Aircraft tire self-rotation device

Abstract

This invention discloses an aircraft tire in-flight self-rotation device, comprising a landing gear main support for connection to an aircraft, an axle fixedly connected to the landing gear main support, a bushing at the end of the axle movable along the outer surface of the axle, two tires respectively connected to both sides of the axle and rotatable relative to the axle, an outer gear ring fixedly disposed at the end of the tire, an inner gear ring disposed inside the outer gear ring and meshing with it, and a suction device disposed on the outer surface of the axle for controlling the movement of the bushing along the outer surface of the axle. The device also includes an upper impeller assembly and a lower impeller assembly. This invention helps reduce tire wear and extend tire lifespan.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more specifically to an aircraft tire self-rotation device. Background Technology

[0002] When an aircraft lands and touches the ground, the aircraft is moving at high speed, but the tires are stationary. This significant speed difference causes the tires to be in a state of sliding friction for a short period, causing their surface temperature to rise sharply and exceed 200°C, resulting in tire smoke. Because the tires are inflated, the tire pressure also increases significantly due to the rising temperature, posing a safety hazard to tire use. In addition, the high temperature combined with the aircraft's heavy weight leads to severe tire wear during this process, reducing the number of times the tires can be used and causing them to be scrapped prematurely, thus increasing operating costs.

[0003] Therefore, those skilled in the art urgently need to research an aircraft tire with less wear and a longer service life. Summary of the Invention

[0004] The technical problem to be solved by this invention is that existing aircraft have a large speed difference between the tires and the ground during landing, resulting in severe tire wear and a short service life.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] An aircraft tire self-rotating device includes:

[0007] The main landing gear support is used for connection to the aircraft.

[0008] A wheel axle is fixedly connected to the main lifting support, and a bushing is provided at the end of the wheel axle, which can move along the outer side of the wheel axle.

[0009] The tires, respectively, are connected to both sides of the axle and can rotate relative to the axle;

[0010] An external gear ring is fixedly disposed at the end of the tire and fixedly connected to the inner rim of the tire;

[0011] An internal gear ring is disposed inside the external gear ring and is meshable with the internal gear ring.

[0012] A suction device is provided on the outer side of the axle and is used to control the movement of the bushing along the outer side of the axle;

[0013] An upper impeller assembly, one end of which is fixedly connected to the upper side of the bushing, and the other end of which is provided with a friction wheel adapted to the inner ring of the internal gear ring, and the impeller on the upper impeller assembly can rotate relative to the wheel shaft;

[0014] The lower impeller assembly has one end fixedly connected to the lower side of the bushing and coaxially arranged with the upper impeller assembly. The other end of the lower impeller assembly is provided with a friction wheel that is adapted to the inner ring of the internal gear ring. The lower impeller of the lower impeller assembly can rotate relative to the wheel shaft.

[0015] The upper impeller assembly is further provided with a steering wheel for synchronizing the rotation of the upper impeller in the upper impeller assembly and the lower impeller in the lower impeller assembly in the same direction.

[0016] In one embodiment, the upper impeller assembly includes an upper impeller support and an upper impeller connector connected to the upper part of the upper impeller support. The lower part of the upper impeller support is fixedly connected to the bushing. An impeller connecting pipe that can rotate relative to the upper impeller support is also provided on the outer side of the upper impeller support, and the impeller connecting pipe connects the upper impeller support and the upper impeller as a whole. The other side of the upper impeller connector is fixedly connected to the internal gear ring. A steering wheel is disposed in the upper impeller connector.

[0017] In one embodiment, the upper impeller connector includes an upper impeller main friction wheel and a "Z" bend. The upper impeller main friction wheel is fixedly and coaxially disposed at the upper end of the upper impeller connecting pipe. One end of the "Z" bend is fixedly connected to the upper end of the upper impeller support, and the other end of the "Z" bend is fixedly connected to the internal gear ring. The reversing wheel is rotatably disposed on the outside of the "Z" bend, and one side of the reversing wheel is tangent to the upper impeller main friction wheel to form a pair of rolling friction pairs, and the other side of the reversing wheel is tangent to one end of the internal gear ring to form a pair of rolling friction pairs.

[0018] In one embodiment, the upper impeller assembly further includes an internal gear ring support, one end of which is fixedly connected to the internal gear ring, and the other end of which is fixedly connected to the bushing.

[0019] In one embodiment, the upper impeller assembly further includes a U-shaped wheel, the outer circle of which is tangent to the inner circle of the internal gear ring and is rotatable relative to it.

[0020] In one embodiment, a connecting rod is fixed to the suction device, and the end of the connecting rod is fixedly connected to the bushing.

[0021] In one embodiment, knurling is provided on the contact surface between the upper impeller main friction wheel and the reversing wheel, as well as on the contact surface between the internal gear ring and the reversing wheel.

[0022] In one embodiment, both the upper impeller main friction wheel and the internal gear ring are made of hard materials.

[0023] In one embodiment, both the commutator wheel and the lower impeller main friction wheel are made of highly elastic and tough materials.

[0024] In one embodiment, the upper impeller blades have vertical or irregularly shaped flanges that increase wind resistance.

[0025] In one embodiment, a rolling bearing is provided between the upper impeller support member and the upper impeller support member.

[0026] In one embodiment, a rolling bearing is provided between the reversing wheel and the "Z" bend.

[0027] In one embodiment, the lower impeller assembly includes a lower impeller support and a lower impeller connecting pipe sleeved on the outside of the lower impeller support and rotatable relative to the lower impeller support. The upper part of the lower impeller support is fixedly connected to the bushing, and the lower impeller connecting pipe connects the lower impeller support and the lower impeller as a whole. The lower end of the lower impeller connecting pipe is fixedly and coaxially provided with a lower impeller main friction wheel, and one end of the lower impeller main friction wheel is tangent to one end of the internal gear ring to form a pair of rolling friction pairs.

[0028] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0029] The above-mentioned structural design of the present invention reduces the speed difference between the tire and the ground during aircraft landing by incorporating a wind resistance self-rotation device on the aircraft tire, thereby reducing tire tread wear, reducing tire temperature rise, improving tire safety, reducing tire wear, extending tire service life, saving purchase costs, saving manufacturing energy consumption, and reducing carbon emissions. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention.

[0031] Figure 2 This is an exploded structural diagram of an embodiment of the present invention.

[0032] Figure 3 This is a schematic diagram of the main cross-section of an embodiment of the present invention.

[0033] Figure 4 for Figure 3 Enlarged structural diagram of section C.

[0034] Figure 5 for Figure 3 A magnified structural diagram of section D in the middle.

[0035] Figure 6 This is a schematic diagram of the upper impeller in one embodiment of the present invention.

[0036] Figure 7 This is a partial cross-sectional schematic diagram of the upper impeller in this invention. Detailed Implementation

[0037] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0038] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0039] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0040] The embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be understood by those skilled in the art that the embodiments described herein are merely exemplary.

[0041] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0042] like Figures 1 to 6 As shown, the present invention provides an aircraft tire air rotation device, such as... Figure 1 As shown, the tire includes a landing main support 1 for connection with the aircraft, an axle 2 fixedly connected to the landing main support 1, and two tires 3 connected to the outside of the axle 2 and rotatable relative to the axle. The end of the axle 2 is provided with a bushing 8, which can move along the outer side of the axle 2.

[0043] like Figure 1 , Figure 2 and Figure 3As shown, the outer end of the tire 3 is provided with an outer toothed ring 4 and an inner toothed ring 5. The outer toothed ring 4 is located at the end of the tire and is fixedly connected to the outer side of the inner rim of the tire 3. The inner toothed ring 5 is located inside the outer toothed ring 4 and can mesh with the inner toothed ring 4.

[0044] The suction device 7 is located on the outer side of the axle 2 and is used to control the movement of the bushing 8 along the outer side of the axle.

[0045] like Figure 4 As shown, one end of the upper impeller assembly 61 is fixedly connected to the upper side of the bushing 8, and the other end of the upper impeller assembly 61 is fixedly connected to the internal gear ring 5. The impeller 617 on the upper impeller assembly 61 can rotate relative to the wheel shaft 2.

[0046] The upper impeller assembly 61 includes an upper impeller support 611 and an upper impeller connector connected to the upper part of the upper impeller support 611. The lower part of the upper impeller support 611 is fixedly connected to the bushing 8. An upper impeller connecting pipe 612, which can rotate relative to the upper impeller support 611, is also provided on the outer side of the upper impeller support 611. A rolling bearing 618 is provided between the upper impeller support 611 and the upper impeller connecting pipe 612. The upper impeller connecting pipe 612 connects the upper impeller support 611 and the upper impeller 617 into one unit. A friction wheel adapted to the inner ring of the internal gear ring 5 is provided on the other side of the upper impeller connector, and a steering wheel is provided in the upper impeller connector.

[0047] Specifically, the upper impeller connecting component includes an upper impeller main friction wheel 613 and a "Z" bend 614. The upper impeller main friction wheel 613 is fixedly and coaxially disposed at the upper end of the upper impeller connecting pipe 612. One end of the "Z" bend is fixedly connected to the upper end of the upper impeller support 611, and the other end of the "Z" bend 614 is fixedly connected to the internal gear ring 5. The reversing wheel 615 is rotatably disposed on the outside of the "Z" bend 614, and one side of the reversing wheel 615 is tangent to the upper impeller main friction wheel 613 to form a pair of rolling friction pairs, and the other side of the reversing wheel 615 is tangent to one end of the internal gear ring 5 to form a pair of rolling friction pairs.

[0048] The upper impeller assembly also includes a U-shaped wheel 616, the outer circle of which is tangent to the inner circle of the internal gear ring 5 and can rotate relative to it.

[0049] like Figure 4As shown, the "Z"-shaped bend 614 can be divided into four sections: a left vertical section, a middle horizontal section, a middle vertical section, and a final horizontal section. The left vertical section of the "Z"-shaped bend 614 is fixedly connected to the top of the upper impeller support 611. The middle vertical section is connected to the inner hole of the reversing wheel 615 via a rolling bearing 618. The outer circle of the reversing wheel 615 contacts the left end face of the internal gear ring 5, forming a rolling friction pair. The outer circle of the reversing wheel 615 is tangent to the main friction wheel 613, also forming a rolling friction pair, thus establishing a transmission relationship. A rolling bearing is installed between the final horizontal section of the "Z"-shaped bend 614 and the "U"-shaped wheel 616 in the upper impeller transmission assembly 61.

[0050] Preferably, the upper impeller assembly also includes an internal gear ring support 9, one end of which is fixedly connected to the internal gear ring 5, and the other end of which is fixedly connected to the bushing 8. The bushing 8 can drive the internal gear ring 5 to move.

[0051] A connecting rod is fixed to the suction device 7, and the end of the connecting rod is fixedly connected to the bushing 8. When the connecting rod of the suction device 7 extends, the connecting rod pushes the bushing 8 to move. The bushing 8 drives the support rod 611, the "Z" bend 614, the reversing wheel 615, and the "U" wheel 616 to move outward together. The reversing wheel 615 and the "U" wheel drive the internal gear ring 5 to move axially along the wheel shaft 2 and mesh with the external gear ring 4. This ensures that when the suction device 7 is activated, the upper impeller transmission assembly 61 moves axially to complete the suction and disengagement of the entire upper impeller assembly with the tire 3.

[0052] To ensure the stability of the suction device during movement, a key 12 is provided between the wheel axle 2 and the bushing 8.

[0053] like Figure 5 As shown, one end of the lower impeller assembly 62 is fixedly connected to the lower side of the bushing 8 and is coaxially arranged with the upper impeller assembly 61. The other end of the lower impeller assembly 62 is fixedly connected to the internal gear ring 5. The lower impeller 624 of the lower impeller assembly 62 can rotate relative to the wheel shaft 2.

[0054] The upper impeller assembly 61 is also provided with a steering wheel for synchronizing the rotation of the upper impeller 617 in the upper impeller assembly and the lower impeller 624 in the lower impeller assembly in the same direction.

[0055] Specifically, the lower impeller assembly 62 includes a lower impeller support 621 and a lower impeller connecting pipe 622 sleeved on the outside of the lower impeller support 621 and rotatable relative to the lower impeller support 621. The upper part of the lower impeller support 621 is fixedly connected to the bushing 8, and the lower impeller connecting pipe 622 connects the lower impeller support 621 and the lower impeller 624 into one unit. The lower end of the lower impeller connecting pipe 622 is fixedly and coaxially provided with a lower impeller main friction wheel 623, one end of which is tangent to one end of the internal gear ring 5 to form a pair of rolling friction pairs.

[0056] The upper impeller assembly has multiple blades, which are uniformly fixedly connected to the upper impeller connector.

[0057] The connection method between the U-shaped wheel and the internal gear ring in the lower impeller assembly, as well as the connection method of components with the same structure as the upper impeller assembly, will not be described in detail here.

[0058] During aircraft landing, after the main landing gear 1 is fully extended, the engaging device 7 pushes out the bushing 8. As the bushing 8 is pushed out, the upper impeller drive assembly 61 and the internal gear ring support 9 together drive the internal gear ring 5 to move axially along the outer side of the wheel shaft 2 until the internal gear ring 5 meshes with the external gear ring 4. Wind resistance drives the upper impeller drive assembly 61 to rotate, which in turn drives the internal gear ring 5 to rotate, which in turn drives the external gear ring 4 to rotate, thereby causing the tire 3 to rotate.

[0059] After the aircraft lands and touches down, when there is basically no speed difference between the tire 3 and the ground, the connecting rod extending from the suction device 7 is fixed to the left end of the bushing 8. When the suction device 7 retracts, it retracts the bushing 8, which in turn causes the upper impeller drive assembly 61, the lower impeller drive assembly 62, and the internal gear ring bracket 9 to drive the internal gear ring 5 to disengage from the external gear ring 4. This allows the tire to no longer be driven by the wind resistance self-rotation device and to decelerate normally with the aircraft.

[0060] To increase the coefficient of friction and improve the adhesion of the contact surfaces, knurling is provided on the contact surfaces of the upper impeller main friction wheel 613 and the reversing wheel 615, and knurling is also provided on the contact surfaces of the internal gear ring 5 and the reversing wheel 615.

[0061] The upper impeller main friction wheel 613 and the internal gear ring 5 are both made of hard material. The reversing wheel 615 and the lower impeller main friction wheel 623 are both made of elastomeric material, preferably a high-elasticity and high-toughness material.

[0062] like Figure 6 As shown, the upper impeller 617 also has a vertical flange on its edge to increase air resistance. The lower impeller can also adopt the same structure. In other embodiments, irregularly shaped flanges can also be used.

[0063] In practical applications, as the aircraft descends, the engagement device pushes out the impeller assembly and the internal gear ring support, causing the internal gear ring to mesh with the tire's external gear ring. When wind resistance drives the impeller transmission assembly to rotate, it drives the internal gear ring to rotate, and the internal gear ring then drives the tire to rotate through the external gear ring. The engagement device is similar to a clutch, used to achieve the engagement and disengagement of the impeller transmission assembly and the tire's external gear ring. The internal gear ring support assists the engagement device in pushing and pulling the internal gear ring, and enables the internal gear ring to achieve smoother rotation.

[0064] like Figure 7As shown, if the wind direction is downward, the wind resistance drives the upper impeller 617 on the right to rotate counterclockwise. The upper impeller connecting pipe 612, which is fixedly connected to the upper impeller 617, drives the main friction wheel 613 of the upper impeller to rotate in the same direction, which in turn drives the reversing wheel 615 to rotate clockwise. The rotating reversing wheel 615 drives the inner gear ring 5 to rotate counterclockwise. Since the inner gear ring 5 and the outer gear ring 4 are in a meshing state at this time, the tire rotates counterclockwise.

[0065] When the wind resistance drives the lower impeller 624 to rotate counterclockwise, the lower impeller 624 drives the lower impeller main friction wheel 623 to rotate in the same direction. The lower impeller main friction wheel 623 drives the inner gear ring 5 to rotate counterclockwise. Since the inner gear ring 5 and the outer gear ring 4 are in a meshing state, the tire rotates counterclockwise at this time.

[0066] It can be seen that the upper impeller 617 and the lower impeller 624 can simultaneously drive the tire to rotate counterclockwise in the aforementioned wind resistance direction through various transmission components.

[0067] like Figure 6 As shown, the upper impeller blades have vertical flanges 6171 to increase wind resistance, and all impeller outer sides are tilted at an angle of 5° to 8° towards the windward side (angle α in the figure), which can guide the airflow towards the main landing support 1, facilitating brake cooling and improving braking performance. The lower impeller blades also have a similar angled tilting structure design.

[0068] This invention reduces the speed difference between the tire and the ground during aircraft landing by designing the aforementioned wind resistance rotation device on the aircraft tire's air rotation device. This reduces tire tread wear, which helps to reduce tire wear, extend tire life, save purchase costs, save manufacturing energy consumption, and reduce carbon emissions. It also reduces the degree of tire temperature rise, effectively prevents tire blowouts, improves the tire's high-temperature resistance, and enhances the safety of tire use.

[0069] When the self-rotating device of the present invention is used in conjunction with the vibration-damping tire, the tire can effectively prevent punctures, withstand oil and fire, resist high temperatures and knocking, and the aircraft can take off and land on non-runways, and can be used for military purposes.

[0070] 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. An aircraft tire self-rotation device, comprising: A main landing gear frame, used for connection to the aircraft; A wheel axle is fixedly connected to the main lifting support, and a bushing is provided at the end of the wheel axle, which can move along the outer side of the wheel axle. The tires, respectively, are connected to both sides of the axle and can rotate relative to the axle; An external gear ring is fixedly disposed at the end of the tire and fixedly connected to the inner rim of the tire; An internal gear ring is disposed inside the external gear ring and is meshable with the internal gear ring. A suction device is provided on the outer side of the axle and is used to control the movement of the bushing along the outer side of the axle; An upper impeller assembly, one end of which is fixedly connected to the upper side of the bushing, and the other end of which is provided with a friction wheel adapted to the inner ring of the internal gear ring, and the impeller on the upper impeller assembly can rotate relative to the wheel shaft; The lower impeller assembly has one end fixedly connected to the lower side of the bushing and coaxially arranged with the upper impeller assembly. The other end of the lower impeller assembly is provided with a friction wheel that is adapted to the inner ring of the internal gear ring. The lower impeller of the lower impeller assembly can rotate relative to the wheel shaft. The upper impeller assembly is further provided with a steering wheel for synchronizing the rotation of the upper impeller in the upper impeller assembly and the lower impeller in the lower impeller assembly in the same direction.

2. The aircraft tire self-rotation device according to claim 1, wherein the upper impeller assembly includes an upper impeller support and an upper impeller connector connected to the upper part of the upper impeller support, the lower part of the upper impeller support being fixedly connected to the bushing; an impeller connecting pipe rotatable relative to the upper impeller support is also provided on the outer side of the upper impeller support, the impeller connecting pipe connecting the upper impeller support and the upper impeller as a whole; the other side of the upper impeller connector is fixedly connected to the internal gear ring; and a steering wheel is disposed in the upper impeller connector.

3. The aircraft tire air rotation device according to claim 2, wherein the upper impeller connecting member includes an upper impeller main friction wheel and a "Z" bend, the upper impeller main friction wheel being fixedly and coaxially disposed at the upper end of the upper impeller connecting pipe; one end of the "Z" bend is fixedly connected to the upper end of the upper impeller support member, and the other end of the "Z" bend is fixedly connected to the internal gear ring; the reversing wheel is rotatably disposed on the outside of the "Z" bend, and one side of the reversing wheel is tangent to the upper impeller main friction wheel to form a pair of rolling friction pairs, and the other side of the reversing wheel is tangent to one end of the internal gear ring to form a pair of rolling friction pairs.

4. The aircraft tire air rotation device according to claim 1, wherein the upper impeller assembly further includes an internal gear ring bracket, one end of which is fixedly connected to the internal gear ring, and the other end of which is fixedly connected to the bushing.

5. The aircraft tire air rotation device according to claim 1, wherein the upper impeller assembly further includes a U-shaped wheel, the outer circle of which is tangent to the inner circle of the internal gear ring and can rotate relative to it.

6. The aircraft tire air rotation device according to claim 1, wherein a connecting rod is fixed on the suction device, and the end of the connecting rod is fixedly connected to the bushing.

7. The aircraft tire air rotation device according to claim 3, wherein the contact surface between the upper impeller main friction wheel and the reversing wheel, and the contact surface between the internal gear ring and the reversing wheel are all provided with knurling.

8. In the aircraft tire self-rotation device according to claim 1, the upper impeller main friction wheel and the internal gear ring are both made of hard materials.

9. In the aircraft tire self-rotation device according to claim 1, both the reversing wheel and the main friction wheel of the lower impeller are made of high-elasticity and high-toughness materials.

10. The aircraft tire self-rotating device according to claim 1, wherein the upper and lower impeller blades have vertical or irregularly shaped flanges to increase wind resistance.

11. The aircraft tire self-rotation device according to claim 2, wherein a rolling bearing is provided between the upper impeller support and the upper impeller connecting pipe.

12. The aircraft tire self-rotation device according to claim 3, wherein a rolling bearing is provided between the reversing wheel and the "Z" bend.

13. The aircraft tire in-flight self-rotation device according to claim 1, wherein the lower impeller assembly includes a lower impeller support and a lower impeller connecting pipe sleeved on the outside of the lower impeller support and rotatable relative to the lower impeller support, the upper part of the lower impeller support is fixedly connected to the bushing, and the lower impeller connecting pipe connects the lower impeller support and the lower impeller into one unit; a lower impeller main friction wheel is fixedly and coaxially arranged at the lower end of the lower impeller connecting pipe, and one end of the lower impeller main friction wheel is tangent to one end of the internal gear ring to form a pair of rolling friction pairs.

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