JPS63101198A - Central controller for device supporting and clamping loading article to lower side of aircraft - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] [Industrial use! 'P] The present invention relates to a central control device for operating a roller bearing mechanism used in a device for supporting and tightening a load on the underside of an aircraft.

[Prior Art] In the specification of Patent Application No. 1341.21 of 1978, which was published based on Japanese Patent Application Laid-Open No. 55-55100,
Applicant has disclosed a device for supporting and clamping a payload on the underside of an aircraft. The apparatus includes a central simultaneous control mechanism for a vertically movable bearing member actuated on a payload at two longitudinally spaced locations adjacent to a pair of suspension hooks; It is combined with a stress uniform distribution mechanism that can balance the forces transmitted to the hook.

[Problems to be Solved by the Invention] In the method described in Japanese Patent Application No. 134121/1980, the stress generated in the hook member is caused by the link Ia between the hook members.
This is achieved by establishing a structure. Therefore, it cannot be used for anything that does not include a hook member connected to a link mechanism, and therefore cannot be applied to all devices that support cargo on the underside of an aircraft. Furthermore, the link mechanism cannot sufficiently balance stress, making it difficult to distribute stress evenly.

The present invention also allows for stress balancing by the use of differential gears interposed in a central control mechanism to drive the forward and aft bearing members, whereby the central control mechanism directs the payload onto the underside of the aircraft. All of the supporting devices are stress capable and do not include hook members connected to linkages.

Furthermore, when this central control mechanism is relatively far away from the bearing member, it is desirable to transmit the drive power through a rotating shaft to which a relatively low torque is applied, and for this purpose the present invention utilizes a differential gear. It is coupled to a constant torque reduction gear and uses a step-up gear to uniformly recover stress in each bearing member.

[Means for Solving the Problems] The central control device for operating the filter bearing mechanism used in the device for supporting and tightening a payload on the underside of an aircraft according to the present invention is one of two movable bearing members arranged apart from each other. near the
A differential gear driving one adjacent bearing member and a constant reduction gear driving the other bearing member are provided to restore torque uniformity at the level of the two bearing members near the other bearing member. The two bearing members are connected to each other by a transmission member that rotates in response to the torque reduced by the constant rate reduction gear so that the stress transmitted to the pair of hook members is balanced.

[Embodiment and operation] The figure shows the front and rear bearing members. Reference numeral 101 indicates a frame structure of the support device. Further, reference numerals 102 and 102' indicate front and rear sliding bodies, and the front and rear sliding bodies 102, 1
02' is equipped with a screw rod 103.103';
, 103' are in mesh with rotating wheel l-104 and 104' which are actuated by bevel gears 105 and 105'.

Slides 102 and 102' are movable within bores 106 and 106' to pivot pivot members 107 and 107' on which arms with swivel bearing members are pivoted.

The bevel gear 105 is always in mesh with the bevel gear 120, and the bevel gear 120 is fixed to the sun gear 121 of the differential gear 120. The other bevel gear 105' is always in mesh with another bevel gear 123.

A cylindrical or spur gear 124 is secured to the output sun gear 125 of the differential gear 122 and another cylindrical or spur gear 126 (which is secured to the bevel gear 123).
are meshed with spur gears 127 and 128, respectively, and the spur gears 127 and 128 are connected to the rotating shaft 12 with a relatively small diameter.
They are connected to each other by 9. A stub shaft 130 having a polygonal cross section is fixed to a bevel gear 131 in order to drive a differential gear box 132, and the bevel gear 131 is constantly meshed with a crown gear 133 fixed to the differential gear 132. The moving wheel box 132 is connected to the sun gears 121 and 12 in the usual way.
5 and supports a planetary pinion 134 which is meshed with the pinion 5 at the same time.

Since the position of the load is determined by the vertical position of the hook member when the hook member is not mounted in equilibrium, the distance between the front and rear bearing members and the load is determined by the vertical position of the hook member. Neither simultaneous contact nor the same degree of stress loading can be guaranteed.

The figure shows this special configuration of the transmission mechanism. Movement of the bearing member can be obtained by rotating the polygon-tipped stub shaft 130 using a spanner or the like. This rotation is transmitted to the differential gear box 132 of the differential gear 122 via the bevel gear 131 and the crown gear 133. The planetary pinion 134 connects the sun gear 121 to bring the front and rear bearing members into contact with the load due to normal operating effects.
and 125 rotations)・Distribute the lux.

In this case, the central control mechanism is located near the bearing mechanism shown in the left half of the drawing. Tightening torque is directly applied to the bearing mechanism via the sun gear 121 and the bevel gear 120 fixed thereto. On the other hand, an equivalent tightening torque is applied to the transmission shaft 12 connecting the spur gears 127 and 128 to each other.
9 to the other bearing mechanism. Symmetrical gear 12
7 and 124 and 128 and 126, the former is a step-down gear, and the latter is a step-down gear. Therefore, the torque transmitted to the spur gear 124 via the sun gear 125 decreases at a constant rate, and the torsional stress applied to the transmission shaft 129 decreases accordingly. This l-lux is gear 128
and 126 to its initial value, and the bevel gear 12
3 to the bearing mechanism shown on the right side of the drawing.

If necessary, a central control mechanism can be placed intermediate between the ends of the load support mechanism, the device described above and shown in the drawings having to apply a torque to the bearing device via a rotating transmission medium of reduced diameter dimension. It can be used in case.

[Effects of the Invention] Since the present invention has the above-described configuration, it is possible to uniformly distribute the stress due to the load on the cargo, and to maintain the cargo horizontally at all times, thereby providing a device for supporting the cargo on the underside of the aircraft. Applicable to all.

[Brief explanation of the drawing]

The figure is a longitudinal sectional view of a central control device for operating the bearing mechanism of the present invention. 120...Bevel gear 121...Sun gear 122.
... Differential gear 123 ... Bevel gear 125 ... Sun gear 126 ... Spur gear 127, 128 ... Spur gear 129 ... Rotating shaft 130 ... Stub shaft with polygonal cross section 131 ... Umbrella Gear 132...Differential gear box 133
... Crown gear 134 ... Planetary gear patent applicant
(Neil Arcands surface, no hole at 9 degrees π) Fig. 1 P27 January Z, 1986]”-

Claims (1)

[Claims] A differential gear for driving one adjacent bearing member and a constant reduction gear for driving the other bearing member are provided near one of the two movable bearing members disposed at a distance from each other, the level of the two bearing members being In order to restore torque uniformity near the other bearing member, the two bearing members are connected to each other by a transmission member that rotates in response to the torque reduced by the constant reduction gear, and a pair of hook members A central control unit for a device for supporting and clamping loads on the underside of an aircraft, characterized in that it balances the transmitted stresses.