Device and method for replacing buffer oil in a shock absorber strut of a front landing gear of an aircraft

Abstract

The present invention provides a device and method for replacing the buffer oil in the shock absorber strut of the front landing gear of an aircraft. The device includes: a support assembly, a drainage assembly and a wheel fork assembly. The wheel fork assembly includes: a bracket, with a first hole and a second hole respectively provided at both ends; a first stick, with a first connecting part detachably connected to the first hole; and a second stick, with a second connecting part detachably connected to the second hole; the first connecting part and the second connecting part can pass through the first hole and the second hole respectively, and extend into the wheel hub of the front wheel of the aircraft; when replacing the buffer oil, the lengths of the remaining parts of the first stick and the second stick that are not extended into the wheel hub are the same; by applying force to the remaining parts, the front wheel of the aircraft can be moved, thereby driving the column of the shock absorber strut to move, so as to pressurize or depressurize the inner cavity of the shock absorber strut, and then the buffer oil is discharged or enters the shock absorber strut. The present invention does not need to separately disassemble the front landing gear when replacing the buffer oil, thereby reducing the difficulty and risk of replacement.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft, and in particular, relates to a device and a method for replacing buffer oil in a shock-absorbing strut of a front landing gear of an aircraft. Background Art

[0002] The method of replacing the buffer oil in the shock absorber strut of the front landing gear of an existing small aircraft (such as a small general aircraft) is usually to remove the front landing gear and then disassemble the buffer strut. This requires one person to enter the very narrow front landing gear compartment in the factory to carry out the removal work, and at the same time, two people are required outside the front landing gear compartment to cooperate in supporting the landing gear to prevent the landing gear from falling off naturally and injuring the staff, or causing damage to the landing gear buffer strut, which in turn leads to landing gear failure.

[0003] This maintenance method is complicated, time-consuming, labor-intensive, and costly. It usually takes three people several hours to dismantle the front landing gear and replace the buffer oil, several hours to replace the buffer strut hydraulic oil, and several hours to install. If the oil filling does not meet the quality standards, the above work needs to be repeated, which is very inconvenient for field aircraft inspections. Moreover, the assembly work is also difficult to operate. Improper assembly will cause the wheels to be out of center and require rework.

[0004] The contents of the background technology section are merely the technologies known to the inventors and do not necessarily represent the prior art in the field. Summary of the invention

[0005] In view of the problems in the prior art, the present invention provides a device and a method for replacing buffer oil in a shock absorber strut of a front landing gear of an aircraft.

[0006] The device provided by the present invention comprises:

[0007] Support assembly, including:

[0008] a bracket for supporting the nose of the aircraft; and

[0009] Tail support, used to support the tail of the aircraft;

[0010] Drain assembly, comprising:

[0011] a gas nozzle, comprising a first end and a second end, wherein the first end is used to connect to a buffer oil opening of the shock absorber strut; and

[0012] an oil pipe, detachably connected to the second end of the air nozzle, through which the buffer oil is discharged or enters the shock absorber strut; and

[0013] The fork assembly comprises:

[0014] A bracket, with a first hole and a second hole respectively provided at two ends;

[0015] A first stick having a first connecting portion, wherein the first connecting portion is detachably connected to the first hole; and

[0016] A second stick is provided with a second connecting portion, wherein the second connecting portion is detachably connected to the second hole;

[0017] Wherein, the first connecting portion and the second connecting portion can pass through the first hole and the second hole respectively and extend into the wheel hub of the front wheel of the aircraft;

[0018] Wherein, when the buffer oil is replaced, the remaining lengths of the first rod and the second rod that are not extended into the wheel hub are the same; and

[0019] By applying force to the remaining part, the front wheel of the aircraft can be moved, thereby driving the column of the shock strut to move, so as to pressurize or depressurize the inner cavity of the shock strut, thereby causing the buffer oil to be discharged from or enter the shock strut.

[0020] In some embodiments of the present invention, the first hole and the second hole are provided with internal threads, and the first connecting portion and the second connecting portion are provided with external threads.

[0021] In some embodiments of the present invention, the lengths of the external threads of the first connecting portion and the second connecting portion are configured so that when the first connecting portion and the second connecting portion are fully extended into the hub of the aircraft's front wheel, the ends of the first connecting portion and the second connecting portion will not press against the fasteners in the hub.

[0022] In some embodiments of the present invention, the length of the first stick is greater than the length of the second stick.

[0023] In some embodiments of the present invention, the bracket is a U-shaped bracket.

[0024] In some embodiments of the present invention, the oil pipe is a hose.

[0025] In some embodiments of the present invention, the drainage assembly further comprises a measuring cup for containing the buffer oil.

[0026] The method provided by the present invention for replacing the buffer oil in the shock absorbing strut of the front landing gear of an aircraft by using any of the above-mentioned devices comprises:

[0027] Supporting the aircraft nose and the aircraft tail wing with the bracket and the tail support respectively;

[0028] Connect one end of the air nozzle to the buffer oil opening of the shock absorber strut, and the other end to the oil pipe;

[0029] Pass the first connecting portion of the first stick and the second connecting portion of the second stick through the first hole and the second hole respectively, and extend into the wheel hub of the front wheel of the aircraft;

[0030] Adjusting the depths of the first connecting portion and the second connecting portion extending into the wheel hub so that the remaining lengths of the first stick and the second stick that are not extended into the wheel hub are the same;

[0031] Applying a first force to the remaining portion to move the front wheel of the aircraft, thereby driving the column of the shock strut to move, so as to pressurize the inner cavity of the shock strut, thereby causing the buffer oil to be discharged from the shock strut through the air nozzle and the oil pipe; and

[0032] A second force is applied to the remaining portion to move the front wheel of the aircraft, thereby driving the column of the shock strut to move, so as to decompress the inner cavity of the shock strut, thereby allowing the buffer oil to enter the shock strut through the air nozzle and the oil pipe.

[0033] In some embodiments of the present invention, the method further comprises:

[0034] The amount of the buffer oil discharged from the shock absorber strut is measured using a measuring cup, so as to determine whether a fault occurs in the front landing gear of the aircraft.

[0035] In some embodiments of the present invention, the method further comprises:

[0036] applying a third force to the remaining portion to move the front wheel of the aircraft, thereby determining whether a fault occurs in the front landing gear of the aircraft according to the position of the bracket;

[0037] The third force does not cause the column of the shock strut to move.

[0038] Compared with the original method of disassembling and assembling the front landing gear and filling it with oil, the device and method provided by the present invention does not need to separately disassemble and assemble the front landing gear when replacing the buffer oil, which reduces the difficulty of replacement, improves work efficiency, reduces the risk of damage to the landing gear due to limited space during operation, reduces the requirements for the working environment, and improves work reliability.

[0039] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings constituting a part of the present disclosure are used to provide a further understanding of the present disclosure. The illustrative embodiments of the present disclosure and the descriptions thereof are used to explain the present disclosure and do not constitute improper limitations on the present disclosure.

[0041] Figure 1 A schematic structural diagram of a bracket provided in one embodiment of the present invention.

[0042] Figure 2 A schematic structural diagram of a tail support provided in one embodiment of the present invention.

[0043] Figure 3 This is a schematic diagram of using a support assembly provided by an embodiment of the present invention to support an aircraft.

[0044] Figure 4 A schematic structural diagram of an air nozzle provided in one embodiment of the present invention.

[0045] Figure 5 A schematic structural diagram of an oil pipe provided in one embodiment of the present invention.

[0046] Figure 6 A schematic structural diagram of a bracket provided in one embodiment of the present invention.

[0047] Figure 7 A schematic structural diagram of a first stick and a second stick provided in one embodiment of the present invention.

[0048] Figure 8 A schematic diagram of a fluid discharge assembly and a fork assembly provided in one embodiment of the present invention when they cooperate with a front landing gear. DETAILED DESCRIPTION

[0049] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the present invention. Therefore, the drawings and descriptions are considered to be exemplary and non-restrictive in nature.

[0050] The disclosure below provides many different embodiments or examples to realize different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplicity and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific examples of processes and materials, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0051] In the present invention, the terms "first", "second" and other ordinal numbers are used only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0052] It should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this disclosure can be understood according to specific circumstances. In addition, in the drawings, in order to effectively describe the technical content, the thickness, proportion and size of the components are exaggerated or reduced.

[0053] The following is a more detailed description of the specific embodiments of the present invention in conjunction with the accompanying drawings and examples, so that the scheme of the present invention and its advantages in various aspects can be better understood. However, the specific embodiments and examples described below are only for the purpose of illustration, rather than for limiting the present invention.

[0054] As mentioned above, in the prior art, the method and steps for replacing the buffer oil in the shock absorber strut of the front landing gear of the aircraft are relatively cumbersome and complicated, time-consuming and labor-intensive, and costly, and it is also easy to cause damage to the front landing gear.

[0055] In order to solve the above technical problems, the present invention provides a device for replacing the buffer oil in the shock absorber strut of the front landing gear of an aircraft, which includes a support assembly, a drainage assembly and a fork assembly.

[0056] With respect to the original method of disassembling and assembling the front landing gear and filling it with oil, the device provided by the present invention does not need to separately disassemble and assemble the front landing gear when replacing the buffer oil, thereby reducing the difficulty of replacement, improving work efficiency, reducing the risk of damage to the landing gear due to limited space during operation, reducing requirements for the working environment, and improving work reliability.

[0057] The support assembly provided by the present invention comprises a bracket and a tail support, wherein the bracket is used to support the nose of the aircraft, and the tail support is used to support the tail wing of the aircraft. Figure 1 and Figure 2 The bracket 110 and the tail support 120 provided in one embodiment of the present invention are respectively shown.

[0058] Figure 1In the illustrated embodiment, the bracket 110 includes wheels 111 and a bracket body 112. The wheels 111 are provided to facilitate movement of the handpiece. Figure 1 In the illustrated embodiment, there are four wheels 111. In other embodiments of the present invention, no wheels may be provided, or two wheels or more than six wheels may be provided, depending on actual needs.

[0059] Figure 1 In the illustrated embodiment, the bracket body 112 includes a first fixing portion 112a and a first telescopic portion 112b. By providing the first telescopic portion 112b, the height of the bracket 110 can be adjusted to accommodate more aircraft. Figure 1 In the embodiment shown, the first fixing portion 112a is substantially H-shaped, with a wheel mounting rod provided on one side below, and four wheels 111 are respectively mounted on both ends of the two wheel mounting rods. Optionally, the wheels 111 are provided with a fixer, so that the wheels can be prevented from moving when supported.

[0060] Optionally, in other embodiments of the present invention, a receiving portion for receiving the nose of the aircraft may be provided on the top of the first telescopic portion 112b, thereby preventing the nose of the aircraft from moving while supporting the nose of the aircraft.

[0061] Figure 2 In the illustrated embodiment, the tail strut 120 includes a base 121 and a tail strut body 122 . Figure 2 In the illustrated embodiment, the base 121 includes three supporting legs, which can very stably support the tail wing of the aircraft. Figure 2 In the illustrated embodiment, the tail support body 122 includes a second fixed portion 122a and a second telescopic portion 122b. A receiving groove A for receiving the tail wing is provided at the top of the second telescopic portion 122b, so that the tail wing can be supported while preventing the tail wing from moving. By providing the second telescopic portion 122b, the height of the tail support 120 can be adjusted to accommodate more aircraft.

[0062] Figure 3 The bracket 110' and Figure 2 The tail boom 120 is shown in a state where it supports the aircraft 200 .

[0063] Figure 3 In the illustrated embodiment, the first fixing portion of the bracket 110' is a rod, with a wheel mounting rod disposed below, and the overall shape is an inverted T. Two wheels are disposed at both ends of the wheel mounting rod, and a receiving portion for accommodating the nose of the aircraft can be disposed on the top of the first telescopic portion.

[0064] Figure 3In the illustrated embodiment, the aircraft 200 is lifted up by the bracket 110' and the tail strut 120, wherein the bracket 110' supports the nose of the aircraft and the tail strut 120 supports the tail wing of the aircraft. This arrangement can prevent the aircraft 200 from bouncing or sliding due to an unstable center of gravity when the buffer oil in the shock absorber strut of the front landing gear is replaced, thereby causing damage to the tail wing or the nose of the aircraft by touching the ground.

[0065] The liquid discharge assembly provided by the present invention comprises an air aligning nozzle and an oil pipe, wherein the oil pipe is detachably connected to the air aligning nozzle, and the buffer oil can be discharged through the air aligning nozzle and the oil pipe or enter the shock absorbing strut. Figure 4 and Figure 5 The air nozzle 130 and the oil pipe 140 provided in one embodiment of the present invention are respectively shown.

[0066] Figure 4 In the illustrated embodiment, the air nozzle 130 includes a first end 131 and a second end 132. The first end 131 is used to connect to the buffer oil opening of the shock absorber strut, and the second end 132 is used to connect to the oil pipe 140. Figure 4 In the illustrated embodiment, the first end 131 and the second end 132 of the air nozzle 130, as well as the portion between the first end 131 and the second end 132 are made of stainless steel. In other embodiments of the present invention, the portion between the first end 131 and the second end 132 of the air nozzle 130 may also be made of materials such as plastic.

[0067] Figure 5 In the illustrated embodiment, the oil pipe 140 includes a first end 141 connected to the second end 132 of the air nozzle 130 , and an opposite second end 142 . Figure 5 In the illustrated embodiment, the oil pipe 140 is a hose. Optionally, the first end 141 is made of stainless steel, and the rest is made of plastic. Figure 5 In the illustrated embodiment, there is only one oil pipe 140 . In other embodiments of the present invention, if the length is not enough, two or more oil pipes 140 may be provided.

[0068] Optionally, in other embodiments of the present invention, the liquid discharge assembly further includes a measuring cup for containing buffer oil. The measuring cup can be used to measure the amount of buffer oil discharged from the shock absorber strut, so as to better observe the loss of buffer oil, and thus determine whether the front landing gear of the aircraft has a fault. Of course, the measuring cup can also be used for measurement when adding liquid, so as to more accurately add the amount of buffer oil to the shock absorber strut.

[0069] The wheel fork assembly provided by the present invention comprises a bracket, a first stick and a second stick. Figure 6 and Figure 7 point

[0070] Specifically shown are a bracket 150, a first stick 160 and a second stick 170 provided in one embodiment of the present invention.

[0071] like Figure 6 As shown, the two ends of the bracket 150 are respectively provided with a first hole 151 and a second hole 152. Figure 7 As shown, the first rod 160 is provided with a first connecting portion 161, which is detachably connected to the first hole 151, and the second rod 170 is provided with a second connecting portion 171, which is detachably connected to the second hole 152. The first connecting portion 161 and the second connecting portion 171 can pass through the first hole 151 and the second hole 152 respectively, and extend into the wheel hub of the front wheel of the aircraft.

[0072] When replacing the buffer oil, the depth of the first connecting portion 161 and the second connecting portion 171 extending into the wheel hub needs to be adjusted according to the position of the bracket 150, so that the remaining lengths of the first rod 160 and the second rod 170 that are not extended into the wheel hub are the same. This ensures that when force is applied, the front ends are evenly stressed.

[0073] By applying force to the remaining part, the front wheel of the aircraft can be moved, thereby driving the column of the shock absorber strut to move, so as to pressurize or depressurize the inner cavity of the shock absorber strut, thereby causing the buffer oil to be discharged or enter the shock absorber strut.

[0074] Figure 6 In the illustrated embodiment, the bracket 150 is a U-shaped bracket, which is easier to manufacture and use, and the U-shaped bracket is easier to position and can more easily center the front landing gear. Figure 6 In the illustrated embodiment, both the first hole 151 and the second hole 152 are provided with internal threads.

[0075] Figure 7 In the embodiment shown, the first connection part 161 and the second connection part 17 are provided with external threads. In this way, the first connection part 161 and the first hole 151, the second connection part 171 and the second hole 152 can be connected by threads, and the depth of the first connection part 161 and the second connection part 171 extending into the wheel hub can be adjusted. Of course, in other embodiments of the present invention, other matching methods can also be used to make the first connection part match the first hole, and the second connection part match the second hole.

[0076] Optionally, the lengths of the external threads of the first connection portion 161 and the second connection portion 171 are configured such that when the first connection portion 161 and the second connection portion 171 are fully inserted into the wheel hub, the ends of the first connection portion 161 and the second connection portion 171 will not press against the fasteners in the wheel hub. Here, “will not press against” means that the ends of the first connection portion 161 and the second connection portion 171 will not press against the fasteners in the wheel hub and will not exert pressure on the fasteners.

[0077] Assume that when the first connecting portion 161 and the second connecting portion 171 extend into the wheel hub, the first connecting portion 161 is close to the fastening bolt in the wheel hub, and the second connecting portion 171 is close to the fastening bolt in the wheel hub.

[0078] In this case, optionally, the length of the first stick is greater than the length of the second stick. With this arrangement, when the lengths of the remaining parts of the first stick and the second stick that are not inserted into the wheel hub are the same, the first connecting part and the second connecting part will not exert pressure on the fasteners in the wheel hub, thus protecting the fasteners from being damaged by the first connecting part and the second connecting part.

[0079] In the present invention, since a bracket is provided, force can be applied to the remaining part to make the front wheel of the aircraft move, thereby judging whether the front landing gear of the aircraft is faulty according to the position of the bracket.

[0080] Figure 8 The figure shows the state of the fluid discharge assembly and the wheel fork assembly provided by an embodiment of the present invention when they are matched with the front landing gear. The fluid discharge assembly includes an oil pipe 140' and Figure 4 The air nozzle 130 shown in the figure, the fork assembly includes Figure 6 The bracket 150 and Figure 7 The first stick 160 and the second stick 170 are shown. For greater clarity, Figure 8 , the front landing gear 210 is only partially shown.

[0081] Figure 8 In the illustrated embodiment, the oil pipe 140' is an oil pipe formed by connecting two sub-oil pipes. The first end of the air nozzle 130 is connected to the buffer oil opening of the shock absorber strut 211, and the second end is connected to the oil pipe 140'. The first connecting portion of the first rod 160 and the second connecting portion of the second rod 170 can pass through the first hole and the second hole of the bracket 150 and extend into the wheel hub of the front wheel of the aircraft.

[0082] The present invention also provides a method for replacing the buffer oil in the shock absorbing strut of the front landing gear of an aircraft using the above device, comprising:

[0083] S1: The nose and tail of the aircraft are supported by a bracket and a tail support respectively;

[0084] S2: Connect one end of the air nozzle to the buffer oil opening of the shock absorber strut, and the other end to the oil pipe;

[0085] S3: Pass the first connecting portion of the first stick and the second connecting portion of the second stick through the first hole and the second hole respectively, and extend them into the hub of the front wheel of the aircraft;

[0086] S4: adjusting the depth of the first connecting portion and the second connecting portion extending into the wheel hub so that the remaining lengths of the first stick and the second stick that are not extended into the wheel hub are the same;

[0087] S5: applying a first force to the remaining portion to move the front wheel of the aircraft, thereby driving the column of the shock strut to move, so as to pressurize the inner cavity of the shock strut, thereby causing the buffer oil to be discharged from the shock strut through the air nozzle and the oil pipe; and

[0088] S6: Apply a second force to the remaining part to move the front wheel of the aircraft, thereby

[0089] The column of the shock absorber strut is driven to move, so as to reduce the pressure in the inner cavity of the shock absorber strut, thereby allowing the buffer oil to enter the shock absorber strut through the air nozzle and the oil pipe.

[0090] Optionally, in step S4, the bracket is a bilaterally symmetrical U-shaped bracket, and when the U-shaped bracket is connected to the first stick and the second stick, the distance between the other ends of the first stick and the second stick away from the U-shaped bracket and the U-shaped bracket can be measured to determine whether the lengths of the remaining parts are the same. Alternatively, the number of threads of the external threads on the first connecting portion and the second connecting member that are not screwed into the U-shaped bracket can be used to determine whether the lengths of the remaining parts are the same.

[0091] Optionally, in steps S5 and S6, the torques of the first force and the second force are opposite. Of course, when the torques of the first force and the second force are not completely opposite (with a slight angle deviation), the discharge and injection of the buffer oil can also be achieved. Optionally, the magnitudes of the first force and the second force are equal. Of course, when the magnitudes of the first force and the second force are unequal, the discharge and injection of the buffer oil can also be achieved.

[0092] The method provided by the present invention can conveniently perform the scheduled inspection of an aircraft with fewer people, save time and effort, be convenient, fast and safe, and can meet the requirements of replacing the front landing gear buffer oil during scheduled inspection of an aircraft with lower time cost and simple operation process.

[0093] In other embodiments of the present invention, the above method may further include:

[0094] S7: Use a measuring cup to measure the amount of buffer oil discharged from the shock absorber strut to determine whether there is a fault in the front landing gear of the aircraft.

[0095] The amount of buffer oil in the nose landing gear should be within a certain range within a certain period of time. If the remaining buffer oil is too little, the nose landing gear components may have problems, and the nose landing gear needs to be repaired. If the remaining buffer oil is too much, it means that too much buffer oil was injected during the previous refueling. Too much buffer oil may also cause damage to the nose landing gear components, and the nose landing gear also needs to be repaired.

[0096] In other embodiments of the present invention, the above method may further include:

[0097] S8: Use a measuring cup to measure the amount of buffer oil injected into the shock absorber strut.

[0098] As mentioned above, too much or too little buffer oil injected into the shock strut can have an effect on the nose landing gear components.

[0099] In other embodiments of the present invention, the above method may further include:

[0100] S9: applying a third force to the remaining part to move the front wheel of the aircraft, thereby determining whether a fault occurs in the front landing gear of the aircraft according to the position of the bracket.

[0101] For example, by applying a force to the first stick toward the second stick, the front wheel can be swung to a certain position in the direction of the second stick. At this time, the swing angle of the front wheel can be obtained according to the position of the bracket, and then the standard angle can be obtained according to the scale (standard scale) on the front landing gear. The angle is then compared with the standard angle to determine whether there is a fault in the front landing gear.

[0102] It should be noted that in this step, the third force applied to the remaining parts of the first stick and the second stick that do not extend into the wheel hub will not cause the column of the shock absorber strut to move, but can only cause the front wheel of the aircraft to move, such as swinging.

[0103] Optionally, after the used buffer oil is discharged from the shock absorber strut, step S9 may be performed first, and then new buffer oil may be injected (i.e., step S9 may be performed between steps S5 and S6) to ensure safe use of the aircraft. Step S9 may also be performed before step S5, so that it can be determined in advance whether the front landing gear of the aircraft has a fault. Of course, step S9 may also be performed after step S6.

[0104] In addition, the position of the bracket can also be used to determine whether the front landing gear of the aircraft is centered. As mentioned above, when the bracket is a U-shaped bracket, it can be better positioned to determine whether the front landing gear is centered and whether it needs to be adjusted to the centered position.

[0105] The method provided by the present invention can quickly and efficiently replace the buffer oil in the shock-absorbing strut of the front landing gear of the aircraft, and can perform regular inspections on the front landing gear, thereby greatly reducing the difficulty of off-site maintenance of the aircraft.

[0106] Obviously, the above embodiments are merely examples for clearly explaining the present invention, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the protection scope of the present invention.

Claims

1. A device for replacing buffer oil in a shock absorber strut of a front landing gear of an aircraft, characterized in that: include: Support assembly, including: a bracket for supporting the nose of the aircraft; and Tail support, used to support the tail of the aircraft; Drain assembly, comprising: a gas nozzle, comprising a first end and a second end, wherein the first end is used to connect to a buffer oil opening of the shock absorber strut; and an oil pipe, detachably connected to the second end of the air nozzle, through which the buffer oil is discharged or enters the shock absorber strut; and The fork assembly comprises: A bracket, with a first hole and a second hole respectively provided at two ends; A first stick having a first connecting portion, wherein the first connecting portion is detachably connected to the first hole; and A second stick is provided with a second connecting portion, wherein the second connecting portion is detachably connected to the second hole; Wherein, the first connecting portion and the second connecting portion can pass through the first hole and the second hole respectively and extend into the wheel hub of the front wheel of the aircraft; Wherein, when the buffer oil is replaced, the remaining lengths of the first rod and the second rod that are not extended into the wheel hub are the same; and By applying force to the remaining part, the front wheel of the aircraft can be moved, thereby driving the column of the shock strut to move, so as to pressurize or depressurize the inner cavity of the shock strut, thereby causing the buffer oil to be discharged from or enter the shock strut.

2. The device according to claim 1, characterized in that The first hole and the second hole are provided with internal threads, and the first connecting portion and the second connecting portion are provided with external threads.

3. The device according to claim 2, characterized in that The lengths of the external threads of the first connection portion and the second connection portion are configured such that when the first connection portion and the second connection portion are fully extended into the hub of the aircraft front wheel, the ends of the first connection portion and the second connection portion will not press against the fasteners in the hub.

4. The device according to claim 1, wherein the length of the first stick is greater than the length of the second stick.

5. The device according to claim 1, characterized in that The bracket is a U-shaped bracket.

6. The device according to claim 1, characterized in that The oil pipe is a hose.

7. The device according to claim 1, characterized in that The drain assembly also includes a measuring cup for containing the buffer oil.

8. A method for replacing the buffer oil in the shock absorber strut of the front landing gear of an aircraft using the device described in any one of claims 1 to 7, characterized in that: include: Supporting the aircraft nose and the aircraft tail wing with the bracket and the tail support respectively; Connect one end of the air nozzle to the buffer oil opening of the shock absorber strut, and the other end to the oil pipe; Pass the first connecting portion of the first stick and the second connecting portion of the second stick through the first hole and the second hole respectively, and extend into the wheel hub of the front wheel of the aircraft; Adjusting the depths of the first connecting portion and the second connecting portion extending into the wheel hub so that the remaining lengths of the first stick and the second stick that are not extended into the wheel hub are the same; Applying a first force to the remaining portion to move the front wheel of the aircraft, thereby driving the column of the shock strut to move, so as to pressurize the inner cavity of the shock strut, thereby causing the buffer oil to be discharged from the shock strut through the air nozzle and the oil pipe; as well as A second force is applied to the remaining portion to move the front wheel of the aircraft, thereby driving the column of the shock strut to move, so as to decompress the inner cavity of the shock strut, thereby allowing the buffer oil to enter the shock strut through the air nozzle and the oil pipe.

9. The method according to claim 8, characterized in that Also includes: The amount of the buffer oil discharged from the shock absorber strut is measured using a measuring cup, so as to determine whether a fault occurs in the front landing gear of the aircraft.

10. The method according to claim 8, characterized in that Also includes: applying a third force to the remaining portion to move the front wheel of the aircraft, thereby determining whether a fault occurs in the front landing gear of the aircraft according to the position of the bracket; The third force does not cause the column of the shock strut to move.

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