A rodless aircraft towing torque load measuring device and method of use

Abstract

This invention belongs to the field of aviation equipment technology, specifically disclosing a rodless aircraft traction torque load measuring device and its usage method. The lifting base has pressure sensors symmetrically arranged inside, and a rear baffle is provided on the side of the lifting base. A motor A is located at the hinge point between the lifting base and the rear baffle. A rear pressure plate is symmetrically arranged on the top of the rear baffle, and the rear pressure plate is rotatably connected to the rear baffle. A motor B is located between the two rear pressure plates. A connecting piece is provided at the end of the rear baffle away from motor B, and a cylindrical pin is provided inside the connecting piece. Linear slide modules are symmetrically arranged on both sides of the lifting base. This innovative turntable torque measuring device, through the use of gear transmission and static torque sensors, can accurately complete real-time measurement and overload warning of the nose landing gear torque under aircraft turning conditions. In actual aircraft traction processes, only one operator is needed to complete the work, reducing the number of personnel required and their workload.

Description

Technical Field

[0001] This invention relates to the field of aviation equipment technology, specifically to a rodless aircraft traction torque load measuring device and its usage method. Background Technology

[0002] Currently, for aircraft towing, the relevant towing load warning method is achieved by installing shear pins on the towing rod. When the towing load reaches the limit, the shear pin breaks and stops the towing work, thereby ensuring the safety of aircraft towing. However, due to the large turning radius and large space occupied by the towing rod of the towing rod, the towing of aircraft with a towing rod is gradually being replaced by the more flexible method of towing aircraft without a towing rod.

[0003] The patent CN10854545211B for a boomless aircraft towing vehicle proposes a hydraulic device to buffer the axial traction force of the aircraft that exceeds the normal range under special circumstances, so as to protect the nose landing gear. However, the device operates in a passive mode and cannot actively monitor the magnitude of the traction force. Moreover, the device can only realize the overload protection of the aircraft's axial traction force, and does not monitor the vertical load, towing vehicle speed, or nose landing gear torque. Therefore, it cannot truly achieve the task of protecting the nose landing gear under boomless aircraft towing conditions.

[0004] Patent CN114455091A proposes a general-purpose aircraft towing vehicle that can avoid damage to the aircraft landing gear caused by excessive turning angle during towing. However, it does not have a corresponding aircraft nose landing gear torque measuring device, so it cannot know the aircraft nose landing gear torque value in real time. Moreover, its device has a single protection direction and passive operation, and cannot provide comprehensive early warning monitoring for the aircraft towing process. Summary of the Invention

[0005] The purpose of this invention is to provide a rodless aircraft traction torque load measuring device and its usage method to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a rodless aircraft traction torque load measuring device and its usage method, comprising;

[0007] The drive unit, torque and angle measuring device, and wheel clamping mechanism, wherein the wheel clamping mechanism includes a lifting base, motor A, motor B, rear baffle, cylindrical pin, and pressure sensor;

[0008] Pressure sensors are symmetrically arranged inside the lifting base, and a rear baffle is provided on the side of the lifting base. One side of the lifting base is hinged to the rear baffle. A motor A is provided at the hinge point between the lifting base and the rear baffle. The rear baffle can be opened and closed by the motor A.

[0009] The rear baffle is symmetrically provided with rear pressure plates at the top, and the rear pressure plates are rotatably connected to the rear baffle. A motor B is provided between the two rear pressure plates.

[0010] A connector is provided at the end of the rear baffle away from the motor B. A cylindrical pin is provided inside the connector. The rear pressure plate is rotated under the drive of the motor B. When the rear baffle is completely closed, the cylindrical pin is inserted at the connection between the lifting base and the rear baffle to lock the wheel mechanism.

[0011] The lifting base is symmetrically equipped with linear slide modules on both sides, and the aircraft's nose landing gear is lifted by the synchronous lifting of the linear slide modules on both sides.

[0012] Preferably, the torque angle measuring device includes a driving gear, a driven gear, a static torque sensor, a guide rail slide, and an arc-shaped guide rail. The driving gear has symmetrical through holes, and bolts are installed inside the through holes. The guide rail slide is provided at the bottom of the driving gear. The bolts pass through the through holes and are installed and fixed to the guide rail slide. The bottom of the guide rail slide is provided with an arc-shaped guide rail. The guide rail slide is fastened to the outside of the arc-shaped guide rail and slidably connected to it. The driving gear can rotate on the arc-shaped guide rail with the slide by means of bolts.

[0013] Preferably, the bottom of the drive gear is symmetrically provided with load-bearing plates, the two load-bearing plates are movably connected to two linear slide modules, and the wheel clamping mechanism and the drive gear are connected as a whole through the linear slide modules.

[0014] Preferably, a driven gear is provided on the side of the driving gear, the driving gear meshes with the driven gear, and a static torque sensor is provided at the bottom of the driven gear. The torque generated during aircraft traction is transmitted to the driving gear through the wheel clamping mechanism, and then to the driven gear through the gear meshing relationship, and is then measured by the static torque sensor.

[0015] Preferably, the drive device includes hub motors, an aluminum profile body, and casters. Hub motors are symmetrically arranged at one end of the bottom of the aluminum profile body, and multiple casters are arranged at the other end. Warning lights are symmetrically arranged at the other end of the top of the aluminum profile body. The drive device is composed of hub motors, and the overall drive is provided by the hub motors. Steering is achieved through differential movement of the two hub motors, making the device more flexible. During aircraft towing, the towing speed is measured in real time by an internal speed sensor.

[0016] Preferably, an H-shaped connecting plate is fixedly installed on the aluminum profile vehicle body, the bottom of the static torque sensor is movably installed on the H-shaped connecting plate, and the bottom of the arc-shaped guide rail is fixedly installed on the top of the aluminum profile vehicle body.

[0017] Staff remotely control the device via a controller, placing it in the working area in front of the aircraft's nose landing gear, awaiting the next step of the wheel-holding process.

[0018] Preferably, the motor A on the rear baffle is controlled by the human-machine interface button or the actual button to rotate and open the rear baffle. The operating device is moved to a suitable position in front of the aircraft's nose landing gear so that the aircraft's nose wheel contacts the bottom plate of the wheel clamping mechanism. The rear baffle rotates and closes. The operator inserts a fixing pin on one side of the rear baffle and controls the rear pressure plate to rotate downward to clamp the wheel.

[0019] Preferably, after the wheel-holding step is completed, the linear slide modules on both sides are moved upward to lift the wheel-holding mechanism to the designated position. During this step, the displacement sensors built into the linear slide modules on both sides monitor the lifting height of the wheel-holding mechanisms in real time to ensure that the wheels on both sides are lifted synchronously. If the vertical load reaches the set warning value at a certain moment, an audible and visual alarm will be triggered.

[0020] Preferably, after the wheel lift is completed, the staff operates the device to tow the aircraft to the designated area. During the entire towing process, if any of the three load values—vertical load, nose landing gear torque, and towing speed—reaches the set warning value, an audible and visual alarm will be triggered.

[0021] Preferably, the driving gear and driven gear in the torque angle measuring device can be incomplete gears while ensuring accurate meshing, so as to reduce the difficulty of processing and reduce costs.

[0022] Preferably, the static torque sensor in the torque angle measuring device can be removed under certain circumstances, and an angle sensor can be installed to measure the angle of the aircraft's nose landing gear, or it can be completely disengaged to allow the pilot to operate the nose landing gear to rotate and thus control the towing vehicle to turn.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] 1. The boomless aircraft towing overload warning device designed in this invention monitors and warns of load in real time from three aspects: vertical load, aircraft nose landing gear, and towing speed. The designed wheel-holding mechanism uses two pressure sensors installed at the bottom of the wheel-holding mechanism to measure and warn of the vertical load throughout the entire process of wheel-holding and aircraft towing. The innovative turntable torque measuring device uses gear transmission and static torque sensor to accurately measure and warn of the nose landing gear torque in real time during aircraft turning. The differential steering of the hub motor makes the movement more flexible. Combined with its built-in speed sensor, it can measure the aircraft towing speed. In the actual aircraft towing process, only one operator is needed to complete the work, reducing the number of operators and their workload. Moreover, the remote control operation provides the operator with a wider field of vision and allows real-time observation of the condition of the aircraft's wings, improving the safety of aircraft towing operations.

[0025] 2. Compared with existing aircraft towing vehicle overload warning and protection technologies, this device represents a significant improvement and enhancement in both structure and function. It features more comprehensive load monitoring and overload warning technologies, advancing the development of safe aircraft towing operations. Addressing the current shortcomings in the domestic market for aircraft towing vehicles, the aircraft towing vehicle designed in this project can basically meet the current safety requirements for aircraft towing operations. It is adaptable to market development and industry needs. If mass production is achieved, it will have a significant effect on improving the efficiency of airport ground support operations, promoting the development of overload warning devices for boomless aircraft towing vehicles, and possessing broad development prospects and good economic benefits in the air transport industry. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0027] Figure 2 This is a schematic diagram of the wheel clamping mechanism of the present invention;

[0028] Figure 3 This is a schematic diagram of the torque measuring device of the present invention;

[0029] Figure 4 This is a schematic diagram of the combination of the wheel clamping mechanism and the torque measuring device of the present invention.

[0030] In the diagram: 1. Hub motor; 2. Rear pressure plate; 3. Linear slide module; 4. Lifting base; 5. Drive gear; 6. Driven gear; 7. Static torque sensor; 8. Warning light; 9. Aluminum profile body; 10. Universal wheel; 11. H-shaped connecting plate; 12. Motor A; 13. Motor B; 14. Rear baffle; 15. Cylindrical pin; 16. Pressure sensor; 17. Guide rail slide; 18. Arc-shaped guide rail. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] In the description of this invention, it should be noted that the terms "vertical," "upper," "lower," "horizontal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0033] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0034] Please see Figure 1-4 The present invention provides a technical solution: a rodless aircraft traction torque load measuring device and its usage method, comprising;

[0035] The drive unit, torque and angle measuring device, and wheel clamping mechanism include a lifting base 4, motor A12, motor B13, rear baffle 14, cylindrical pin 15, and pressure sensor 16.

[0036] Pressure sensors 16 are symmetrically arranged inside the lifting base 4, and a rear baffle 14 is provided on the side of the lifting base 4. One side of the lifting base 4 is hinged to the rear baffle 14. A motor A12 is provided at the hinge point between the lifting base 4 and the rear baffle 14. The rear baffle 14 can be opened and closed by the motor A12.

[0037] The rear baffle 14 is symmetrically provided with rear pressure plates 2 on its top. The rear pressure plates 2 are rotatably connected to the rear baffle 14. A motor B13 is provided between the two rear pressure plates 2.

[0038] The rear baffle 14 is provided with a connector at the end away from the motor B13. The connector is provided with a cylindrical pin 15 inside. Under the drive of the motor B13, the rear pressure plate 2 is rotated. When the rear baffle 14 is completely closed, the cylindrical pin 15 is inserted at the connection between the lifting base 4 and the rear baffle 14 to lock the wheel mechanism.

[0039] The lifting base 4 is symmetrically equipped with linear slide modules 3 on both sides, and the aircraft nose landing gear is lifted by the synchronous lifting of the linear slide modules 3 on both sides.

[0040] Furthermore, the torque angle measuring device includes a driving gear 5, a driven gear 6, a static torque sensor 7, a guide rail slide 17, and an arc-shaped guide rail 18. The driving gear 5 has symmetrical through holes, and bolts are installed inside the through holes. The guide rail slide 17 is installed at the bottom of the driving gear 5. The bolts pass through the through holes and are installed and fixed to the guide rail slide 17. The arc-shaped guide rail 18 is installed at the bottom of the guide rail slide 17. The guide rail slide 17 is fastened to the outside of the arc-shaped guide rail 18 and slidably connected to it. The driving gear 5 can rotate on the arc-shaped guide rail 18 with the slide 17 by bolts.

[0041] Furthermore, the bottom of the drive gear 5 is symmetrically provided with load-bearing plates, and the two load-bearing plates are movably connected to the two linear slide modules 3. The wheel clamping mechanism and the drive gear 5 are connected as a whole through the linear slide modules 3.

[0042] Furthermore, a driven gear 6 is provided on the side of the driving gear 5. The driving gear 5 meshes with the driven gear 6. A static torque sensor 7 is provided at the bottom of the driven gear 6. The torque generated during the aircraft traction process is transmitted to the driving gear 5 through the wheel clamping mechanism, and then to the driven gear 6 through the gear meshing relationship, and is measured by the static torque sensor 7.

[0043] Furthermore, the drive device includes a hub motor 1, an aluminum profile body 9, and casters 10. The hub motor 1 is symmetrically arranged at one end of the bottom of the aluminum profile body 9, and multiple casters 10 are arranged at the other end of the bottom of the aluminum profile body 9. Warning lights 8 are symmetrically arranged at the other end of the top of the aluminum profile body 9. The drive device is composed of the hub motor 1, and the overall drive of the device is provided by the hub motor 1. Steering is achieved through the differential movement of the two hub motors 1, making the device more flexible in movement. During aircraft towing, the towing speed is measured in real time by an internal speed sensor throughout the entire towing process.

[0044] Furthermore, an H-shaped connecting plate 11 is fixedly installed on the aluminum profile body 9, the bottom of the static torque sensor 7 is movably installed with the H-shaped connecting plate 11, and the bottom of the arc-shaped guide rail 18 is fixedly installed with the top of the aluminum profile body 9.

[0045] Working principle: The operator remotely controls the device through the controller, places the device in the working area in front of the aircraft's nose landing gear, and waits for the next step of the wheel clamping process.

[0046] Furthermore, by controlling the motor A12 on the rear baffle 14 through the human-machine interface button or the actual button, the rear baffle 14 is rotated and opened. The operating device is moved to a suitable position in front of the aircraft's nose landing gear, so that the aircraft's nose wheel contacts the bottom plate of the wheel clamping mechanism. The rear baffle 14 rotates and closes. The operator inserts a fixing pin on one side of the rear baffle and controls the rear pressure plate to rotate downward to clamp the wheel.

[0047] Furthermore, after the wheel-holding step is completed, the linear slide modules on both sides are moved upward to lift the wheel-holding mechanism to the designated position. During this step, the displacement sensors built into the linear slide modules on both sides monitor the lifting height of the wheel-holding mechanism in real time to ensure that the wheels on both sides are lifted synchronously. If the vertical load reaches the set warning value at a certain moment, the audible and visual alarm will be triggered.

[0048] Furthermore, after the wheel lift is completed, the staff will operate the device to tow the aircraft to the designated area. During the entire towing process, if any of the three load values—vertical load, nose landing gear torque, and towing speed—reaches the set warning value, an audible and visual alarm will be triggered.

[0049] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A non-rod aircraft towing torque load measuring device characterized by: include; The drive unit, torque angle measuring device, and wheel clamping mechanism include a lifting base (4), motor A (12), motor B (13), rear baffle (14), cylindrical pin (15), and pressure sensor (16). Pressure sensors (16) are symmetrically arranged inside the lifting base (4), and a rear baffle (14) is provided on the side of the lifting base (4). One side of the lifting base (4) is hinged to the rear baffle (14), and a motor A (12) is provided at the hinge point between the lifting base (4) and the rear baffle (14). The rear baffle (14) is symmetrically provided with rear pressure plates (2) at the top. The rear pressure plates (2) are rotatably connected to the rear baffle (14). A motor B (13) is provided between the two rear pressure plates (2). The rear baffle (14) is provided with a connector at the end away from the motor B (13), and a cylindrical pin (15) is provided inside the connector; The lifting base (4) is symmetrically provided with linear slide modules (3) on both sides.

2. The rodless aircraft traction torque load measuring device according to claim 1, characterized in that: The torque angle measuring device includes a driving gear (5), a driven gear (6), a static torque sensor (7), a guide rail slide (17), and an arc-shaped guide rail (18). The driving gear (5) has symmetrical through holes, and bolts are installed inside the through holes. The bottom of the driving gear (5) is provided with a guide rail slide (17). The bolts pass through the through holes and are installed and fixed to the guide rail slide (17). The bottom of the guide rail slide (17) is provided with an arc-shaped guide rail (18). The guide rail slide (17) is fastened to the outside of the arc-shaped guide rail (18) and slidably connected to it.

3. The rodless aircraft traction torque load measuring device according to claim 2, characterized in that: The bottom of the drive gear (5) is symmetrically provided with load-bearing plates. The two load-bearing plates are movably connected to the two linear slide modules (3). The wheel clamping mechanism and the drive gear (5) are connected as a whole through the linear slide module (3).

4. The rodless aircraft traction torque load measuring device and its method of use according to claim 2, characterized in that: The driven gear (6) is provided on the side of the driving gear (5), and the driving gear (5) meshes with the driven gear (6). A static torque sensor (7) is provided at the bottom of the driven gear (6).

5. The rodless aircraft traction torque load measuring device according to claim 1, characterized in that: The drive device includes a hub motor (1), an aluminum profile body (9), and casters (10). The hub motor (1) is symmetrically arranged at one end of the bottom of the aluminum profile body (9), and multiple casters (10) are arranged at the other end of the bottom of the aluminum profile body (9). The alarm light (8) is symmetrically arranged at the other end of the top of the aluminum profile body (9).

6. The rodless aircraft traction torque load measuring device according to claim 5, characterized in that: An H-shaped connecting plate (11) is fixedly installed on the aluminum profile body (9). The bottom of the static torque sensor (7) is movably installed on the H-shaped connecting plate (11), and the bottom of the arc-shaped guide rail (18) is fixedly installed on the top of the aluminum profile body (9).

7. A measurement method for a rodless aircraft traction torque load measuring device according to any one of claims 1-6, specifically comprising the following steps: Step 1: Place the device in the working area in front of the aircraft's nose landing gear; Step 2: Control the rear pressure plate to rotate downwards to clamp the machine wheel; Step 3: Move the linear slide modules on both sides upward to lift the wheel clamping mechanism to the designated position. If the vertical load reaches the set warning value at a certain moment, the audible and visual alarm will be triggered.

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