall of each lifting hydraulic cylinder, and one end of the hydraulic cylinder fixing rod away from the lifting hydraulic cylinder is connected with the inner side of the side wall of the frame through a steering knuckle.
8. The wheel clasping mechanism of the rodless aircraft towing device of claim 1, wherein two ends of each lifting hydraulic cylinder are respectively connected with the frame and the bottom plate through a steering knuckle.
9. Wheel-embracing mechanism for a rodless aircraft towing device according to claim 1, characterized in that the top plate of the frame is arranged horizontally and in vertical connection with the side wall plate of the frame.
10. The wheel clasping mechanism of an aircraft rodless towing device in accordance with claim 1 wherein said frame is mounted to a movable vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321930325.0U CN220315305U (en) | 2023-07-21 | 2023-07-21 | Wheel holding mechanism of rodless traction device of airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321930325.0U CN220315305U (en) | 2023-07-21 | 2023-07-21 | Wheel holding mechanism of rodless traction device of airplane |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220315305U true CN220315305U (en) | 2024-01-09 |
Family
ID=89414187
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321930325.0U Active CN220315305U (en) | 2023-07-21 | 2023-07-21 | Wheel holding mechanism of rodless traction device of airplane |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220315305U (en) |
-
2023
- 2023-07-21 CN CN202321930325.0U patent/CN220315305U/en active Active
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