Aircraft refueling truck air-cut brake quick release device

Abstract

The invention relates to the technical field of aircraft refueling equipment, in particular to an aircraft refueling truck air-cut brake quick release device which comprises a supporting body. The input shaft is rotationally mounted in the supporting main body; the output shaft is rotationally mounted in the supporting main body, and the output end of the output shaft is used for being connected with a brake shaft of a gas-cut brake chamber; and the variable force transmission assembly is arranged between the input shaft and the output shaft and is used for changing the output torque and the output rotating speed output by the output shaft on the basis of changing the working positions of the input shaft and the output shaft. The variable force transmission assembly can change the output torque and the output rotating speed output by the output shaft on the basis of changing the working positions of the input shaft and the output shaft, and when the brake shaft is operated and rotated, the variable force transmission assembly controls the output shaft to rotate with the maximum torque, so that the brake shaft is quickly loosened relative to the air-cut brake air chamber.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft refueling equipment, in particular to an air cut-off brake quick release device for an aircraft refueling vehicle. Background Art

[0002] During the driving or parking of the aircraft refueling truck, damage to the vehicle's sub-cylinder or failure of the vehicle's air source will cause the vehicle's air brake to be abnormally activated, resulting in sudden braking. This situation will lead to three serious consequences: 1. Blocking the aircraft's taxiing, causing serious liability errors for the aircraft's emergency braking; 2. The aircraft cannot be towed away from the parking position, causing serious liability errors for aircraft delays; 3. Blocking the airport road, causing other operating vehicles to be unable to continue working and causing liability errors for traffic accidents. Therefore, it is urgent to develop an aircraft refueling truck's air brake quick release device, which can ensure that after the refueling truck abnormally breaks the air brake, the air brake function is quickly released, allowing the vehicle to quickly leave the scene, and eliminating all safety hazards caused by the brake activation.

[0003] When the compressed air in the air brake chamber is released, the parking brake spring parks the vehicle. When the brake system does not have enough compressed air or there is no compressed air, the vehicle will be parked and the air brake cannot be used. When the compressed air enters the air brake chamber, it compresses the parking brake spring and the parking brake is released. However, the filling of compressed air requires the unloading of the air brake device, which cannot meet the purpose of quickly releasing the parking brake. Every minute of delay on the apron will lead to serious consequences. The fastest response method is to directly rotate the brake shaft to release the parking brake, but rotating the brake shaft requires a large torque, and the tanker truck is not allowed to use electrical equipment to ensure safety. The air brake is installed at the bottom of the aircraft tanker truck body, which is not convenient for the use of hydraulic equipment. Therefore, a mechanical quick twisting structure is urgently needed.

[0004] Although the existing labor-saving twisting devices can achieve the required torque, they cannot be effectively connected to the brake shaft of the air-cut brake and are limited by the operating space, so they are not applicable. Summary of the invention

[0005] 1. Technical issues to be resolved

[0006] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides an aircraft refueling truck air brake quick release device, which solves the technical problem that the compressed gas in the air brake chamber located at the bottom of the aircraft refueling truck body cannot be quickly released.

[0007] (II) Technical solution

[0008] In order to achieve the above object, the main technical solutions adopted by the present invention include:

[0009] The embodiment of the present invention provides a device for quickly releasing the air brake of an aircraft refueling truck.

[0010] The aircraft refueling vehicle air brake quick release device provided in the embodiment of the present invention comprises:

[0011] Support the main body;

[0012] An input shaft is rotatably mounted inside the supporting body;

[0013] An output shaft is rotatably mounted inside the supporting body, and an output end of the output shaft is used to connect with a brake shaft of a gas-cut-off brake chamber;

[0014] The variable force transmission assembly is arranged between the input shaft and the output shaft, and is used to change the output torque and output speed of the output shaft based on changing the working positions of the input shaft and the output shaft.

[0015] Optionally, it also includes:

[0016] The locking assembly is arranged on the supporting body and is used for locking the air cut-off brake chamber so that the air cut-off brake chamber and the supporting body are fixed to each other.

[0017] Optionally, the locking assembly comprises:

[0018] A support plate, fixedly mounted on the outer wall of the support body;

[0019] A clamping claw is arranged on the end surface of the support plate away from the support body and is used to clamp the air chamber of the air cut-off brake;

[0020] The fixing strap is sleeved on the outside of the clamping claw when the clamping claw clamps the air chamber of the air-cut brake, so as to make the clamping claw contact closely with the air-cut brake chamber.

[0021] Optionally, the locking assembly further comprises:

[0022] The V-shaped anti-skid pad is arranged on the end surface of the clamping claw close to the air-cutting brake chamber, and the opening direction of the V-shaped anti-skid pad faces the end surface of the air-cutting brake chamber.

[0023] Optionally, the variable force transmission assembly comprises:

[0024] The first input gear and the second input gear are coaxially fixedly mounted on the input shaft;

[0025] The moving sleeve is coaxially slidably mounted on the output shaft along the axis of the output shaft;

[0026] The first output gear and the second output gear are coaxially fixedly mounted on the moving sleeve;

[0027] Among them, the diameter of the first input gear is smaller than the diameter of the first output gear, and the diameter of the second output gear is smaller than the diameter of the second input gear. When the movable sleeve is in the first working position, the first input gear is meshed with the first output gear, and when the movable sleeve is in the second working position, the second input gear is meshed with the second output gear.

[0028] Optionally, the variable force transmission assembly further comprises:

[0029] A driving handle is rotatably mounted on the moving sleeve;

[0030] The outer wall of the supporting body is formed with a concave hole, and the driving handle passes through the concave hole. When the driving handle is located at different recesses of the concave hole, the moving sleeve is in different working positions.

[0031] Optionally, the variable force transmission assembly comprises:

[0032] A third input gear is coaxially fixedly mounted on the input shaft;

[0033] A third output gear is coaxially arranged with the output shaft and meshed with the third input gear, and an inclined groove is formed on the inner wall of the third output gear;

[0034] A protrusion is provided on the output shaft and is slidably mounted in the inclined groove;

[0035] The thrust component is arranged on the supporting body and is used for colliding with the output shaft to make the output shaft rotate.

[0036] Optionally, the force assembly includes:

[0037] A moving frame is slidably mounted on the supporting body along the axis of the output shaft;

[0038] A first elastic member is disposed between the moving frame and the supporting body, and is used to move the moving frame toward the direction of the output shaft;

[0039] The second elastic member is disposed between the output shaft and the supporting body, and is used to move the output shaft toward the direction of the moving frame.

[0040] Optionally, the force assembly further includes:

[0041] A limit pin is slidably mounted on the support body, and when the limit pin is inserted into the third input gear, the third input gear and the third output gear are fixed relative to the support body;

[0042] The locking frame is arranged outside the supporting body and is detachably mounted on the moving frame. When the locking frame is inserted into the moving frame, the moving frame is separated from the output shaft.

[0043] Optionally, the first elastic member is disposed in the moving frame, and one end of the moving frame close to the output shaft is an inclined end;

[0044] The thrust components also include:

[0045] A conical force-enhancing block is fixedly mounted on one end of the first elastic member close to the inclined end;

[0046] The force-enhancing ball is rollingly mounted on the side wall of the inclined end.

[0047] (III) Beneficial effects

[0048] The beneficial effects of the present invention are as follows: the aircraft refueling vehicle air brake quick release device provided by the present application embodiment of the present invention supports a main body, an input shaft, an output shaft and a variable force transmission assembly, wherein a transmission space is formed inside the supporting main body, the input shaft and the output shaft are both arranged in the transmission space, and the variable force transmission assembly is arranged between the input shaft and the output shaft. The variable force transmission assembly can change the output torque and output speed of the output shaft based on changing the working positions of the input shaft and the output shaft. When operating the rotating brake shaft, the output shaft is controlled to rotate with the maximum torque through the variable force transmission assembly to quickly loosen the brake shaft relative to the air brake chamber. After the brake shaft is loosened relative to the air brake chamber, the output shaft is controlled to rotate with the maximum speed through the variable force transmission assembly to realize the compressed air release of the air brake chamber and quickly release the parking brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a front view schematic diagram of Embodiment 1 of the air brake quick release device for an aircraft refueling vehicle of the present invention;

[0050] Figure 2 It is a front cross-sectional schematic diagram of Embodiment 1 of the air brake quick release device for an aircraft refueling vehicle of the present invention;

[0051] Figure 3 It is a front cross-sectional schematic diagram of Embodiment 2 of the air brake quick release device for an aircraft refueling vehicle of the present invention;

[0052] Figure 4 is a schematic top view of a V-shaped anti-slip pad of the present invention;

[0053] [Description of Reference Numerals]

[0054] 100-support body, 200-input shaft, 300-output shaft, 400-variable force transmission assembly, 500-locking assembly;

[0055] 411-first input gear, 412-second input gear, 413-moving sleeve, 414-first output gear, 415-second output gear, 416-driving handle;

[0056] 421-third input gear, 422-third output gear, 423-protrusion, 424-force assembly, 425-limiting latch;

[0057] 510-support plate, 520-clamping claw, 530-fixing strap, 540-V-shaped anti-slip pad;

[0058] 4241-moving frame, 4242-first elastic member, 4243-second elastic member, 4244-locking frame, 4245-conical force-enhancing block, 4246-force-enhancing ball;

[0059] 101-concave hole;

[0060] 401- inclined slot. DETAILED DESCRIPTION

[0061] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

[0062] In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0063] Embodiment 1:

[0064] like Figure 1 , Figure 2 and Figure 4 As shown, according to Example 1 of the present application, a quick release device for the air brake of an aircraft refueling truck is proposed, including: a support body 100; an input shaft 200, rotatably installed inside the above-mentioned support body 100; an output shaft 300, rotatably installed inside the above-mentioned support body 100, and the output end of the above-mentioned output shaft 300 is used to connect with the brake shaft of the air chamber of the air brake; a variable force transmission assembly 400, which is arranged between the above-mentioned input shaft 200 and the output shaft 300, and is used to change the output torque and output speed of the output of the above-mentioned output shaft 300 based on changing the working positions of the above-mentioned input shaft 200 and the above-mentioned output shaft 300.

[0065] The aircraft refueling truck air brake quick release device provided in the embodiment of the present application supports a main body 100, an input shaft 200, an output shaft 300 and a variable force transmission assembly 400, wherein a transmission space is formed inside the supporting main body 100, the input shaft 200 and the output shaft 300 are both arranged in the transmission space, and the variable force transmission assembly 400 is arranged between the input shaft 200 and the output shaft 300, and the variable force transmission assembly 400 can be used to transmit the output shaft 200 and the output shaft 300, and the working positions of the input shaft 200 and the above-mentioned output shaft 300 can be changed by the variable force transmission assembly 400 to change the output torque of the output of the above-mentioned output shaft 300, and at the same time, the output end of the output shaft 300 is adapted to the brake shaft of the air brake chamber, and the output shaft 300 can be connected to the brake shaft, and when the output shaft 300 rotates, the brake shaft also rotates with the output shaft 300, thereby realizing the release of compressed air in the air brake chamber and quickly releasing the parking brake.

[0066] For example, when operating to rotate the brake shaft, a larger torque is often required to rotate the brake shaft at the first time. At this time, a larger torque is required, and the brake shaft does not need to be rotated quickly. The larger torque can loosen the brake shaft relative to the air-cut brake chamber. After the brake shaft is loosened relative to the air-cut brake chamber, the required torque can be reduced, but rapid rotation is required to quickly separate or open the brake shaft from the air-cut brake chamber.

[0067] It can be seen from the above content that the variable force transmission component 400 can change the output torque of the output shaft 300 based on changing the working position of the input shaft 200 and the output shaft 300. When operating the rotating brake shaft, the variable force transmission component 400 controls the output shaft 300 to rotate at the maximum torque to quickly loosen the brake shaft relative to the air-off brake chamber. After the brake shaft is loosened relative to the air-off brake chamber, the variable force transmission component 400 controls the output shaft 300 to rotate at the maximum speed to realize the release of compressed air in the air-off brake chamber and quickly release the parking brake.

[0068] like Figure 1 , Figure 2 and Figure 4 As shown, in some examples, the aircraft refueling truck air brake quick release device also includes: a locking assembly 500, which is arranged on the above-mentioned support body 100, and is used to lock the air brake air chamber to fix the air brake air chamber and the above-mentioned support body 100 to each other.

[0069] In this technical solution, the aircraft refueling truck air brake quick release device also includes a locking assembly 500 disposed on the above-mentioned support body 100; the locking assembly 500 is used to lock the air brake chamber so that the air brake chamber and the above-mentioned support body 100 are fixed to each other, and the locking assembly 500 can tightly lock the air brake chamber to prevent it from shaking or displacement during operation. This firm fixing method provides a stable foundation for the subsequent brake release operation;

[0070] The locking assembly 500 in the aircraft refueling truck air brake quick release device provides a reliable locking function for the air brake chamber. Through the action of the locking assembly 500, the air brake chamber can be fixed to the supporting body 100, providing a stable guarantee for the brake release operation, and improving the safety and reliability of the aircraft refueling truck air brake system.

[0071] like Figure 1 and Figure 2 As shown, in some examples, the locking assembly 500 includes: a support plate 510, fixedly mounted on the outer wall of the support body 100; a clamping claw 520, arranged on the end surface of the support plate 510 away from the support body 100, for clamping the air chamber of the air cut-off brake; a fixing strap 530, when the clamping claw 520 clamps the air chamber of the air cut-off brake, the fixing strap 530 is sleeved on the outside of the clamping claw 520, for making the clamping claw 520 in close contact with the air cut-off brake chamber.

[0072] In this technical solution, the locking assembly 500 includes a support plate 510. Exemplarily, the support plate 510 can be fixedly installed on the outer wall of the support body 100 by means of bolts or the like, ensuring that the connection with the support body 100 is firm and reliable, and will not loosen or fall off during operation. Exemplarily, the support plate 510 can be made of but not limited to high-strength, corrosion-resistant materials to ensure that it can withstand various external forces without deformation or damage during long-term use, and ensure that the connection with the support body 100 is firm and reliable, and will not loosen or fall off during operation.

[0073] The clamping claw 520 is arranged on the end surface of the support plate 510 away from the support body 100. For example, the clamping claw 520 and the support plate 510 are made of the same material. There can be multiple clamping claws 520, and the multiple clamping claws 520 are arranged equidistantly along the support plate 510 in a ring shape. A clamping space is formed between the multiple clamping claws 520. During the clamping process, the air brake chamber is in the clamping space, and the clamping claw 520 clamps the air brake chamber in the clamping space; after the clamping claw 520 clamps the air brake chamber, the fixing strap 530 Sleeved on the outside of the clamping claw 520, illustratively, the fixing strap 530 can be made of, but not limited to, high-strength and durable materials, with good tensile properties and wear resistance, the length and width of the fixing strap 530 are adapted to the air brake chamber and the clamping claw, and can be tightly sleeved on the outside of the clamping claw 520, so that the clamping claw 520 is in close contact with the air brake chamber, the fastening method of the fixing strap 530 is simple and reliable, and can be fastened by a quick buckle or an adjustment device to ensure that it will not loosen during operation, and the fixing strap 530 is a product;

[0074] For example, in order to further improve the performance of the locking assembly 500, reinforcing ribs may be provided on the support plate 510 to enhance its bearing capacity. At the same time, indicator marks may be provided on the fixing strap 530 so that the operator can intuitively understand the tightness of the fixing strap.

[0075] Illustratively, a hook is formed at one end of the clamping claw 520 away from the support plate 510, and the hook structure of the clamping claw 520 can ensure that the fixing strap 530 will not be separated from the clamping claw 520 even if there is movement between the clamping claw 520 and the fixing strap 530, and the clamping claw 520 is in contact with the air-breaking brake air chamber. The fixing strap 530 is sleeved on the outside of the plurality of clamping claws 520 and is also sleeved on the outside of the air-breaking brake air chamber. The hook structure of the clamping claw 520 increases the distance between the vertical part of the clamping claw 520 and the air-breaking brake air chamber, but the diameter of the fixing strap 530 does not change. Therefore, when the fixing strap 530 moves along the clamping claw 520 to the hook structure, it will not continue to move away from the air-breaking brake air chamber, thereby ensuring the stability of the locking assembly 500 when locking the air-breaking brake air chamber.

[0076] In summary, the locking assembly 500 in the aircraft refueling truck air brake quick release device includes a support plate 510, a clamping claw 520 and a fixing strap 530. Through the fixed installation of the support plate 510, the clamping effect of the clamping claw 520 and the tight fitting of the fixing strap 530, the air brake chamber can be effectively locked to ensure the safe and reliable operation of the aircraft refueling truck air brake quick release device.

[0077] like Figure 1 , Figure 2 and Figure 4 As shown, in some examples, the locking assembly 400 further includes: a V-shaped anti-skid pad 540, which is disposed on the end surface of the clamping claw 520 close to the air brake chamber, and the opening direction of the V-shaped anti-skid pad 540 faces the end surface of the air brake chamber.

[0078] In this technical solution, the locking assembly 500 also includes a V-shaped anti-skid pad 540 arranged on the end surface of the clamping claw 520 close to the air brake chamber, which has an anti-skid function; the V-shaped anti-skid pad 540 is arranged on the end surface of the clamping claw 520 close to the air brake chamber. Exemplarily, the V-shaped anti-skid pad 540 can be made of but not limited to a high friction coefficient and wear-resistant material, which can provide strong friction during the clamping process and effectively prevent the air brake chamber from sliding relative to the support body 100.

[0079] The V-shaped anti-skid pad 540 is V-shaped, with its opening direction facing the end face of the air chamber of the air cut-off brake. Firstly, the V-shaped shape can better adapt to the surface shape of the air chamber of the air cut-off brake, increase the contact area, and thus improve the anti-skid effect. Secondly, the design of the opening direction enables the anti-skid pad to better fit the surface of the air chamber during the clamping process. As the clamping force increases, the V-shaped anti-skid pad will wrap the air chamber more tightly, further enhancing the anti-skid performance.

[0080] Exemplarily, in order to further enhance the performance of the V-shaped anti-skid pad 540, a special texture treatment may be performed on its surface to add microscopic protrusions and depressions to increase friction. In addition, some reinforcing materials, such as wire mesh or fiber-reinforced materials, may be added to the V-shaped anti-skid pad to enhance its strength and durability.

[0081] In summary, the V-shaped anti-skid pad 540 included in the locking assembly 500 in the aircraft refueling truck's air brake quick release device provides a strong anti-skid function for the clamping claw 520 through its unique shape. In actual application, the V-shaped anti-skid pad 540 can effectively prevent the air brake chamber from sliding during operation, ensure the safe and reliable operation of the device, and provide a strong guarantee for the quick release of the aircraft refueling truck's air brake system.

[0082] like Figure 1 and Figure 2As shown, in some examples, the variable force transmission assembly 400 includes: a first input gear 411 and a second input gear 412, which are coaxially fixedly installed on the above-mentioned input shaft 200; a movable sleeve 413, which is coaxially slidably installed on the above-mentioned output shaft 300 along the axis of the above-mentioned output shaft 300; a first output gear 414 and a second output gear 415, which are coaxially fixedly installed on the above-mentioned movable sleeve 413; wherein, the diameter of the above-mentioned first input gear 411 is smaller than the diameter of the above-mentioned first output gear 414, and the diameter of the above-mentioned second output gear 415 is smaller than the diameter of the above-mentioned second input gear 412, and when the above-mentioned movable sleeve 413 is in the first working position, the above-mentioned first input gear 411 is meshed with the above-mentioned first output gear 414, and when the above-mentioned movable sleeve 413 is in the second working position, the above-mentioned second input gear 412 is meshed with the above-mentioned second output gear 415.

[0083] In this technical solution, the variable force transmission assembly 400 includes: a first input gear 411, a second input gear 412, a moving sleeve 413, a first output gear 414, and a second output gear 415, wherein the first input gear 411 and the second input gear 412 are coaxially fixedly installed on the input shaft 200; the moving sleeve 413 is coaxially slidably installed on the output shaft 300 along the axis of the output shaft 300, and the moving sleeve 413 can maintain stable movement during the sliding process, and the first output gear 414 and the second output gear 415 located thereon can be driven by the movement of the moving sleeve 413. , control the first output gear 414 and the second output gear 415 not to be meshed and connected with the first input gear 411 and the second input gear 412 at the same time. When the first output gear 414 is meshed and connected with the first input gear 411, the second output gear 415 is not meshed and connected with the second input gear 412. This is one of the working positions. On the contrary, when the second output gear 415 is meshed and connected with the second input gear 412, the first output gear 414 is not meshed and connected with the first input gear 411. This is another working position. Transmission is transmitted through different working positions to achieve different transmission ratio switching.

[0084] The first output gear 414 and the second output gear 415 are coaxially fixedly mounted on the movable sleeve 413. The fixing manner of the first output gear 414 and the second output gear 415 with the movable sleeve 413 is firm and reliable, and can remain stable under high-speed rotation and large torque.

[0085] Among them, the diameter of the first input gear 411 is smaller than the diameter of the first output gear 414. When the first input gear 411 is meshed with the first output gear 414, a larger transmission ratio can be achieved and a larger torque can be output. This is the first working position, and the diameter of the second output gear 415 is smaller than the diameter of the second input gear 412. When the second input gear 412 is meshed with the second output gear 415, a smaller transmission ratio can be achieved and a higher speed can be output. This is the second working position.

[0086] When the movable sleeve 413 is in the first working position, the first input gear 411 is precisely meshed with the first output gear 414. At this time, the rotation of the input shaft 200 is transmitted through the meshing transmission of the first input gear 411 and the first output gear 414, and a larger torque is transmitted to the output shaft 300. This is suitable for the initial stage where a larger torque is required to rotate the brake shaft. During the meshing process, the contact between the gear tooth surfaces is close and the transmission efficiency is high, which can ensure the effective transmission of the torque. In the first working position, the output force of the output shaft 300 can be at least 100N / m.

[0087] When the movable sleeve 413 is in the second working position, the second input gear 412 is accurately meshed with the second output gear 415. At this time, the rotation of the input shaft 200 is transmitted through the meshing transmission of the second input gear 412 and the second output gear 415, and a higher rotation speed is transmitted to the output shaft 300. This is suitable for the stage where the brake shaft needs to rotate quickly after being loosened relative to the air-cut brake chamber. During the meshing process, the transmission accuracy and stability of the gears can ensure that the output shaft 300 rotates at a higher rotation speed, thereby realizing the rapid release of the compressed air in the air-cut brake chamber and the rapid release of the parking brake.

[0088] Exemplarily, heat treatment or coating treatment is performed on the surface of the gear to improve the hardness and wear resistance of the gear.

[0089] In summary, the variable force transmission assembly 400 in the aircraft refueling truck air brake quick release device includes a first input gear 411, a second input gear 412, a movable sleeve 413, a first output gear 414 and a second output gear 415. By switching the movable sleeve 413 between different working positions, the output torque and output speed of the output shaft 300 are changed, thereby meeting the needs of the aircraft refueling truck air brake quick release device in different operation stages.

[0090] like Figure 1 and Figure 2As shown, in some examples, the variable force transmission assembly 400 also includes: a driving handle 416, which is rotatably mounted on the above-mentioned movable sleeve 413; wherein, a concave hole 101 is formed on the outer wall of the above-mentioned support body 100, and the above-mentioned driving handle 416 passes through the above-mentioned concave hole 101. When the above-mentioned driving handle 416 is located at different recesses of the concave hole 101, the above-mentioned movable sleeve 413 is in different working positions.

[0091] In this technical solution, the variable force transmission assembly 400 also includes a driving handle 416 rotatably mounted on the above-mentioned movable sleeve 413, wherein a concave hole 101 is formed on the outer wall of the support body 100, and the concave hole 101 is made by a high-precision processing technology, and the surface is smooth and flat, which will not hinder the movement of the driving handle 416. The driving handle 416 passes through the concave hole 101. During operation, the operator can control the position of the movable sleeve 413 by moving the driving handle 416. When the driving handle 416 is located at different depressions of the concave hole 101, the movable sleeve 413 is in different working positions.

[0092] Exemplarily, obvious marks or indications are provided at different recesses of the concave hole 101 so that the operator can intuitively determine the working position of the movable sleeve 413. At the same time, an anti-slip texture or grip can be provided on the driving handle 416 to increase the comfort and stability of operation.

[0093] To sum up, the driving handle 416 included in the variable force transmission assembly 400 in the aircraft refueling truck's air brake quick release device and the concave hole 101 on the outer wall of the support body 100 cooperate with each other, providing the operator with a convenient and accurate way to control the working position of the movable sleeve 413. By rotating the driving handle 416 so that it is located in different recesses of the concave hole 101, the variable force transmission assembly 400 can be switched between different working states, thereby meeting the needs of the aircraft refueling truck's air brake quick release device in different operation stages.

[0094] Embodiment 1 is suitable for an air-cutting brake structure that has a short service life and can rotate the brake shaft without providing a large torque.

[0095] The specific method of using the air brake quick release device for the aircraft refueling vehicle in this embodiment is as follows:

[0096] First, the air-cut brake air chamber is locked by the locking assembly 500. During the locking process, the clamping claw 520 is sleeved on the outside of the air-cut brake air chamber, the support plate 510 is close to or fits the top of the air-cut brake air chamber, and then the fixing strap 530 is sleeved on the outside of the clamping claw 520. After the fixing strap 50 is tightened, the clamping claw 520 can be tightly fitted with the outer wall of the air-cut brake air chamber; after the locking assembly 500 locks the air-cut brake air chamber, the output end of the output shaft 300 is connected to the brake shaft, and the movable sleeve 413 is moved by controlling the driving handle 416. During the movement of the movable sleeve 413, the first output gear 414 and the second output gear 415 can be driven to move simultaneously. It can be seen from the above content that the movable sleeve 413 is in the first working position and the second working position. When the first working position is set, the transmission ratios of the two sets of output gears are different. In the initial stage, the movable sleeve 413 is first moved to the first working position. At this time, the first input gear 411 is meshed and connected with the first output gear 414. The rotation of the input shaft 200 is transmitted through the meshing transmission of the first input gear 411 and the first output gear 414, and a larger torque is transmitted to the output shaft 300. At this time, the brake shaft rotates loosely. By controlling the movable sleeve 413 to move to the second working position, the second input gear 412 is accurately meshed with the second output gear 415. The rotation of the input shaft 200 is transmitted through the meshing transmission of the second input gear 412 and the second output gear 415, and a higher rotation speed is transmitted to the output shaft 300, thereby realizing the rapid release of the compressed air in the air-cut brake chamber and the rapid release of the parking brake.

[0097] Embodiment 2:

[0098] like Figure 3 As shown, the difference from Example 1 is that the above-mentioned variable force transmission component 400 includes: a third input gear 421, which is coaxially fixedly installed on the above-mentioned input shaft 200; a third output gear 422, which is coaxially arranged with the above-mentioned output shaft 300 and meshingly connected with the above-mentioned third input gear 421, and the inner wall of the third output gear 422 is formed with an inclined groove 401; a protrusion 423, which is arranged on the above-mentioned output shaft 300 and slidably installed in the above-mentioned inclined groove 401; a protrusion component 424, which is arranged on the above-mentioned support body 100, and is used for colliding and contacting with the above-mentioned output shaft 300 to rotate the above-mentioned output shaft 300; a limit pin 425, which is slidably installed on the above-mentioned support body 100, and when the above-mentioned limit pin 425 is inserted into the above-mentioned third input gear 421, the above-mentioned third input gear 421 and the above-mentioned third output gear 422 are fixed relative to the above-mentioned support body 100.

[0099] In this technical solution, the variable force transmission assembly 400 is capable of realizing the change of the output torque and output speed of the output shaft to meet the needs of different operation stages. The variable force transmission assembly 400 includes: a third input gear 421, a third output gear 422, a protrusion 423 and a protrusion assembly 424, wherein the third input gear 421 is coaxially fixedly mounted on the input shaft 200. Exemplarily, the connection between the third input gear 421 and the input shaft 200 adopts a reliable fixing method, such as a key connection or an interference fit, to prevent relative sliding during the transmission process.

[0100] The third output gear 422 is coaxially arranged with the output shaft 300 and meshed with the third input gear 421. The meshing precision between the third output gear 422 and the third input gear 421 is high, which can ensure smooth power transmission. The inner wall of the third output gear 422 is formed with an inclined groove 401. The protrusion 423 is arranged on the output shaft 300 and slidably installed in the inclined groove 401. The shape and size of the protrusion 423 match the inclined groove 401 to ensure smooth sliding. The connection between the protrusion 423 and the output shaft 300 is firm and reliable, and will not loosen or fall off during the transmission process. During the transmission process, the sliding of the protrusion 423 in the inclined groove 401 can change the relative position of the output shaft 300 and the third output gear 422, thereby realizing the change of output torque and speed. Further, the protrusion 423 can also be two protrusions 423 arranged opposite to each other to improve the balance force during impact. When the protrusion 423 is two pieces, the inclined groove 401 matched therewith is also set to two.

[0101] The protruding force component 424 is disposed on the supporting body 100 and is used to collide with the output shaft 300 to rotate the output shaft 300. The protruding force component 424 can generate sufficient force when colliding with the output shaft 300 to rotate the output shaft 300.

[0102] Exemplarily, when in use, in the initial stage when a larger torque is required to rotate the brake shaft, when the limit pin 425 is inserted into the third input gear 421, the third input gear 421 and the third output gear 422 are fixed relative to the support body 100. This is the first working position in Example 2. At this time, the axial force is applied to the output shaft 300 through the protrusion component 424, so that the output shaft 300 rotates and moves a short distance under the cooperation of the protrusion 423 and the inclined groove 401. During the movement, the output shaft 300 can be more closely aligned with the brake shaft. In close contact and simultaneous rotation, the protruding force component 424 can provide a larger torque to the output shaft 300; when the protruding force component 424 is not in contact with the rotating shaft 300 and the limiting latch 425 is not inserted into the third input gear 421, this is the second operation. In the second working position, the output shaft 200 can be rotated to drive the third input gear 421 to rotate, thereby driving the third output gear 422 meshing with it to rotate, and then driving the protrusion 423 and the output shaft 300 to rotate. At this time, a larger rotation speed can be provided, thereby achieving quick disassembly.

[0103] In summary, the variable force transmission assembly 400 in the aircraft refueling truck air brake quick release device includes a third input gear 421, a third output gear 422, a protrusion 423 and a thrust assembly 424. Through the coordinated action of these components, the output torque and rotational speed of the output shaft 300 can be flexibly changed to meet the needs of the aircraft refueling truck air brake quick release device in different operation stages.

[0104] like Figure 3 As shown, in some examples, the protruding force assembly 424 includes: a movable frame 4241, which is slidably installed on the support body 100 along the axis of the output shaft 300; a first elastic member 4242, which is arranged between the movable frame 4241 and the support body 100, and is used to move the movable frame 4241 toward the direction of the output shaft 300; and a second elastic member 4243, which is arranged between the output shaft 300 and the support body 100, and is used to move the output shaft 300 toward the direction of the movable frame 4241.

[0105] In this technical solution, the above-mentioned sudden force component 424 can provide an instantaneous impact force for the output shaft 300, so that it rotates and realizes a specific operating function. The sudden force component 424 includes a moving frame 4241, which is slidably installed on the support body 100 along the axis of the output shaft 300. The moving frame 4241 is closely matched with the installation part of the support body 100 to ensure the stability and accuracy of sliding.

[0106] The first elastic member 4242 is arranged between the movable frame 4241 and the supporting body 100. Exemplarily, the first elastic member 4242 is made of a material with good elastic properties, such as spring steel or rubber, to ensure that it can provide appropriate elastic force for the movable frame 4241 to move in the direction of the output shaft 300. During the operation of the device, the first elastic member 4242 is in a compressed state, providing continuous elastic force for the movable frame 4241, so that it can move quickly toward the output shaft 300 when needed.

[0107] The second elastic member 4243 is disposed between the output shaft 300 and the supporting body 100, and the function of the second elastic member 4243 is to provide elastic force for the output shaft 300 to move toward the moving frame 4241. During the operation of the device, the second elastic member 4243 is also always in a compressed state.

[0108] Exemplarily, a lubrication device is provided between the moving frame 4241 and the supporting body 100 and between the output shaft 300 and the supporting body 100 to reduce friction resistance and improve the working efficiency of the protruding force assembly.

[0109] In summary, the thrust assembly 424 in the aircraft refueling truck's air brake quick release device is composed of a movable frame 4241, a first elastic member 4242 and a second elastic member 4243. Through the coordinated action of these components, an instantaneous impact force can be provided to the output shaft 300, causing it to rotate and realize the aircraft refueling truck's air brake quick release function.

[0110] like Figure 3 As shown, in some examples, the protruding force assembly 424 further includes: a locking frame 4244, which is disposed on the outside of the supporting body 100 and is detachably mounted on the movable frame 4241. When the locking frame 4244 is inserted into the movable frame 4241, the movable frame 4241 is separated from the output shaft 300.

[0111] In this technical solution, the protruding force assembly 424 also includes a locking frame 4244, which is arranged on the outside of the above-mentioned support body 100. The locking frame 4244 matches the external shape of the support body 100. The locking frame 4244 can be removably installed on the movable frame 4241. During the installation process, a specific connection method, such as a bayonet connection, is used to ensure that the connection between the locking frame 4244 and the movable frame 4241 is firm and reliable, and will not loosen or fall off during operation.

[0112] The height of the locking frame 4244 is greater than the distance between the lower end of the moving frame 4241 and the output shaft 300. When the locking frame 4244 is inserted into the moving frame 4241, the moving frame 4241 is separated from the output shaft 300, preventing the sudden force component 424 from generating an impact force on the output shaft 300, thereby ensuring the safety and stability of the device. When the function of the sudden force component needs to be restored, the locking frame 4244 only needs to be removed from the moving frame 4241, so that the moving frame 4241 can impact the output shaft 300 again.

[0113] In summary, the locking frame 4244 included in the thrust assembly 424 in the aircraft refueling truck air brake quick release device can separate the movable frame 4241 from the output shaft 300 when necessary, thereby meeting the requirements of different working positions and improving the safety and reliability of the device.

[0114] like Figure 3 As shown, in some examples, the first elastic member 4242 is arranged in the movable frame 4241, and the end of the movable frame 4241 near the output shaft 300 is an inclined end; the protruding force assembly 424 also includes: a conical force-enhancing block 4245, which is fixedly installed on the end of the first elastic member 4242 near the inclined end; a force-enhancing ball 4246, which is rollingly installed on the side wall of the inclined end. Specifically, a plurality of strip grooves are opened on the inclined inner wall at the end of the movable frame 4241, and a plurality of force-enhancing balls 4246 are limited in the strip grooves and protrude from the strip grooves, and can contact the conical force-enhancing block 4245.

[0115] In this technical solution, the first elastic member 4242 is arranged in the moving frame 4241, and the moving frame 4241 provides a stable installation environment for the first elastic member 4242. The end of the moving frame 4241 near the output shaft 300 is an inclined end, and the surface of the inclined end is processed to have good wear resistance and smoothness, so as to reduce the friction resistance between other components.

[0116] The protruding force assembly 424 further includes a conical force-enhancing block 4245, which is fixedly mounted on one end of the first elastic member 4242 close to the upper inclined end. Exemplarily, the conical force-enhancing block 4245 is made of a high-strength, high-hardness material, and can withstand greater pressure and impact force. When the first elastic member 4242 is released, the elastic force can be concentrated and transmitted to the inclined end of the moving frame 4241, thereby increasing the effect of the force.

[0117] The booster ball 4246 is rollingly installed on the side wall of the inclined end. The booster ball 4246 is installed on the side wall of the inclined end, which can reduce the friction resistance between the conical booster block 4245 and the inclined end during the contact time between the conical booster block 4245 and the inclined end, thereby improving the operating efficiency of the component; in the first working position, the output force of the output shaft 300 can be at least 200N / m.

[0118] In summary, the first elastic member 4242, the inclined end, the conical force-enhancing block 4245 and the force-enhancing ball 4246 included in the thrust assembly 424 in the aircraft refueling truck air brake quick release device cooperate with each other and work together to provide a strong guarantee for the efficient operation of the device.

[0119] Embodiment 2 is applicable to the air brake structure whose internal structure becomes sluggish due to the aircraft refueling truck being used outdoors for a long time.

[0120] The specific method of using the air brake quick release device for the aircraft refueling vehicle in this embodiment is as follows:

[0121] First, the air-cutting brake chamber is locked by the locking assembly 500. This operation is the same as that in Example 1 and will not be repeated. When the output shaft 300 is connected to the brake shaft, this is the initial stage, and a large torque is required to rotate the brake shaft. The limit pin 425 is inserted into the third input gear 421, and the third input gear 421 and the third output gear 422 are fixed relative to the support body 100. This is the first working position in Example 2. At this time, the moving frame 4241 is manually pulled to move the moving frame 4241 in a direction away from the brake shaft, and the first elastic member 4242 is pressed against the first elastic member 4242. The first elastic component 4242 is compressed to the limit, and the force applied to the moving frame 4241 is cancelled. At this time, the moving frame 4241, under the action of the first elastic component 4242, quickly moves in the direction of the output shaft 300 until it contacts the output shaft 300, and outputs an axial force to the output shaft 300. After the moving frame 4241 contacts the output shaft 300, the force provided by the moving frame 4241 is weakened. At this time, the conical force-enhancing block 4245 in the moving frame 4241 continues to move due to inertia, and continues to apply an axial force to the moving frame 4241 to move. During the movement, it rolls in contact with the force-enhancing ball 4246, reducing the friction between the conical force-enhancing block 4245 and the moving frame 4241, thereby reducing kinetic energy consumption; the protruding force component 424 applies an axial force to the output shaft 300, so that the output shaft 300 rotates and moves a short distance at the same time under the cooperation of the protrusion 423 and the inclined groove 401. During the movement, the output shaft 300 can be in closer contact with the brake shaft and rotate at the same time. The protruding force component 424 can provide a large torque to the output shaft 300. At this time, the brake shaft is loose, and the protruding force component 424 is pulled. By inserting the locking frame 4244 into the moving frame 4241, the protruding force component 424 does not contact the rotating shaft 300, and the limit pin 425 is removed, and the third input gear 421 is not inserted. This is the second work. In the second working position, the output shaft 200 can be rotated to drive the third input gear 421 to rotate, thereby driving the third output gear 422 meshing with it to rotate, and then driving the protrusion 423 and the output shaft 300 to rotate. When the third input gear 421 and the third output gear 422 are meshed and connected, the transmission is relatively small, and a larger rotation speed can be provided at this time, thereby realizing quick disassembly.

[0122] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature 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.

[0123] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like 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 or an electrical connection; it can be a direct connection or an indirect connection 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 the present invention can be understood according to specific circumstances.

[0124] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0125] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may alter, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. Aircraft refueling vehicle air brake quick release device, characterized in that: include: A support body (100); An input shaft (200) is rotatably mounted inside the supporting body (100); An output shaft (300) is rotatably mounted inside the supporting body (100), and an output end of the output shaft (300) is used to be connected to a brake shaft of a gas-cut brake chamber; The variable force transmission assembly (400) is arranged between the input shaft (200) and the output shaft (300) and is used to change the output torque and output speed of the output shaft (300) based on changing the working positions of the input shaft (200) and the output shaft (300).

2. The aircraft refueling vehicle air brake quick release device as claimed in claim 1, characterized in that: Also includes: The locking assembly (500) is arranged on the supporting body (100) and is used to lock the air chamber of the air cut-off brake so that the air chamber of the air cut-off brake and the supporting body (100) are fixed to each other.

3. The aircraft refueling vehicle air brake quick release device as claimed in claim 2, characterized in that: The locking assembly (500) comprises: A support plate (510) fixedly mounted on the outer wall of the support body (100); A clamping claw (520) is arranged on the end surface of the support plate (510) away from the support body (100) and is used to clamp the air chamber of the air cut-off brake; The fixing strap (530) is sleeved on the outside of the clamping claw (520) when the clamping claw (520) clamps the air-break brake chamber, so as to make the clamping claw (520) in close contact with the air-break brake chamber.

4. The aircraft refueling vehicle air brake quick release device as claimed in claim 3, characterized in that: The locking assembly (500) further comprises: The V-shaped anti-skid pad (540) is arranged on the end surface of the clamping claw (420) close to the air brake chamber, and the opening direction of the V-shaped anti-skid pad (540) faces the end surface of the air brake chamber.

5. The aircraft refueling vehicle air brake quick release device as claimed in claim 1, characterized in that: The variable force transmission assembly (400) comprises: A first input gear (411) and a second input gear (412) are coaxially fixedly mounted on the input shaft (200); A movable sleeve (413) is coaxially slidably mounted on the output shaft (300) along the axis of the output shaft (300); A first output gear (414) and a second output gear (415) are coaxially fixedly mounted on the moving sleeve (413); The diameter of the first input gear (411) is smaller than the diameter of the first output gear (414), and the diameter of the second output gear (415) is smaller than the diameter of the second input gear (412). When the movable sleeve (413) is in the first working position, the first input gear (411) is meshed with the first output gear (414), and when the movable sleeve (413) is in the second working position, the second input gear (412) is meshed with the second output gear (415).

6. The aircraft refueling vehicle air brake quick release device as claimed in claim 5, characterized in that: The variable force transmission assembly (400) further comprises: A driving handle (416) is rotatably mounted on the movable sleeve (413); The outer wall of the support body (100) is formed with a concave hole (101), and the driving handle (416) passes through the concave hole (101). When the driving handle (416) is located at different recessed positions of the concave hole (101), the movable sleeve (413) is in different working positions.

7. The aircraft refueling vehicle air brake quick release device as claimed in claim 1, characterized in that: The variable force transmission assembly (400) comprises: A third input gear (421) is coaxially fixedly mounted on the input shaft (200); A third output gear (422) is coaxially arranged with the output shaft (300) and meshedly connected with the third input gear (421); an inner wall of the third output gear (422) is formed with an inclined groove (401); A protrusion (423) is provided on the output shaft (300) and is slidably mounted in the inclined groove (401); A protruding force component (424) is disposed on the supporting body (100) and is used to collide with the output shaft (300) to rotate the output shaft (300); A limit pin (425) is slidably mounted on the support body (100); when the limit pin (425) is inserted into the third input gear (421), the third input gear (421) and the third output gear (422) are fixed relative to the support body (100).

8. The aircraft refueling vehicle air brake quick release device as claimed in claim 7, characterized in that: The force assembly (424) comprises: A movable frame (4241) is slidably mounted on the supporting body (100) along the axis of the output shaft (300); A first elastic member (4242) is disposed between the moving frame (4241) and the supporting body (100), and is used to move the moving frame (4241) toward the direction of the output shaft (300); The second elastic member (4243) is disposed between the output shaft (300) and the supporting body (100), and is used to move the output shaft (300) toward the moving frame (4241).

9. The aircraft refueling vehicle air brake quick release device as claimed in claim 8, characterized in that: The force assembly (424) further includes: The locking frame (4244) is arranged outside the supporting body (100) and is detachably mounted on the moving frame (4241). When the locking frame (4244) is inserted into the moving frame (4241), the moving frame (4241) is separated from the output shaft (300).

10. The aircraft refueling vehicle air brake quick release device according to claim 8 or 9, characterized in that: The first elastic member (4242) is arranged in the moving frame (4241), and one end of the moving frame (4241) close to the output shaft (300) is an inclined end; The force assembly (424) further comprises: A conical force-enhancing block (4245) is fixedly mounted on one end of the first elastic member (4242) close to the inclined end; A force-enhancing ball (4246) is rollingly mounted on the side wall of the inclined end.

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