An aircraft tire auxiliary deflation device

Abstract

The application belongs to the technical field of aircraft maintenance, and particularly relates to an aircraft tire auxiliary deflation device, which comprises an auxiliary table, a deflation frame, a screwing type deflation mechanism and a speed-regulating type flow control mechanism, the deflation frame is arranged on the upper wall of both ends of the auxiliary table, the screwing type deflation mechanism comprises an exhaust assembly, a butt joint assembly and a pushing assembly, the exhaust assembly is arranged at one end of the deflation frame away from the auxiliary table, and the butt joint assembly is arranged on the side wall of the exhaust assembly. The aircraft tire auxiliary deflation device can adaptively balance the deflation rates of two pipelines, realize multi-stage gradient gentle pressure relief, reduce the manual adjustment operation frequency of maintenance personnel, ensure that the deformation amounts of the symmetric tires of the aircraft during the pressure relief process are basically consistent, and reduce the risk of single-side load damage of the tires.

Description

Technical Field

[0001] This invention belongs to the field of aircraft maintenance technology, specifically referring to an auxiliary deflation device for aircraft tires. Background Technology

[0002] Tires are a core and critical component of aircraft, and the quality of tire maintenance directly affects aviation operational safety. During post-flight inspections and regular aircraft maintenance, if the tire pressure is higher than the standard value specified in the aircraft maintenance manual, the tires need to be deflated and the pressure adjusted to the specified target pressure range.

[0003] Excessive tire pressure increases the tire's contact load with the ground, significantly raising the risk of tire blowout during gliding and coasting. Especially in the summer when the temperature is high on the apron and during long periods of continuous gliding, the gas inside the tire expands due to heat, and the tire pressure will continue to rise. It is necessary to release the pressure to the specified range in time.

[0004] Current aircraft tire deflation aids have the following problems: The venting rates of the two venting lines cannot be adaptively balanced, requiring maintenance personnel to repeatedly manually adjust the valve opening, which greatly increases the probability of human error in maintenance. The lack of a multi-stage buffer and flow-limiting structure, excessive instantaneous exhaust velocity, and rapid depressurization can cause sudden stress changes in the ply layer of aircraft tires, wrinkling and deformation of the airtight layer, and permanent damage to the internal structure of the tire. Symmetrical tires on both sides cannot release pressure synchronously and evenly, resulting in excessively large deformation differences between the two tires over a long period of time. This causes one tire to continuously bear a larger deformation load, shortening the overall lifespan of the tire. In summary, it cannot meet the current requirements for aircraft tire deflation auxiliary devices. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the present invention provides an aircraft tire auxiliary deflation device that can adaptively balance the deflation rate of two pipelines, realize multi-level gradient smooth depressurization, reduce the frequency of manual adjustment by maintenance personnel, ensure that the deformation of the aircraft's symmetrical tires is basically consistent during the deflation process, and reduce the risk of tire damage due to unilateral load.

[0006] The technical solution adopted in this solution is as follows: This solution proposes an aircraft tire auxiliary bleed device, including an auxiliary platform, a bleed frame, a rotary bleed mechanism, and a speed-regulating flow control mechanism. The bleed frame is installed on the upper walls at both ends of the auxiliary platform. The rotary bleed mechanism includes an exhaust component, a docking component, and a pushing component. The exhaust component is located at the end of the bleed frame away from the auxiliary platform. The docking component is located on the side wall of the exhaust component. The pushing component is located at the end of the docking component away from the exhaust component. The speed-regulating flow control mechanism includes a resultant force component, a flow-increasing component, and a flow-reducing component. The resultant force component is located inside the exhaust component. The flow-increasing component is located on the resultant force component. The flow-reducing component is located inside the resultant force component.

[0007] As a further preferred embodiment of the present invention, the venting assembly includes an venting cylinder, an venting port, and a receiving roller. The venting cylinder is located at the end of the venting frame away from the auxiliary platform, the venting port is located between the venting frame and the venting cylinder, and the receiving roller is symmetrically located on both sides of the venting cylinder and is rotatably connected to the venting cylinder. The docking assembly includes a venting hose, a pressure sensing valve, and a threaded sleeve. The venting hose is symmetrically located on both sides of the venting cylinder and is connected to the venting cylinder. The pressure sensing valve is connected to the side of the venting hose away from the venting cylinder, and the threaded sleeve is rotatably located on the side of the pressure sensing valve away from the venting hose. The pushing assembly includes an air inlet plate and a venting pin. The air inlet plate is located on the inner wall of the opening of the pressure sensing valve, and the venting pin is located on the side of the air inlet plate near the threaded sleeve.

[0008] Preferably, the force-response assembly includes a balance slider, a force-response column, a groove, a venting groove, a partition, and a balance spring. The partition is disposed on the inner wall of the middle part of the exhaust pipe. The balance slider is symmetrically disposed on the inner walls of the exhaust pipe on both sides of the partition and is slidably connected to the exhaust pipe. The force-response column is disposed between the balance sliders. The balance spring is disposed between the balance slider and the partition on the outer side of the force-response column. The groove is disposed between the balance slider and the force-response column, and the groove is open at one end. The venting groove is symmetrically disposed on the upper walls at both ends of the force-response column and is connected to the groove. The flow boosting component includes an annular groove and a flow boosting groove. The annular groove is located at the end of the balance slider away from the resultant force column, and the flow boosting groove is symmetrically located on the upper walls of both ends of the exhaust pipe. The flow reduction assembly includes a rubber tube, a pressure tube magnetic strip, and a pressure tube magnetic ring. The rubber tube is located inside the groove. The pressure tube magnetic strip passes through the balance slider and is located between the annular groove and the rubber tube. The pressure tube magnetic ring is located on the inner wall of the exhaust pipe on one side of the balance slider, and the pressure tube magnetic strip and the pressure tube magnetic ring are set with the same pole.

[0009] In use, initially, the venting hose is wrapped around the outside of the receiving roller. The operator removes the venting hose from the outside of the receiving roller, and the two sets of threaded sleeves are screwed onto the valves of the aircraft's rear tires. As the threaded sleeves are screwed into the outside of the aircraft tire valves, the venting pin opens the aircraft tire valve core, and the pressure sensing valve is in the closed state. The pressure sensor of the pressure sensing valve is located upstream of the valve, and the pressure sensing valve monitors the gas pressure inside the two aircraft tires respectively. When the pressure sensing valve detects a small pressure difference between the two aircraft tires, it opens synchronously, connecting the tire valves to the vent hoses. The airflow flows along the vent hoses into the exhaust pipe. The airflow inside the cavities at both ends of the exhaust pipe impacts the balance sliders. Due to the small pressure difference between the two airflows, the resultant force column remains in the middle of the exhaust pipe. The airflow enters the grooves and flows through the vent grooves into the exhaust pipe between the balance sliders. The airflow inside the exhaust pipe between the balance sliders is discharged through the exhaust ports. This synchronous and balanced pressure relief keeps the deformation state of the symmetrical tires of the aircraft close, preventing one tire from being under large deformation conditions for a long time.

[0010] Specifically, the venting frame is equipped with a controller on its side wall.

[0011] The controller is electrically connected to the pressure-sensing valve.

[0012] The beneficial effects achieved by adopting the above structure are as follows: Compared with existing technologies, this solution combines a rotary venting mechanism with a speed-regulating flow control mechanism, which can simultaneously depressurize the left and right symmetrical rear tires of an aircraft. It utilizes the opposing airflows from both tires to impact the balancing slider, creating stagnant back pressure. The gas pressure difference adaptively balances the venting rates of the two pipelines. The two opposing airflows dissipate gas kinetic energy, reduce instantaneous exhaust velocity, and achieve multi-stage gradient depressurization. This avoids sudden stress changes in the tire ply layer and wrinkles in the airtight layer caused by rapid large-flow venting, effectively protecting the internal structure of the tire. The simultaneous and balanced depressurization of both tires maintains a basically consistent deformation state of the symmetrical tires, preventing one tire from bearing excessive deformation loads for a long time and extending tire life. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of this solution; Figure 2 This is the front perspective stereoscopic view of this solution; Figure 3 This is a schematic diagram of the combined structure of the auxiliary platform and the venting frame in this solution; Figure 4 This is a schematic diagram of the speed-regulating flow control mechanism in this scheme; Figure 5 This is a schematic diagram of the exhaust assembly in this solution; Figure 6 This is a schematic diagram of the structure of the pusher assembly in this scheme; Figure 7 This is the main view of this solution; Figure 8 This is a side view of the design. Figure 9 This is a top view of the plan; Figure 10 for Figure 9 Sectional view of AA section; Figure 11 for Figure 10 Enlarged structural view of section I; Figure 12 for Figure 10 Enlarged structural view of Part II.

[0014] The components include: 1. Auxiliary platform; 2. Venting frame; 3. Twisting venting mechanism; 4. Venting assembly; 5. Venting pipe; 6. Venting port; 7. Collection roller; 8. Docking assembly; 9. Venting hose; 10. Pressure sensing valve; 11. Threaded sleeve; 12. Pushing assembly; 13. Inlet mesh plate; 14. Venting pin; 15. Speed-adjustable flow control mechanism; 16. Force assembly; 17. Balance slider; 18. Force column; 19. Groove; 20. Venting groove; 21. Flow boosting assembly; 22. Annular groove; 23. Flow boosting groove; 24. Flow reduction assembly; 25. Rubber hose; 26. Pressure tube magnetic strip; 27. Pressure tube magnetic ring; 28. Partition plate; 29. ​​Balance spring; 30. Controller.

[0015] The accompanying drawings are provided to further understand the present solution and form part of the specification. They are used together with the embodiments of the present solution to explain the present solution and do not constitute a limitation thereof. Detailed Implementation

[0016] The technical solutions in this embodiment will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this solution, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this solution without creative effort are within the scope of protection of this solution.

[0017] In the description of this solution, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this solution and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this solution.

[0018] like Figures 1-12 As shown, the proposed solution provides an aircraft tire bleed-out auxiliary device, comprising an auxiliary platform 1, a bleed-out frame 2, a rotary bleed-out mechanism 3, and a speed-regulating flow control mechanism 15. The bleed-out frame 2 is located on the upper walls at both ends of the auxiliary platform 1. The rotary bleed-out mechanism 3 includes an exhaust assembly 4, a docking assembly 8, and a pushing assembly 12. The exhaust assembly 4 is located at the end of the bleed-out frame 2 away from the auxiliary platform 1. The docking assembly 8 is located on the side wall of the exhaust assembly 4. The pushing assembly 12 is located at the end of the docking assembly 8 away from the exhaust assembly 4. The speed-regulating flow control mechanism 15 includes a force-combining assembly 16, a flow-increasing assembly 21, and a flow-reducing assembly 24. The force-combining assembly 16 is located inside the exhaust assembly 4. The flow-increasing assembly 21 is located on the force-combining assembly 16. The flow-reducing assembly 24 is located inside the force-combining assembly 16.

[0019] The exhaust assembly 4 includes an exhaust cylinder 5, an exhaust port 6, and a receiving roller 7. The exhaust cylinder 5 is located at the end of the venting frame 2 away from the auxiliary platform 1. The exhaust port 6 is located between the venting frame 2 and the exhaust cylinder 5. The receiving roller 7 is symmetrically located on both sides of the exhaust cylinder 5 and is rotatably connected to the exhaust cylinder 5. The docking assembly 8 includes a venting hose 9, a pressure sensing valve 10, and a threaded sleeve 11. The venting hose 9 is symmetrically located on both sides of the exhaust cylinder 5 and is connected to the exhaust cylinder 5. The pressure sensing valve 10 is connected to the side of the venting hose 9 away from the exhaust cylinder 5. The threaded sleeve 11 is rotatably located on the side of the pressure sensing valve 10 away from the venting hose 9. The pushing assembly 12 includes an air inlet mesh plate 13 and a venting pin 14. The air inlet mesh plate 13 is located on the inner wall of the opening of the pressure sensing valve 10. The venting pin 14 is located on the side of the air inlet mesh plate 13 near the threaded sleeve 11.

[0020] The force-response assembly 16 includes a balance slider 17, a force-response column 18, a groove 19, a venting groove 20, a partition 28, and a balance spring 29. The partition 28 is disposed on the inner wall of the middle part of the exhaust pipe 5. The balance slider 17 is symmetrically disposed on the inner wall of the exhaust pipe 5 on both sides of the partition 28, and the balance slider 17 is slidably connected to the exhaust pipe 5. The force-response column 18 is disposed between the balance slider 17. The balance spring 29 is disposed between the balance slider 17 and the partition 28 on the outer side of the force-response column 18. The groove 19 is disposed between the balance slider 17 and the force-response column 18, and the groove 19 is open at one end. The venting groove 20 is symmetrically disposed on the upper walls of both ends of the force-response column 18, and the venting groove 20 is connected to the groove 19. The flow boosting component 21 includes an annular groove 22 and a flow boosting groove 23. The annular groove 22 is located at the end of the balance slider 17 away from the resultant column 18, and the flow boosting groove 23 is symmetrically located on the upper walls of both ends of the exhaust pipe 5. The flow reduction assembly 24 includes a rubber tube 25, a pressure tube magnetic strip 26, and a pressure tube magnetic ring 27. The rubber tube 25 is disposed inside the groove 19. The pressure tube magnetic strip 26 passes through the balance slider 17 and is disposed between the annular groove 22 and the rubber tube 25. The pressure tube magnetic ring 27 is disposed on the inner wall of the exhaust pipe 5 on one side of the balance slider 17, and the pressure tube magnetic strip 26 and the pressure tube magnetic ring 27 are arranged with the same pole.

[0021] The venting frame 2 is equipped with a controller 30 on its side wall.

[0022] The controller 30 is electrically connected to the pressure sensing valve 10.

[0023] In actual use, in the initial standby state, the venting hose 9 is completely wrapped and stored outside the storage roller 7; the maintenance personnel pull the venting hose 9 out of the storage roller 7 and tighten the two sets of threaded sleeves 11 to the valves of the left and right symmetrical rear tires of the aircraft; as the threaded sleeves 11 are continuously screwed in, the venting pin 14 pushes forward to open the valve core inside the tire; in the initial stage of operation, the pressure sensing valve 10 remains closed, and the pressure sensing valve 10 has a built-in pressure sensor arranged in the upstream pipeline of the valve to collect the gas pressure data inside the two tires in real time and transmit it to the controller 30. When the pressure sensing valve 10 detects that the internal pressure difference between the two tires is lower than the preset threshold, the controller 30 synchronously controls the opening of the pressure sensing valves 10 on both sides, and the tire valves and the deflation hose 9 are connected; the high-pressure gas inside the tires flows into the left and right end cavities of the exhaust pipe 5 along the deflation hose 9; the two airflows impact the corresponding side balance sliders 17 in opposite directions, and because the pressure difference between the airflows on both sides is small, the resultant column 18 is stably maintained in the middle of the exhaust pipe 5; the airflow passes through the groove 19, flows through the deflation groove 20 and merges into the exhaust pipe cavity between the two balance sliders 17, and is finally discharged outward from the exhaust port 6; the two gas flows are synchronously and evenly depressurized, ensuring that the deformation of the symmetrical tires on both sides is similar during the depressurization process, and avoiding the tire on one side from bearing excessive deformation load for a long time; When the pressure sensing valve 10 detects that the pressure difference between the two tires exceeds the preset threshold, the controller 30 simultaneously opens the pressure sensing valves 10 on both sides; the airflow impact force on the side with higher tire pressure is greater, which overcomes the elastic force of the balance spring 29 and pushes the corresponding side balance slider 17 to slide towards the low-pressure side. The balance slider 17 drives the other side balance slider 17 to slide in the same direction through the resultant force column 18.

[0024] On the one hand, after the high-pressure side balance slider 17 slides, the end face annular groove 22 and the flow-increasing groove 23 on the wall of the exhaust pipe 5 are interconnected, increasing the exhaust flow area of ​​the high-pressure tire pipeline and increasing the high-pressure side exhaust flow rate. On the other hand, the sliding of the balance slider 17 causes the pressure tube magnetic strip 26 to move closer to the pressure tube magnetic ring 27, the repulsive force of the like pole magnets increases, the pressure tube magnetic strip 26 presses down on the rubber tube 25 in the groove 19, the inner cavity of the rubber tube 25 is compressed and shrinks, reducing the flow cross-sectional area of ​​the low-pressure side pipeline and reducing the deflation rate of the low-pressure tire. By simultaneously increasing the flow rate on the high-pressure side and decreasing the flow rate on the low-pressure side, the internal pressure difference between the two tires is gradually reduced until the tire pressure on both sides tends to be balanced. As the pressure difference between the two tires gradually decreases, the thrust of the high-pressure airflow on the balance slider 17 weakens simultaneously, the balance spring 29 elastically resets, and pulls the two balance sliders 17 to slide back to the middle of the exhaust pipe 5; the annular groove 22 and the flow-increasing groove 23 are mutually offset and closed, stopping the flow-increasing compensation; the two gas streams are re-collected through the groove 19 and the venting groove 20 and discharged uniformly from the exhaust port 6; after completing a single tire deflation operation, the threaded sleeve 11 is unscrewed from the tire valve, and the venting hose 9 is rewound and stored in the storage roller 7; the above operation can be repeated for the next use.

[0025] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0026] The present solution and its implementation methods have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present solution; the actual structure is not limited to this. In conclusion, if a person skilled in the art, inspired by this description, designs a similar structure and embodiment without departing from the inventive intent of this solution, such design should fall within the protection scope of this solution.

Claims

1. An aircraft tire deflation auxiliary device, comprising an auxiliary platform and a deflation rack, characterized in that: It also includes a rotary venting mechanism and a speed-regulating flow control mechanism. The venting frame is installed on the upper walls at both ends of the auxiliary platform. The rotary venting mechanism includes an exhaust component, a docking component, and a pushing component. The exhaust component is located at the end of the venting frame away from the auxiliary platform, the docking component is located on the side wall of the exhaust component, and the pushing component is located at the end of the docking component away from the exhaust component. The speed-regulating flow control mechanism includes a force-combining component, a flow-increasing component, and a flow-reducing component. The force-combining component is located inside the exhaust component, the flow-increasing component is located on the force-combining component, and the flow-reducing component is located inside the force-combining component. The exhaust assembly includes an exhaust stack; The force-response assembly includes a balance slider, a force-response column, a groove, a venting groove, a partition, and a balance spring; The baffle is located on the inner wall of the middle part of the exhaust pipe, the balance slider is symmetrically located on the inner wall of the exhaust pipe on both sides of the baffle, the resultant force column is located between the balance slider, the balance spring is located between the balance slider and the baffle on the outside of the resultant force column, the groove is located between the balance slider and the resultant force column respectively, and the venting groove is symmetrically located on the upper wall at both ends of the resultant force column. The flow boosting assembly includes an annular groove and a flow boosting channel; An annular groove is located at the end of the balance slider away from the resultant force column, and flow-increasing grooves are symmetrically located on the upper walls of both ends of the exhaust pipe. The flow reduction assembly includes a rubber tube, a pressure tube magnetic strip, and a pressure tube magnetic ring; The rubber tube is located inside the groove, the pressure tube magnetic strip passes through the balance slider and is located between the annular groove and the rubber tube, and the pressure tube magnetic ring is located on the inner wall of the exhaust pipe on one side of the balance slider.

2. The aircraft tire auxiliary deflation device according to claim 1, characterized in that: The exhaust assembly also includes an exhaust port and a receiving roller. The exhaust pipe is located at the end of the venting frame away from the auxiliary platform. The exhaust port is located between the venting frame and the exhaust pipe. The receiving roller is symmetrically located on both sides of the exhaust pipe and is rotatably connected to the exhaust pipe.

3. The aircraft tire auxiliary deflation device according to claim 1, characterized in that: The docking assembly includes a venting hose, a pressure sensing valve, and a threaded sleeve. The venting hose is symmetrically arranged on both sides of the exhaust pipe. The pressure sensing valve is connected to the side of the venting hose away from the exhaust pipe. The threaded sleeve is rotatably arranged on the side of the pressure sensing valve away from the venting hose.

4. The aircraft tire auxiliary deflation device according to claim 3, characterized in that: The push assembly includes an air inlet plate and a venting pin. The air inlet plate is located on the inner wall of the pressure sensing valve opening, and the venting pin is located on the side of the air inlet plate near the threaded sleeve.

5. The aircraft tire auxiliary deflation device according to claim 1, characterized in that: The balance slider is slidably connected to the exhaust pipe, the groove is open at one end, and the venting groove is connected to the groove.

6. The aircraft tire auxiliary deflation device according to claim 1, characterized in that: The magnetic stripe and magnetic ring of the pressure tube are arranged with the same pole.

7. The aircraft tire auxiliary deflation device according to claim 3, characterized in that: The venting hose is connected to the exhaust pipe.

Images