Aircraft refueling truck air brake quick release device

Abstract

The present invention relates to the technical field of aircraft refueling equipment, and more particularly to a quick-release device for an air brake on an aircraft refueling truck, comprising: a support body; an input shaft rotatably mounted within the support body; an output shaft rotatably mounted within the support body, the output end of the output shaft being connected to a brake shaft of an air brake chamber; and a variable force transmission assembly disposed between the input and output shafts, configured to vary the output torque and output speed of the output shaft by varying the operating positions of the input and output shafts. The variable force transmission assembly can vary the output torque and output speed of the output shaft by varying the operating positions of the input and output shafts. When the brake shaft is rotated, the variable force transmission assembly controls the output shaft to rotate at maximum torque, thereby quickly loosening the brake shaft relative to the air brake chamber.

Description

Technical Field

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

[0002] While an aircraft refueling truck is in motion or parked, damage to the vehicle's wheel cylinder or a failure in the vehicle's air supply can cause the vehicle's air brake to activate abnormally, resulting in sudden braking. This can have three serious consequences: 1. It can block the aircraft's taxiing, causing a serious liability error due to sudden braking; 2. It can prevent the aircraft from being towed away, causing a serious liability error due to delays; 3. It can block airport roads, preventing other operating vehicles from continuing their work and causing traffic accidents. Therefore, there is an urgent need to develop a quick release device for aircraft refueling truck air brakes. This device can ensure that if an abnormal air brake is activated, the air brake function is quickly released, allowing the vehicle to quickly move away from the scene, eliminating all safety hazards caused by 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 is short of compressed air or there is no compressed air, the vehicle's parking brake is engaged and the air brake cannot be used. When compressed air enters the air brake chamber, it compresses the parking brake spring and the parking brake is released. However, filling the compressed air requires unloading the air brake device, which cannot meet the purpose of quickly releasing the parking brake. Every minute of delay on the tarmac will lead to serious consequences. Directly rotating the brake shaft to release the parking brake is the fastest response method, but rotating the brake shaft requires a large torque, and for safety reasons, the tanker truck is not allowed to use electrical equipment. In addition, 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 existing labor-saving twisting devices can achieve the required torque, they cannot be effectively connected to the brake shaft of the air brake and are limited by the operating space, making them unsuitable. Summary of the Invention

[0005] (1) Technical issues to be solved

[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 of not being able to quickly release the compressed gas in the air brake chamber located at the bottom of the aircraft refueling truck body.

[0007] (2) Technical solution

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

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

[0010] The aircraft refueling truck air brake quick release device proposed in an embodiment of the present invention comprises:

[0011] Supporting 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 the air-cut 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 brake chamber so that the air-cut brake chamber and the supporting body are fixed to each other.

[0017] Optionally, the locking assembly includes:

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

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

[0020] The fixing strap is sleeved on the outside of the clamping claw when the clamping claw clamps the air-cut brake chamber, and is used 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-cut brake chamber, and the opening direction of the V-shaped anti-skid pad faces the end surface of the air-cut brake chamber.

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

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

[0025] The movable 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 movable 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 engaged with the first output gear, and when the movable sleeve is in the second working position, the second input gear is engaged with the second output gear.

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

[0029] The driving handle is rotatably mounted on the movable sleeve;

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

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

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

[0033] a third output gear, coaxially arranged with the output shaft and meshingly connected with the third input gear, wherein an inner wall of the third output gear is formed with an inclined groove;

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

[0035] The protruding force 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 component includes:

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

[0038] A first elastic member is provided between the moving frame and the supporting body, and is used to move the moving frame toward 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 moving frame.

[0040] Optionally, the force component further includes:

[0041] a limit pin, slidably mounted on the support body, wherein 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 movable frame, and an end of the movable frame close to the output shaft is an inclined end;

[0044] The force components also include:

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

[0046] The force-boosting ball is installed on the side wall of the inclined end.

[0047] (3) Beneficial effects

[0048] The beneficial effects of the present invention are as follows: the aircraft refueling truck air brake quick release device provided by the present invention comprises a support body, an input shaft, an output shaft, and a variable force transmission assembly. The support body defines a transmission space within which the input and output shafts are disposed, and the variable force transmission assembly is disposed between the input and output shafts. The variable force transmission assembly can change the output torque and output speed of the output shaft by varying the working positions of the input and output shafts. When the brake shaft is rotated, the variable force transmission assembly controls the output shaft to rotate at maximum torque 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 variable force transmission assembly controls the output shaft to rotate at maximum speed to release compressed air from the air brake chamber, thereby quickly releasing the parking brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 This is a schematic front view of Example 1 of the aircraft refueling truck air brake quick release device of the present invention;

[0050] Figure 2 This is a schematic front cross-sectional view of Example 1 of the aircraft refueling truck air brake quick release device of the present invention;

[0051] Figure 3 This is a schematic front cross-sectional view of a second embodiment of the air brake quick release device for an aircraft refueling vehicle of the present invention;

[0052] Figure 4 Schematic top view of the V-shaped anti-slip mat 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-boosting block, 4246-force-boosting ball;

[0059] 101-concave hole;

[0060] 401- inclined trough. 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 methods in conjunction with the accompanying drawings.

[0062] To better understand the above technical solutions, 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. Instead, 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] Example 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 be connected to the brake shaft of the air brake chamber; a variable force transmission assembly 400, arranged between the above-mentioned input shaft 200 and the output shaft 300, and 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, and the input shaft 200 and the output shaft 300 are both arranged in the transmission space. The variable force transmission assembly 400 is arranged between the input shaft 200 and the output shaft 300. The variable force transmission assembly 400 can transmit power between the output shaft 200 and the output shaft 300, and the working position 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 above-mentioned output shaft 300. 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 together with the brake shaft. When the output shaft 300 rotates, the brake shaft also rotates with the output shaft 300, thereby releasing the 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] From the above content, it can be seen 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 further includes: a locking assembly 500, which is provided on the above-mentioned support body 100, and is used to lock the air brake chamber to fix the air brake 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 support body 100. The locking assembly 500 is used to lock the air brake chamber to secure the air brake chamber to the support body 100. The locking assembly 500 can tightly lock the air brake chamber to prevent it from shaking or shifting during operation. This secure fixation provides a stable foundation for subsequent brake release operations.

[0070] The locking assembly 500 in the aircraft refueling truck's 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 support body 100, providing a stable guarantee for the brake release operation and improving the safety and reliability of the aircraft refueling truck's 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-cut brake chamber; a fixing strap 530, when the clamping claw 520 clamps the air-cut brake chamber, 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 brake chamber.

[0072] In this technical solution, the locking assembly 500 includes a support plate 510. For example, the support plate 510 can be fixedly installed on the outer wall of the support body 100 by means of bolts or the like to ensure that the connection with the support body 100 is firm and reliable and will not loosen or fall off during operation. For example, 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 provided 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 multiple clamping claws 520 are arranged equidistantly along the support plate 510. 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 is fixed. Sleeved on the outside of the clamping claw 520, 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. The fixing strap 530 is a product;

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

[0075] The hook structure of the clamping claw 520 can ensure that the fixing strap 530 will not separate from the clamping claw 520 even if there is movement between the clamping claw 520 and the clamping claw 520. The clamping claw 520 is in contact with the air brake chamber. The fixing strap 530 is sleeved on the outside of the multiple clamping claws 520 and also on the outside of the air brake chamber. The hook structure of the clamping claw 520 is relative to the vertical part of the clamping claw 520, and the distance between it and the air brake chamber increases, 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 brake chamber, thereby ensuring the stability of the locking assembly 500 when locking the air brake 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, ensuring 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-slip 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-slip pad 540 is toward the end surface of the air brake chamber.

[0078] In this technical solution, the locking assembly 500 also includes a V-shaped anti-slip pad 540 arranged on the end face of the clamping claw 520 close to the air brake chamber, which has an anti-slip function; the V-shaped anti-slip pad 540 is arranged on the end face of the clamping claw 520 close to the air brake chamber. For example, the V-shaped anti-slip pad 540 can be made of but not limited to a material with a high friction coefficient and wear resistance, 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-slip pad 540 is V-shaped, with its opening direction facing the end face of the air brake chamber. First, the V-shaped shape can better adapt to the surface shape of the air brake chamber, increase the contact area, and thus improve the anti-slip effect. Secondly, the design of the opening direction enables the anti-slip pad to better fit the surface of the chamber during the clamping process. As the clamping force increases, the V-shaped anti-slip pad will wrap the chamber more tightly, further enhancing the anti-slip performance.

[0080] For example, in order to further improve the performance of the V-shaped anti-slip pad 540, a special texture treatment can be performed on its surface to add microscopic bumps and depressions to increase friction. In addition, some reinforcing materials such as wire mesh or fiber reinforcement materials can be added to the V-shaped anti-slip pad to improve 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 due to its unique shape. In actual application, the V-shaped anti-skid pad 540 can effectively prevent the air brake chamber from sliding during operation, ensuring the safe and reliable operation of the device and providing a strong guarantee for the rapid 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 mounted on the above-mentioned input shaft 200; a movable sleeve 413, which is coaxially slidably mounted 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 mounted 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 movable 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 mounted on the input shaft 200; the movable sleeve 413 is coaxially slidably mounted on the output shaft 300 along the axis of the output shaft 300, and the movable sleeve 413 can maintain stable movement during the sliding process, and the movement of the movable sleeve 413 can drive the first output gear 414 and the second output gear 415 located thereon. , 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 achieved 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 to 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 engaged 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 engaged 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, transmitting a large torque to the output shaft 300. This is suitable for the initial stage where a large torque is required to rotate the brake shaft. During the meshing process, the contact between the gear tooth surfaces is close, the transmission efficiency is high, and the effective transmission of torque can be ensured. 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 to the output shaft 300 at a higher speed through the meshing transmission of the second input gear 412 and the second output gear 415. 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 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, 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 recesses of the concave hole 101, the movable sleeve 413 is placed 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 the operation.

[0093] To sum up, the drive 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 drive 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, meeting the needs of the aircraft refueling truck's air brake quick release device in different operation stages.

[0094] Example 1 is suitable for an air-cut 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 aircraft refueling truck air brake quick release device in this embodiment is as follows:

[0096] First, the air brake chamber is locked by the locking assembly 500. During the locking process, the clamping claw 520 is sleeved on the outside of the air brake chamber, and the support plate 510 is close to or in contact with the top of the air brake chamber. The fixing strap 530 is then 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 brake chamber. After the locking assembly 500 locks the air brake 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 vehicle is in the first working position, 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 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. When the movable sleeve 413 is controlled 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 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] Example 2:

[0098] like Figure 3 As shown, the difference from Example 1 is that the above-mentioned variable force transmission assembly 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 protruding force assembly 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 limiting pin 425, which is slidably installed on the above-mentioned support body 100, and when the above-mentioned limiting 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 changing 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 protruding force 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 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 meshes with the third input gear 421. Its meshing precision with the third input gear 421 is high, ensuring smooth power transmission. An inclined groove 401 is formed on the inner wall of the third output gear 422. A protrusion 423 is provided on the output shaft 300 and slides within 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 secure and reliable, preventing loosening or falling off during transmission. During transmission, the sliding of the protrusion 423 within the inclined groove 401 changes the relative position between the output shaft 300 and the third output gear 422, thereby varying the output torque and speed. Furthermore, the protrusion 423 can be two opposing protrusions 423 to improve balance during impact. When the protrusion 423 is two, the corresponding inclined grooves 401 are also provided.

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

[0102] For example, 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 while cooperating with 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 limit pin 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 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 above-mentioned protruding force assembly 424 includes: a movable frame 4241, which is slidably installed on the above-mentioned support body 100 along the axis of the above-mentioned output shaft 300; a first elastic member 4242, which is arranged between the above-mentioned movable frame 4241 and the above-mentioned support body 100, and is used to move the above-mentioned movable frame 4241 toward the direction of the above-mentioned output shaft 300; a second elastic member 4243, which is arranged between the above-mentioned output shaft 300 and the above-mentioned support body 100, and is used to move the above-mentioned output shaft 300 toward the direction of the above-mentioned movable frame 4241.

[0105] In this technical solution, the above-mentioned sudden force assembly 424 can provide an instantaneous impact force to the output shaft 300, causing it to rotate and realize a specific operating function. The sudden force assembly 424 includes a moving frame 4241, which is slidably mounted on the support body 100 along the axis of the output shaft 300. The moving frame 4241 is tightly matched with the mounting portion of the support body 100 to ensure smooth and accurate sliding.

[0106] The first elastic member 4242 is arranged between the movable frame 4241 and the support 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 toward 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 provided between the output shaft 300 and the supporting body 100. 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 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 frictional resistance and improve the working efficiency of the protruding force assembly.

[0109] In summary, the sudden force 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 quick release function of the aircraft refueling truck's air brake.

[0110] like Figure 3 As shown, in some examples, the above-mentioned protruding force assembly 424 also includes: a locking frame 4244, which is arranged on the outside of the above-mentioned support body 100 and is detachably installed on the above-mentioned movable frame 4241. When the above-mentioned locking frame 4244 is inserted into the above-mentioned movable frame 4241, the above-mentioned movable frame 4241 is separated from the above-mentioned 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 detachably 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 above-mentioned 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 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, it is only necessary to remove the locking frame 4244 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 close to the output shaft 300 is an inclined end; the protruding force assembly 424 also includes: a conical force-boosting block 4245, which is fixedly installed on the end of the first elastic member 4242 close to the inclined end; a force-boosting 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 of the end of the movable frame 4241, and a plurality of force-boosting balls 4246 are limited in the strip grooves and protrude from the strip grooves, and can contact the conical force-boosting block 4245.

[0115] In this technical solution, the first elastic member 4242 is disposed in the movable frame 4241. The movable frame 4241 provides a stable installation environment for the first elastic member 4242. The end of the movable frame 4241 near the output shaft 300 is an inclined end. The surface of the inclined end is treated to have good wear resistance and smoothness, thereby reducing frictional resistance with other components.

[0116] The force assembly 424 further includes a conical force amplifying block 4245, which is fixedly mounted on one end of the first elastic member 4242 near the upper inclined end. For example, the conical force amplifying block 4245 is made of a high-strength, high-hardness material and can withstand large pressure and impact forces. When the first elastic member 4242 is released, the conical force amplifying block 4245 can concentrate and transmit the elastic force 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] Example 2 is applicable to an air brake structure whose internal structure becomes stagnant due to long-term outdoor use of an aircraft refueling truck.

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

[0121] First, the air brake chamber is locked by the locking assembly 500. This operation is the same as that in Example 1 and will not be repeated here. When the output shaft 300 is connected to the brake shaft, it 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. 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 movable frame 4241 is manually pulled to move the movable frame 4241 in the direction away from the brake shaft, pressing the first elastic member 4242. The first elastic component 4242 is compressed to its 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, outputting 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-increasing ball 4246, reducing the friction between the conical force-increasing block 4245 and the moving frame 4241, thereby reducing kinetic energy consumption; the output shaft 300 is subjected to an axial force applied by the protruding force component 424, 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 brought into closer contact with the brake shaft and rotate at the same time, and a larger torque can be provided to the output shaft 300 through the protruding force component 424. 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 engaged 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 engaged, the transmission ratio is relatively small, and a larger rotation speed can be provided at this time, thereby achieving 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 to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0123] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0124] In the description of this specification, the terms "one embodiment", "some embodiments", "embodiments", "examples", "specific examples" or "some examples" refer to the specific features, structures, materials or characteristics described in conjunction with the embodiment or example and included in at least one embodiment or example of the present invention. In this specification, the schematic expressions 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 different embodiments or examples described in this specification and features of different embodiments or examples, unless they are mutually inconsistent.

[0125] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on 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 truck air brake quick release device, characterized by: include: 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 connect to a brake shaft of an air-cut brake chamber; A variable force transmission assembly (400) is provided 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); A locking assembly (500) is provided on the supporting body (100) and is used to lock the air brake chamber so that the air brake chamber and the supporting body (100) are fixed to each other; The locking assembly (500) comprises: A support plate (510) is fixedly mounted on the outer wall of the support body (100); A clamping claw (520) is provided on the end surface of the support plate (510) away from the support body (100) and is used to clamp the air-cut brake chamber; a fixing strap (530), which is sleeved on the outside of the clamping claw (520) when the clamping claw (520) clamps the air brake chamber, and is used to make the clamping claw (520) closely contact the air brake chamber; 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 provided on the supporting body (100) and is used for colliding with the output shaft (300) to cause the output shaft (300) to rotate; A limiting latch (425) is slidably mounted on the supporting body (100); when the limiting latch (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 supporting body (100).

2. The aircraft refueling truck air brake quick release device according to claim 1, characterized in that: The locking assembly (500) further comprises: The V-shaped anti-slip pad (540) is arranged on the end surface of the clamping claw (520) close to the air brake chamber, and the opening direction of the V-shaped anti-slip pad (540) faces the end surface of the air brake chamber.

3. The aircraft refueling truck air brake quick release device according to claim 1, characterized in that: The sudden force assembly (424) includes: 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), disposed between the movable frame (4241) and the supporting body (100), and used to move the movable frame (4241) toward the output shaft (300); The second elastic member (4243) is provided between the output shaft (300) and the supporting body (100), and is used to move the output shaft (300) toward the moving frame (4241).

4. The aircraft refueling truck air brake quick release device according to claim 3, characterized in that: The sudden force assembly (424) further includes: A locking frame (4244) is provided 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).

5. The aircraft refueling truck air brake quick release device according to claim 3 or 4, characterized in that: The first elastic member (4242) is arranged in the movable frame (4241), and the end of the movable frame (4241) close to the output shaft (300) is an inclined end; The sudden force assembly (424) further includes: A conical force-boosting block (4245) is fixedly mounted on one end of the first elastic member (4242) close to the inclined end; A force-boosting ball (4246) is rollingly mounted on the side wall of the inclined end.

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