An aircraft towing device

Abstract

The application relates to an aircraft traction device, comprising a jacking seat, a jacking platform, an elevator and a force arm adjusting assembly, the jacking platform is provided with an abutting part for abutting against an aircraft, the elevator is arranged between the jacking seat and the jacking platform and is used for driving the jacking platform to lift, the contact position of the elevator and the jacking platform is distributed in the circumferential direction of the abutting part, and the force arm adjusting assembly is arranged between the jacking seat and the jacking platform, and the contact position of the force arm adjusting assembly and the jacking platform is opposite to the abutting part. The force arm adjusting assembly is arranged to provide supplementary support directly below the abutting part, the supporting force is collinear with the landing gear pressure, the supporting force and the landing gear pressure are on the same vertical line, thereby eliminating the additional torque, and the vibration and offset amplitude of the landing gear relative to the traction device during traction are greatly reduced.

Description

Technical Field

[0001] This application relates to the field of aircraft traction technology, and more specifically, to an aircraft traction device. Background Technology

[0002] Aircraft require towing devices while operating on the ground. Currently, towing methods are divided into pole-mounted towing and poleless towing. Traditional poleless towing equipment directly lifts the landing gear to tow the aircraft. The towing process involves lifting the nose landing gear and then towing.

[0003] In the study of poleless traction, the tractor directly clamped the front wheel of the aircraft landing gear and lifted it to a certain height using its own clamping and lifting equipment. However, it was found that the lifting equipment and the aircraft landing gear were prone to vibration and displacement during the traction process. Summary of the Invention

[0004] Based on this, an aircraft traction device is provided, and the technical problem to be solved is to overcome the defect of the existing aircraft traction device lifting equipment, in which the landing gear is prone to vibration and displacement relative to the traction device when lifting the landing gear.

[0005] To solve the above-mentioned technical problems, the basic concept of the technical solution adopted in this application is as follows:

[0006] An aircraft traction device is provided, comprising:

[0007] Lifting seat;

[0008] A lifting platform, wherein the lifting platform is provided with a contact part for contacting the aircraft;

[0009] A lifting platform is provided between the lifting seat and the lifting platform. The lifting platform is used to drive the lifting platform to move up and down. The contact parts between the lifting platform and the lifting platform are distributed around the circumference of the contact part.

[0010] An arm adjustment assembly is disposed between the lifting seat and the lifting platform, with the contact portion of the arm adjustment assembly and the lifting platform directly opposite the abutment portion.

[0011] In one embodiment, the lever arm adjustment assembly includes a corrugated cover tube, which together with the lifting seat and the lifting platform forms an adjustment cavity. The adjustment cavity is filled with a medium material, which is a field-response material whose stiffness changes under the action of an external physical field.

[0012] In one embodiment, the dielectric material is an electrorheological fluid, and the lever arm adjustment assembly further includes an electrode assembly disposed on the lifting seat and located circumferentially on the corrugated cover tube, the electrode assembly being used to apply an electric field to the electrorheological fluid in the adjustment cavity.

[0013] In one embodiment, the electrode assembly includes two parallel plate capacitors, which are respectively disposed on the front and rear sides of the corrugated cover tube along the traction direction, and the plates of the two parallel plate capacitors are perpendicular to the traction direction.

[0014] In one embodiment, the height of the adjustment cavity in the lifting direction of the lifting platform is greater than the size of the electrode assembly in that direction.

[0015] In one embodiment, it further includes:

[0016] The enclosure is used to store electrorheological fluid;

[0017] A pump, which is connected between the housing and the regulating chamber via a delivery pipe;

[0018] A liquid level sensor, wherein the liquid level sensor is disposed within the regulating cavity;

[0019] The pump is used to pump the electrorheological fluid in the tank into the regulating chamber through the delivery pipe, and the liquid level sensor is used to detect the liquid level in the regulating chamber.

[0020] In one embodiment, an offset warning component is also included, the offset warning component comprising:

[0021] A reference unit, which is connected to the wheel axle;

[0022] The sensing unit is connected to the base of the traction device and is located on the moving path of the reference unit. When the reference unit is displaced relative to the sensing unit, the sensing unit generates a detection signal.

[0023] In one embodiment, the reference unit includes a push rod and an elastic sleeve connected to the extended end of the push rod; the sensing unit includes a follow-up block and a pressure sensor disposed within the follow-up block;

[0024] The lifting block slides into the base of the traction device, the elastic sleeve extends into the lifting block and abuts against the pressure sensor, and when the reference unit is displaced relative to the sensing unit, the elastic sleeve squeezes the pressure sensor and generates a detection signal.

[0025] In one embodiment, a clamping assembly is further included, the clamping assembly including a first pusher and a second pusher, a clamping space for accommodating the wheel is formed between the first pusher and the second pusher, at least one of the first pusher and the second pusher is connected to a drive member, the drive member being in a transmission engagement with at least one of the first pusher and the second pusher to clamp the wheel;

[0026] The second pusher is provided with a guide groove extending in the vertical direction, and the follower block is embedded in the guide groove and slides along the guide groove.

[0027] In one embodiment, it further includes:

[0028] A connecting component, which abuts against the abutment portion of the lifting platform;

[0029] The lower half-pipe clamp is connected to the opposite sides of the connector;

[0030] The upper half-pipe clamp is engaged and locked onto the wheel axle with the lower half-pipe clamp. The connecting member is fixed to the outer circumference of the wheel axle by the clamping force of the upper half-pipe clamp and the lower half-pipe clamp. The push rod is connected to the connecting member.

[0031] By adopting the above technical solution, this application has the following beneficial effects compared with the prior art.

[0032] This application provides supplementary support directly below the contact part by setting a lever arm adjustment component, so that the support force and the landing gear pressure are collinear and on the same vertical line, thereby eliminating additional torque and significantly reducing the vibration and offset amplitude of the landing gear relative to the traction device during traction.

[0033] The corrugated cover tube of this application, together with the lifting seat and the lifting platform, forms a closed adjustment cavity. The field response material filled in the adjustment cavity changes its stiffness when it is subjected to an external physical field, thereby changing the distribution of the supporting force of the adjustment cavity on the lifting platform. Attached Figure Description

[0034] The accompanying drawings, as part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application, but do not constitute an undue limitation of this application. Obviously, the drawings described below are merely some embodiments, and those skilled in the art can obtain other drawings based on these drawings without creative effort. In the drawings:

[0035] Figure 1 This is a perspective view of the aircraft traction device provided in the embodiments of this application;

[0036] Figure 2 This is a cross-sectional schematic diagram of the aircraft traction device provided in the embodiments of this application;

[0037] Figure 3 This is a three-dimensional schematic diagram of the lifting assembly provided in the embodiments of this application;

[0038] Figure 4 This is a schematic diagram of the lever arm adjustment assembly provided in the embodiments of this application;

[0039] Figure 5 This is a schematic diagram of the structure of the clamping assembly provided in the embodiments of this application;

[0040] Figure 6 This is a schematic diagram of the clamping assembly provided in an embodiment of this application from another angle;

[0041] Figure 7 This is a schematic diagram of the offset warning component provided in the embodiments of this application;

[0042] Figure 8 This is a cross-sectional schematic diagram of the offset warning component provided in the embodiments of this application;

[0043] Figure 9 This is a structural schematic diagram of the landing gear connection unit and the aircraft landing gear provided in the embodiments of this application.

[0044] In the picture:

[0045] 1. Matrix;

[0046] 2. Lifting assembly; 201. Lifting seat; 202. Lifting machine; 203. Lifting platform; 2031. Curved support block;

[0047] 3. Lever arm adjustment assembly; 301. Corrugated cover pipe; 302. Conveying pipe; 303. Pump; 304. Housing; 305. Parallel plate capacitor; 306. Liquid level sensor;

[0048] 4. Lift the cylinder close to the hydraulic cylinder;

[0049] 5. Clamping assembly; 501. Front hydraulic cylinder; 502. First pusher; 503. Rear hydraulic cylinder; 504. Rear slide; 505. Opening and closing shaft; 506. Opening and closing drive mechanism; 507. Rear sealing plate; 508. Adaptor shaft; 509. Second pusher; 510. Guide groove;

[0050] 6. Offset warning assembly; 601. Level; 602. Counterweight; 603. Push rod; 604. Elastic sleeve; 605. Lifting block; 606. Pressure sensor;

[0051] 7. Landing gear coupling unit; 701. Upper tube clamp; 702. Lower tube clamp; 703. Connecting component.

[0052] It should be noted that these figures and descriptions are not intended to limit the scope of the concept of this application in any way, but rather to illustrate the concept of this application to those skilled in the art by referring to specific embodiments. Detailed Implementation

[0053] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0054] In the description of this application, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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 application.

[0055] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0056] The following is combined Figures 1 to 9 The aircraft traction device according to the implementation scheme of this application is described.

[0057] In this embodiment, the aircraft traction device is a poleless aircraft traction device. Of course, in other embodiments of this application, the aircraft traction device may also be a pole-type aircraft traction device or other types of ground traction equipment. The aircraft traction device of this application is applied in airport aprons or hangars. The aircraft traction device can clamp and lift the nose landing gear of the aircraft so that the aircraft can be towed and moved on the ground.

[0058] Furthermore, the aircraft towing device is applied to ground towing operations of aircraft at civil airports. Of course, in other embodiments of this application, the aircraft towing device can also be applied to other scenarios where ground towing of aircraft is required.

[0059] In an aircraft traction device, a lifting assembly is used to lift the aircraft landing gear. The lifting assembly includes a lifting seat, a lifting platform, and a lift. The lift is located between the lifting seat and the lifting platform and is used to drive the lifting platform to move up and down. The lifting platform is provided with a contact part for abutting the aircraft landing gear. The contact parts between the lift and the lifting platform are distributed around the contact part.

[0060] In the existing technology, the support force applied to the lifting platform is located at the output ends on both sides of the elevator, while the pressure applied to the landing gear is located in the central area of ​​the contact part. The positional difference between the pressure application point and the support force application point causes the landing gear to be subjected to a large additional torque, which makes it more prone to vibration and displacement relative to the traction device during the traction process. Furthermore, the existing device lacks the function of real-time monitoring and early warning of vibration and displacement, which affects the safety and reliability of the traction process.

[0061] To address this technical problem, this application provides an aircraft towing device that provides supplementary support directly below the contact portion by setting a lever arm adjustment component to eliminate additional torque, and monitors the offset in real time with the landing gear as a reference by setting an offset warning component, thereby ensuring the safety of the connection between the landing gear and the towing device during towing.

[0062] like Figures 1 to 9 As shown, the aircraft traction device of this application includes a lifting seat 201, a lifting platform 203, an elevator 202, and a lever arm adjustment assembly 3. The lifting platform 203 is provided with an abutment part for abutting the aircraft. The elevator 202 is disposed between the lifting seat 201 and the lifting platform 203 for driving the lifting platform 203 to rise and fall. The contact parts between the elevator 202 and the lifting platform 203 are distributed in the circumference of the abutment part. The lever arm adjustment assembly 3 is disposed between the lifting seat 201 and the lifting platform 203, and the contact part between the lever arm adjustment assembly 3 and the lifting platform 203 is directly opposite the abutment part.

[0063] This application provides supplementary support directly below the contact part by setting the lever arm adjustment component 3, so that the support force and the landing gear pressure are collinear and on the same vertical line, thereby eliminating the additional torque and significantly reducing the vibration and offset amplitude of the landing gear relative to the traction device during traction.

[0064] In some embodiments, the lifting seat 201 is fixedly mounted on the base 1, which is the load-bearing frame of the entire traction device. The lift 202 is a scissor lift, which is located between the lifting seat 201 and the lifting platform 203. The output ends of the scissor arms on both sides of the lift 202 contact the lower surface of the lifting platform 203, with the contact points located circumferentially at the abutment. The lever arm adjustment component 3 is located in the central area between the lifting seat 201 and the lifting platform 203, with its upper end abutting the lower surface of the lifting platform 203. The contact point is located directly below the abutment. The scissor lift has a simple structure and low cost. When combined with the lever arm adjustment component 3, the circumferential support and the central support form a combined force to jointly bear the landing gear load, resulting in uniform force distribution.

[0065] In some embodiments, the lifting platform 202 adopts a hydraulic cylinder-driven scissor lift structure. The top of the scissor arm of the lifting platform 202 cooperates with the guide rail on the lower surface of the lifting platform 203 through rollers. The contact points between the rollers and the guide rail are located on both sides of the abutment portion. The lever arm adjustment component 3 is set in the central area between the lifting seat 201 and the lifting platform 203. Its top directly abuts against the area on the lower surface of the lifting platform 203 located directly below the abutment portion. The cooperation between the rollers and the guide rail reduces the frictional resistance during the lifting process, making the lifting platform 203 lift more smoothly and improving the stability of the abutment between the lever arm adjustment component 3 and the lifting platform 203.

[0066] In some embodiments, the lifting platform 202 may also be a hydraulic cylinder direct-drive lifting platform, a screw nut type lifting platform, or other forms of linear lifting mechanism. The output ends of the lifting platform 202 are distributed circumferentially on the lower surface of the lifting platform 203 and contact the lifting platform 203 respectively. The lever arm adjustment component 3 is located in the central area between the lifting seat 201 and the lifting platform 203, and its top end abuts against the area on the lower surface of the lifting platform 203 located directly below the abutment part. In this embodiment, the type of lifting platform 202 is not limited, and a hydraulic cylinder direct-drive or screw nut type lifting mechanism can be selected according to the actual engineering requirements, which has higher lifting accuracy and improves the adaptability and application range of the device.

[0067] In some embodiments, the abutment portion provided on the lifting platform 203 is an arc-shaped support block 2031. The arc-shaped support block 2031 is fixedly disposed on the upper surface of the lifting platform 203, and its top end has an arc-shaped concave surface. This arc-shaped concave surface is adapted to the contour of the aircraft's landing gear. The arc-shaped support block 2031 is used to abut the landing gear from below. The arc-shaped concave surface of the arc-shaped support block 2031 makes arc-shaped contact between the arc-shaped support block 2031 and the landing gear. Even when the landing gear deflects slightly relative to the traction device, it can still maintain effective contact, avoid stress concentration or contact failure caused by deflection, and improve the stability of the support.

[0068] In some implementations, such as Figures 1 to 9As shown, the lever arm adjustment assembly 3 includes an adjustment cavity formed by the corrugated cover tube 301, the lifting seat 201, and the lifting platform 203, and a medium material filled in the adjustment cavity. The medium material is a field response material whose stiffness changes under the action of an external physical field.

[0069] The corrugated cover tube 301 has a telescopic characteristic. Its upper and lower ends are connected to the lower surface of the lifting platform 203 and the upper surface of the lifting seat 201, respectively. Together with the lifting seat 201 and the lifting platform 203, it forms a closed adjustment cavity. The adjustment cavity is filled with a field response material. When the field response material is subjected to an external physical field, its stiffness changes, thereby changing the distribution of the supporting force of the adjustment cavity on the lifting platform 203.

[0070] It should be noted that field-responsive materials are a class of smart materials whose rheological properties change rapidly and reversibly under the action of an electric or magnetic field. When no external physical field is applied, field-responsive materials are in a liquid or low-stiffness state and have good fluidity. After an external physical field is applied, the microstructure inside the field-responsive material is reorganized, such as the particles arranging into chain-like structures along the field direction, making the material exhibit solid-like properties, with a significant increase in stiffness and yield stress. By adjusting the intensity of the external physical field, continuous and precise control of the material stiffness can be achieved.

[0071] The stiffness of traditional support rods is determined by the material itself and its geometric dimensions, and is a fixed value once installed, making it impossible to adjust according to actual working conditions. Field-responsive material support structures, on the other hand, can change the support stiffness by adjusting the intensity of the external physical field according to the real-time stress state during traction. For example, the field strength can be increased when high-strength support is needed, and decreased when flexible buffering is needed. This proactive adaptability allows the support system to maintain more suitable mechanical performance under different working conditions, avoiding the problems of insufficient stiffness under heavy loads and excessive stiffness under light loads that are common with fixed-stiffness supports. It can proactively adjust the support characteristics according to the real-time stress state during traction, achieving on-demand distribution of stiffness.

[0072] In some embodiments, the corrugated cover 301 is a retractable corrugated tube with a wavy folded structure along the axial direction, which allows the corrugated cover 301 to extend and retract axially when the lifting platform 203 is raised and lowered, while maintaining the sealing of the adjustment cavity.

[0073] Furthermore, the corrugated cover 301 has a rectangular or circular cross-section, and its horizontal dimension covers at least the area directly below the abutment portion, forming a continuous support surface directly below the abutment portion. The upper and lower ends of the corrugated cover 301 are respectively sealed to the lower surface of the lifting platform 203 and the upper surface of the lifting seat 201 through flanges, and a sealing ring is provided between the flange and the connection surface.

[0074] The expandable nature of the corrugated cover 301 allows the adjustment cavity to adaptively change its height as the lifting platform 203 rises and falls, always maintaining direct support to the bottom of the contact part. The sealing structure ensures that the field response material does not leak during operation, improving the reliability and service life of the traction device.

[0075] In some embodiments, the field-response material includes at least one of electrorheological fluid, magnetorheological fluid, dielectric elastomer, piezoelectric material, and shape memory polymer. As long as its stiffness can change controllably under the action of an external physical field, it can be used as the medium material in the regulating cavity. This application does not limit the specific type of field-response material.

[0076] In some embodiments, the medium material filling the regulating cavity is a magnetorheological fluid. The magnetorheological fluid is composed of magnetic particles dispersed in a non-magnetic carrier liquid. Under the action of a magnetic field, the magnetic particles are arranged into a chain structure along the direction of the magnetic field, which increases the stiffness and yield stress of the magnetorheological fluid. The lever arm adjustment assembly 3 also includes electromagnetic coils disposed on opposite sides of the regulating cavity. After the electromagnetic coils are energized, a magnetic field is applied to the magnetorheological fluid in the regulating cavity. The magnetic field strength is adjusted by controlling the magnitude of the current in the electromagnetic coils, thereby controlling the stiffness of the magnetorheological fluid. The magnetorheological fluid has the characteristics of high yield stress and good temperature stability, and is suitable for heavy-load traction scenarios.

[0077] In some implementations, such as Figures 1 to 9 As shown, the dielectric material is electrorheological fluid, and the lever arm adjustment assembly 3 also includes electrode assemblies disposed on the lifting seat 201 and located on opposite sides of the bellows tube 301. The electrode assemblies are used to apply an electric field to the electrorheological fluid in the adjustment cavity.

[0078] Specifically, electrorheological fluids are smart materials whose rheological properties change rapidly and reversibly under the influence of an electric field. When no electric field is applied, the electrorheological fluid is in a liquid state and has good fluidity; after an electric field is applied, the solid particles in the electrorheological fluid arrange themselves into a chain-like structure along the direction of the electric field, making the electrorheological fluid exhibit solid-like properties, with a significant increase in stiffness and yield stress.

[0079] The electrode assembly is arranged around the circumference of the corrugated cover tube 301. After being energized, it forms an electric field in the regulating cavity. By controlling the energizing state and voltage of the electrode assembly, the stiffness of the electrorheological fluid in the regulating cavity is controlled, thereby realizing real-time adjustment of the supporting force directly below the contact part. The electrorheological fluid has the advantage of millisecond-level fast response speed and energy saving advantage of microampere-level current. It does not require complex electromagnetic coils, and only flat plate electrodes are needed to generate the required electric field, making the structure simpler.

[0080] Furthermore, the solid particles of the electrorheological fluid are nano- or micron-sized particles, uniformly dispersed in a low-viscosity insulating base oil. Before the electric field is applied, the particles are in a disordered suspended state in the carrier fluid, and the electrorheological fluid exhibits Newtonian fluid characteristics with low viscosity. When the electrode assembly is energized, a strong electric field is formed in the regulating cavity. The particles are polarized by the electric field to form electric dipoles, which are arranged in chain-like or columnar structures along the direction of the electric field, restricting the macroscopic flow of the carrier fluid and making the electrorheological fluid exhibit solid-like characteristics. Its yield stress increases with the increase of the electric field strength. After the electric field is removed, the particles return to a disordered suspended state, and the electrorheological fluid returns to a liquid state. This process can be completed in milliseconds and is reversible.

[0081] In some embodiments, the electrode assembly is connected to an external high-voltage power supply. For example, the output voltage of the external high-voltage power supply is continuously adjustable in the range of 0-5000V. When the traction device is unloaded or the landing gear has not been lifted, the power supply output voltage is 0V, the ammeter fluid remains in a liquid state, the adjustment chamber provides almost no additional support to the lifting platform 203, and the scissor lift 202 can be lifted and lowered freely without resistance.

[0082] When the lifting platform 203 rises to the point where the arc-shaped support block 2031 is about to contact the connecting member 703, the power output voltage rises to 1000V, the electrorheological fluid partially hardens, and the adjustment chamber begins to provide support force. When the arc-shaped support block 2031 is fully pressed against the connecting member 703 and begins to bear the landing gear load, the power output voltage rises to 3000V, the electrorheological fluid is basically hardened, and it provides high-strength stable support.

[0083] During traction, the voltage can be dynamically adjusted within the range of 1000-5000V according to load changes to achieve real-time matching between support force and load. When traction ends and the landing gear is lowered, the power supply output voltage returns to zero, the ammeter fluid returns to liquid state, and the adjustment chamber no longer provides support force.

[0084] The electrorheological fluid stiffness can be adjusted as needed through voltage-level control, providing both liquid and solid states before and after lifting, ensuring both the free lifting and lowering of the scissor lift 202 and the stable support after the landing gear is raised.

[0085] In some implementations, the traction device can also dynamically adjust its stiffness in real time according to the traction conditions. For example, after the traction device starts traction, it monitors the traction speed and acceleration in real time. When the tractor is traveling at a constant speed in a straight line, the power supply output voltage is maintained at 2000V, and the electrorheological fluid remains in a moderately hardened state, providing stable basic support force. When the tractor accelerates or brakes, the inertial force on the landing gear increases, and the control system increases the power supply output voltage to 4000V in real time, further hardening the electrorheological fluid and increasing the support stiffness to resist the additional torque generated by the inertial force. When the tractor turns, the landing gear is subjected to lateral force, and the control system increases the voltage of the electrode assembly on the corresponding side according to the turning direction and angle, so that the electrorheological fluid in different areas of the regulating chamber presents a non-uniform hardened state, providing lateral support. When the tractor travels on an uneven road surface, the control system dynamically adjusts the voltage with a millisecond-level response speed, so that the stiffness of the electrorheological fluid changes in real time with the road excitation frequency, realizing active vibration reduction.

[0086] In some implementations, such as Figures 1 to 9 As shown, the dielectric material is electrorheological fluid, and the electrode assembly includes two parallel plate capacitors 305. The two parallel plate capacitors 305 are respectively disposed on the front and rear sides of the corrugated cover tube 301 along the traction direction, and the plate surfaces of the two parallel plate capacitors 305 are perpendicular to the traction direction.

[0087] Two parallel plate capacitors 305 are respectively installed on the front and rear sides of the bellows tube 301, with the plate surfaces perpendicular to the traction direction. After being energized, an electric field is formed between the two parallel plate capacitors 305 in the front-rear direction. The electrorheological fluid in the regulating cavity undergoes a phase change under the action of the electric field. Since the direction of the electric field is consistent with the traction direction, the vibration of the landing gear in the front-rear direction during traction is suppressed by the most effective gradient damping.

[0088] In some embodiments, two parallel plate capacitors 305 are fixed on the lifting seat 201, located on the front and rear sides of the corrugated cover tube 301, respectively. The plates of the two parallel plate capacitors 305 are perpendicular to the traction direction. After being energized, the electric field direction between the two parallel plate capacitors 305 is in the front-back direction. The particles in the electrorheological fluid are arranged in a chain-like structure along the front-back direction. The orientation of this chain-like structure is consistent with the main vibration direction of the landing gear in the front-back direction during traction. The chain-like structure has the greatest shear resistance when subjected to external force and has the best damping suppression effect, making it suitable for application scenarios where the front-back vibration is dominant during traction.

[0089] In some embodiments, two parallel plate capacitors 305 are respectively disposed on the left and right sides of the corrugated cover tube 301 and fixed on the lifting seat 201. The plates of the parallel plate capacitors 305 are perpendicular to the left and right directions. After being energized, an electric field in the left and right directions is formed between the two parallel plate capacitors 305. Under the action of the electric field, the electrorheological fluid in the regulating cavity undergoes a phase change, and its stiffness increases. The particles in the electrorheological fluid are arranged into a chain structure along the left and right directions. Since the orientation of the particle chains formed in the electrorheological fluid is parallel to the traction direction, the particle chains can slide along the chain direction when subjected to external force in the traction direction. It has low initial stiffness and is suitable for application scenarios that require large flexible deformation and energy absorption. When the vibration amplitude increases, the interaction between the particle chains is enhanced, and the damping force increases accordingly, realizing damping characteristics that adapt to the vibration amplitude.

[0090] In some embodiments, the electrode assembly adopts an interdigitated electrode structure, that is, multiple staggered positive and negative electrode fingers are arranged circumferentially on the corrugated cover tube 301, forming a non-uniform electric field between the electrode fingers. The non-uniform electric field has an electric field component parallel to the flow direction of the electrorheological fluid, which causes the particles in the electrorheological fluid to form a denser, intertwined chain network structure under the action of the electric field. Under high shear rate load, the electrorheological fluid under the control of the uniform electric field is prone to lose its electrorheological control capability; while the non-uniform electric field arrangement can provide a control electric field with parallel electric field components. The non-uniform electric field can maintain a high yield stress under high shear rate, which is suitable for scenarios with high-speed impact or severe vibration during traction.

[0091] In some embodiments, the electrode surface of the parallel plate capacitor 305 is provided with parallel grooves, the groove spacing being 0.5 mm to 2 mm. The groove structure changes the local electric field distribution on the electrode surface, altering the chain structure formed by suspended particles in the electrorheological fluid after the electric field is applied. This enhances the adhesion and structural stability of the electrorheological fluid on the electrode surface, reduces the breakage and slippage of the chain structure under high shear rates, improves the stability of the chain structure under continuous vibration and shearing, and extends the effective working life of the electrorheological fluid, making it suitable for scenarios involving long-term continuous traction operations.

[0092] In some embodiments, the electrode assembly includes four or more parallel plate capacitors, which are respectively disposed on the front, rear, left and right sides of the corrugated cover tube 301 and arranged around the adjustment cavity. The parallel plate capacitors in the four directions are independent of each other and are each connected to an external high-voltage power supply through independent wires. The parallel plate capacitors in any one direction can be turned on by a switch, or multiple parallel plate capacitors in multiple directions can be turned on in combination.

[0093] When the parallel plate capacitors on both the front and rear sides are turned on, an electric field is formed in the front-to-back direction within the regulating cavity, and the particles in the electrorheological fluid arrange themselves into chains along the front-to-back direction. This is suitable for traction conditions where the landing gear vibrates primarily in the front-to-back direction. When the parallel plate capacitors on both the left and right sides are turned on, an electric field is formed in the left-to-right direction within the regulating cavity, and the particles arrange themselves into chains along the left-to-right direction. This is suitable for traction conditions where the landing gear vibrates primarily in the lateral direction. When the parallel plate capacitors on the front and left sides are turned on simultaneously, an oblique electric field is formed within the regulating cavity, and the particles arrange themselves into chains along the oblique direction. This is suitable for applications involving combined vibration directions. When all four parallel plate capacitors are turned on, the direction of the electric field within the regulating cavity is determined by the superposition of the electric fields in each direction, allowing for the realization of multi-directional electrorheological effects as needed.

[0094] By arranging multiple independently controlled parallel plate capacitors around the adjustment cavity, electrodes at different positions and in different directions can be flexibly selected to conduct according to the actual traction conditions, forming electric fields in different directions within the same adjustment cavity. This allows the hardening direction of the electrorheological fluid to match the real-time vibration direction, achieving intelligent lever arm adjustment for on-demand directional hardening. One structure covers multiple working conditions, eliminating the need to design different electrode arrangement schemes for different application scenarios, significantly improving the adaptability and versatility of the device.

[0095] In some implementations, such as Figures 1 to 9 As shown, the height of the adjustment cavity in the lifting direction of the lifting platform 203 is greater than the dimension of the parallel plate capacitor 305 in that direction. Since the height of the adjustment cavity is greater than the height of the parallel plate capacitor 305, the lower part of the adjustment cavity is located between the two parallel plate capacitors 305, while the upper part of the adjustment cavity extends beyond the range of the parallel plate capacitors 305.

[0096] The electric field strength between the parallel plate capacitors 305 is equal everywhere, while the electric field strength outside the two plates gradually decreases with increasing distance. Therefore, the electrorheological fluid in the lower region of the regulating cavity is subjected to a uniform electric field, and its strength increases uniformly, providing high-strength stable support. The electrorheological fluid in the upper region of the regulating cavity is subjected to a decaying electric field, and its strength decreases with height, providing damping that adapts to the vibration amplitude.

[0097] Understandably, the hardening of electrorheological fluid is essentially the solidification of liquid suspended particles into a chain-like structure. If the electrorheological fluid in the entire regulating chamber is completely hardened, the regulating chamber becomes a rigid body, losing its ability to buffer and absorb vibrations, which is no different from using a metal support rod with fixed stiffness. By retaining the unhardened or partially hardened upper area, the electrorheological fluid in that area can absorb vibration energy through flow, deformation, and reconstruction of the chain-like structure when vibration occurs, producing a damping effect. The hardened lower part provides stable support, and the incompletely hardened upper part provides flexible damping. Together, they achieve the combined function of support and vibration absorption.

[0098] In some embodiments, the vertical mounting height of the parallel plate capacitor 305 is adjustable. Specifically, the lifting seat 201 is provided with a vertical sliding guide rail. The parallel plate capacitor 305 is mounted on the guide rail via a sliding seat. The sliding seat is connected to a lead screw and nut mechanism or an electric rod. The parallel plate capacitor 305 is moved up and down vertically by a drive motor. The height H1 of the adjustment cavity remains fixed, and the height H2 of the parallel plate capacitor 305 remains fixed. However, by changing the vertical position of the parallel plate capacitor 305 in the adjustment cavity, the coverage area of ​​the uniform electric field region and the height of the unhardened area are changed.

[0099] When the parallel plate capacitor 305 moves upward to its top, which is close to the top of the adjustment cavity, the H2 region of the parallel plate capacitor 305 is located in the upper part of the adjustment cavity, and a large area of ​​the lower part of the adjustment cavity is in a state of no electric field or weak electric field. Only the upper part is hardened. At this time, the device mainly functions as a damping device and is suitable for scenarios with extremely light loads or high vibration frequencies.

[0100] When the parallel plate capacitor 305 moves downward to its bottom near the bottom of the adjustment cavity, the H2 region of the parallel plate capacitor 305 is located in the lower part of the adjustment cavity. The lower part of the adjustment cavity is hardened to provide support, while the upper part retains a large range of gradient damping area. The support and damping functions are balanced. This position corresponds to most conventional traction conditions.

[0101] When the parallel plate capacitor 305 moves downward to the point where its top is close to the top of the adjustment cavity and its bottom is lower than the bottom of the adjustment cavity, the H2 region of the parallel plate capacitor 305 completely covers the height of the adjustment cavity. The entire adjustment cavity is in a uniform electric field, and the electrorheological fluid is completely hardened, providing an effect close to rigid support. This position corresponds to the scenario where heavy aircraft are pulled at low speeds and displacement needs to be suppressed to the maximum extent.

[0102] Users can preset the corresponding electrode height parameters in the equipment control system according to the actual machine model. The control system stores recommended electrode height values ​​for different models. After the user selects the model, the drive motor automatically adjusts the parallel plate capacitor 305 to the preset height. During traction, the sensor monitors the vibration amplitude of the landing gear in real time. When the vibration amplitude exceeds the preset threshold, the control system can automatically fine-tune the height of the parallel plate capacitor 305 to change the ratio of the hardened area to the damped area. The same hardware structure realizes the free switching between three modes: rigid support, support-damping balance, and damping buffer. Users can flexibly select or have the system automatically match the electrode height position according to the actual traction machine model, road conditions, and speed requirements. One device is suitable for multiple traction scenarios.

[0103] In some implementations, such as Figures 1 to 9As shown, the aircraft traction device also includes a housing 304, a pump 303, a delivery pipe 302, and a liquid level sensor 306. The housing 304 is used to store electrorheological fluid. The pump 303 is connected between the housing 304 and the regulating chamber through the delivery pipe 302. The liquid level sensor 306 is installed in the regulating chamber. The pump 303 is used to pump the electrorheological fluid in the housing 304 into the regulating chamber through the delivery pipe 302. The liquid level sensor 306 is used to detect the liquid level in the regulating chamber.

[0104] The housing 304 serves as a storage container for the electrorheological fluid, the pump 303 provides the power for conveying, the conveying pipe 302 connects the housing 304 and the regulating chamber to form a flow path, and the liquid level sensor 306 detects the liquid level in the regulating chamber in real time to ensure that an appropriate amount of electrorheological fluid is pumped in.

[0105] Through the cooperation of the housing 304, pump 303, delivery pipe 302 and liquid level sensor 306, the controllable delivery of electrorheological fluid between the housing 304 and the regulating chamber and the real-time detection of liquid level are realized, enabling the lever arm adjustment component 3 to have the ability to repeatedly perform supply operations, and ensuring the repeatability and reliability of gradient damping characteristics.

[0106] In some embodiments, the housing 304 is fixedly mounted on the lifting platform 201, the pump 303 is fixedly mounted at the bottom of the housing 304, the delivery pipe 302 is connected between the pump 303 and the regulating chamber, and the liquid level sensor 306 is fixedly mounted below the lifting platform 203 and extends into the regulating chamber. After the pump 303 starts, it pumps the electrorheological fluid in the housing 304 into the regulating chamber through the delivery pipe 302. The liquid level sensor 306 detects the liquid level in real time. When the liquid level reaches the preset value, the pump 303 stops working. When it is necessary to discharge the electrorheological fluid, the pump 303 reverses its rotation to pump the electrorheological fluid in the regulating chamber back into the housing 304.

[0107] In some embodiments, the lever arm adjustment assembly 3 of the aircraft traction device includes multiple independent adjustment chambers, which are arranged side by side in the horizontal direction and cover different areas below the abutment. Each adjustment chamber is connected to the same housing 304 through an independent delivery pipe 302. Each adjustment chamber is equipped with an independent pump 303 and a liquid level sensor 306. The electrorheological fluid level in each adjustment chamber can be controlled independently. Through the independent liquid supply control of multiple independent adjustment chambers, differentiated support stiffness distribution can be achieved in different areas below the abutment. For example, higher damping can be provided in the central area below the abutment where the vibration amplitude is large, and higher support can be provided in the edge area below the abutment, thereby optimizing the spatial distribution of support and damping.

[0108] In some implementations, such as Figures 1 to 9As shown, the aircraft traction device also includes a deviation warning component 6. The deviation warning component 6 includes a reference unit and a sensing unit. The reference unit is connected to the wheel axle, and the sensing unit is connected to the base 1 of the traction device. The sensing unit is located on the moving path of the reference unit. When the reference unit is displaced relative to the sensing unit, the sensing unit generates a detection signal.

[0109] The reference unit is fixed on the wheel axle and moves with the landing gear. The sensing unit is fixed on the base 1 of the traction device and moves with the traction device. The relative displacement between the two directly reflects the offset state of the landing gear relative to the traction device. The sensing unit is located on the moving path of the reference unit. When the reference unit is displaced, it will move relative to the sensing unit. The sensing unit generates a detection signal accordingly, realizing real-time monitoring of the relative offset between the landing gear and the traction device. The offset warning component 6 works in conjunction with the lever arm adjustment component 3. The lever arm adjustment component 3 reduces the offset amplitude, allowing the sensing unit to avoid impact peaks, improve accuracy and lifespan. The offset warning component 6 can provide real-time feedback to verify the adjustment effect of the lever arm adjustment component 3.

[0110] In some implementations, such as Figures 1 to 9 As shown, the reference unit includes a push rod 603 and an elastic sleeve 604 connected to the extended end of the push rod 603. The sensing unit includes a follower block 605 and a pressure sensor 606 disposed in the follower block 605. The follower block 605 is slidably engaged with the base 1 of the traction device. The elastic sleeve 604 extends into the follower block 605 and abuts against the pressure sensor 606. When the reference unit is displaced relative to the sensing unit, the elastic sleeve 604 squeezes the pressure sensor 606 and generates a detection signal.

[0111] Among them, the push rod 603 is an electric telescopic actuator. Its fixed end is fixed to the connecting part 703, and its extended end extends horizontally. After being energized, the push rod 603 can extend or retract within a certain stroke range to realize the docking and disengagement of the elastic sleeve 604 and the lifting block 605. The telescopic action of the push rod 603 is independent of the lifting action of the lifting platform 203. It completes docking before lifting, maintains connection after lifting, and disengages after the work is completed.

[0112] The elastic sleeve 604 is a hollow sleeve made of elastic materials such as rubber, silicone or polyurethane. One end of it is fixed to the extended end of the push rod 603, and the other end is a free end. The outer wall of the elastic sleeve 604 is smooth, which facilitates a sliding fit with the inner wall of the lifting block 605. The elastic material properties of the elastic sleeve 604 enable it to undergo recoverable elastic deformation when subjected to compressive force. It can transmit pressure and absorb some energy during instantaneous impact, preventing the pressure sensor 606 from being damaged by overload.

[0113] The lifting block 605 is a block structure with an inner cavity. The outer wall of the lifting block 605 slides in conjunction with the inner wall of the guide groove 510. The lifting block 605 can slide vertically in the guide groove 510 and is constrained horizontally by the wall of the guide groove 510. The inner cavity of the lifting block 605 is used to accommodate the pressure sensor 606. The opening of the inner cavity faces the push rod 603 for the elastic sleeve 604 to extend into. The sliding fit between the lifting block 605 and the guide groove 510 allows the lifting block 605 to have a degree of freedom in the vertical direction and can move up and down synchronously with the movement of the elastic sleeve 604 in the vertical direction, while being constrained in the horizontal direction.

[0114] The pressure sensor 606 is fixedly installed in the inner cavity of the lifting block 605, with its detection surface facing the direction in which the elastic sleeve 604 extends. When the elastic sleeve 604 extends into the lifting block 605, the free end of the elastic sleeve 604 abuts against the detection surface of the pressure sensor 606, forming a predetermined contact pressure between them. When the reference unit (push rod 603 and elastic sleeve 604) undergoes horizontal displacement relative to the sensing unit (lifting block 605 and pressure sensor 606), the free end of the elastic sleeve 604 shifts horizontally, squeezing the detection surface of the pressure sensor 606. The pressure sensor 606 converts the squeezing force into an electrical signal output. Multiple pressure sensors 606 can be arranged in a circumferential array along the elastic sleeve 604 to distinguish the direction of offset; or arranged in an axial array along the elastic sleeve 604 to distinguish the magnitude of the offset.

[0115] In some specific embodiments, the push rod 603 is fixedly mounted on the connecting member 703, the elastic sleeve 604 is fixedly mounted on the extended end of the push rod 603, the following block 605 is embedded in the guide groove 510 of the clamping assembly 5, and the pressure sensor 606 is fixedly mounted in the following block 605. The elastic sleeve 604 extends into the following block 605 and abuts against the pressure sensor 606. Before lifting, the push rod 603 extends, allowing the elastic sleeve 604 to enter the following block 605 and complete the docking. During the lifting process, the following block 605 rises synchronously with the elastic sleeve 604 along the guide groove 510. When the reference unit shifts horizontally relative to the sensing unit during traction, the elastic sleeve 604 squeezes the pressure sensor 606, and the pressure sensor 606 converts the squeezing force into an electrical signal corresponding to the direction and amount of shift. The contact pressure detection structure is simple and reliable, with direct signal output, low cost, and fast response speed, making it suitable for most traction scenarios.

[0116] Of course, in addition to the direct contact detection method of the pressure sensor 606 mentioned above, other detection methods can also be used to detect the relative displacement between the reference unit and the sensing unit. These detection methods include, but are not limited to, electromagnetic induction detection, photoelectric detection, and capacitive detection. For ease of description, the following implementation methods will be described using the direct contact detection method of the pressure sensor 606 as an example.

[0117] In some embodiments, the offset warning component 6 further includes a level 601 and a counterweight 602. The level 601 and the counterweight 602 are provided on the front side of the connector 703. The level 601 is fixedly disposed on the upper surface of the front side of the connector 703, and the counterweight 602 is fixedly disposed on the front side of the connector 703, located next to the level 601. The indicating electric push rod 603 is fixedly disposed on the rear side of the connector 703.

[0118] During the process of locking the upper pipe clamp 701 and the lower pipe clamp 702 to the outer circumference of the machine wheel axle, the operator observes the level 601 to determine whether the connecting part 703 is in a horizontal state. If the level 601 shows that the connecting part 703 is lower in the front and higher in the back, that is, the connecting part 703 is tilted to the front, it indicates that the weight of the counterweight 602 is insufficient or the indicating electric push rod 603 is too heavy, and the weight of the counterweight 602 needs to be adjusted or the installation position of the connecting part 703 needs to be readjusted. If the level 601 shows that the connecting part 703 is higher in the front and lower in the back, that is, the connecting part 703 is tilted to the rear, it indicates that the counterweight 602 is too heavy, and the weight of the counterweight 602 needs to be reduced. By adjusting the weight of the counterweight 602, the connecting part 703 is kept horizontal after being locked.

[0119] Since the indicator electric push rod 603 is fixedly installed on the rear side of the connector 703, its own weight causes the rear side of the connector 703 to tend to tilt downward. The counterweight 602 is installed on the front side of the connector 703 to balance the weight of the indicator electric push rod 603, so that the connector 703 remains horizontal when it is installed below the wheel axle.

[0120] The level 601 is used to calibrate the horizontal attitude of the connector 703 during installation to ensure that the front and rear sides of the connector 703 remain horizontal. The connector 703 serves as the mounting base for the push rod 603, and its horizontal attitude directly affects whether the extension direction of the push rod 603 is horizontal and whether the elastic sleeve 604 can accurately extend into the lifting block 605 in the horizontal direction and align with the pressure sensor 606. If the connector 703 is tilted during installation, the extension direction of the push rod 603 will also tilt, and the elastic sleeve 604 will not be able to face the opening of the lifting block 605, resulting in difficulty or inability to connect.

[0121] By setting a level 601 and a counterweight 602 on the connector 703, the connector 703 is kept horizontal during the installation phase, thereby ensuring the alignment accuracy between the reference unit and the sensing unit. At the same time, the setting of the counterweight 602 ensures that the connector 703 does not tilt due to the weight of the indicating electric push rod 603 during the process of locking the connector 703 under the wheel axle, thus improving the convenience and reliability of installation.

[0122] In some implementations, such as Figures 1 to 9As shown, the aircraft traction device also includes a clamping assembly 5, which includes a first pusher 502 and a second pusher 509. A clamping space for accommodating the wheel is formed between the first pusher 502 and the second pusher 509. At least one of the first pusher 502 and the second pusher 509 is connected to a drive member. The drive member is in a transmission cooperation with at least one of the first pusher 502 and the second pusher 509 to clamp the wheel. The second pusher 509 is provided with a guide groove 510 extending in a vertical direction. The lifting block 605 is embedded in the guide groove 510 and slides along the guide groove 510.

[0123] Furthermore, the clamping assembly 5 is mounted on the base 1, and the base 1 is provided with a front hydraulic cylinder 501. The first pusher 502 is fixedly mounted on the output end of the front hydraulic cylinder 501. The cylinder body of the front hydraulic cylinder 501 is fixed to the base 1, and its piston rod extension end is connected to the first pusher 502. The front hydraulic cylinder 501 is used to drive the first pusher 502 to move in the front and rear direction, so that the first pusher 502 abuts against the front side of the aircraft wheel.

[0124] A rear hydraulic cylinder 503 is provided on the base 1, and a rear slide block 504 is slidably disposed on the base 1. The rear slide block 504 is fixedly disposed on the output end of the rear hydraulic cylinder 503. The cylinder body of the rear hydraulic cylinder 503 is fixed to the base 1, and its piston rod extension end is connected to the rear slide block 504. The rear hydraulic cylinder 503 is used to drive the rear slide block 504 to slide in the front-back direction.

[0125] The rear cover plate 507 is rotatably mounted in the rear slide 504 via the opening and closing shaft 505, which extends vertically. The rear cover plate 507 can rotate relative to the rear slide 504 around the opening and closing shaft 505. The opening and closing drive mechanism 506 is mounted in the rear slide 504 and is used to control the rotation of the opening and closing shaft 505, thereby driving the rear cover plate 507 to rotate around the opening and closing shaft 505. The rear cover plate 507 is provided with an adapter shaft 508, which extends horizontally. The second pusher 509 is horizontally rotatably mounted on the rear cover plate 507 via the adapter shaft 508. The adapter shaft 508 allows the second pusher 509 to rotate horizontally relative to the rear cover plate 507, so that the abutment surface of the second pusher 509 can adaptively conform to the curved contour of the rear side of the aircraft wheel, improving the fit and stability of the clamp.

[0126] The guide groove 510 is directly set on the second pusher 509 of the clamp assembly 5. Taking advantage of the existing structure of the clamp assembly 5 itself being located behind the wheel and close to the landing gear axle, there is no need for an additional connecting arm or extension structure to extend the lifting block 605 to the vicinity of the landing gear, which reduces structural complexity and error accumulation in the transmission link, and makes the detection and matching path short and the error small.

[0127] In some embodiments, two sets of clamping assemblies 5 are provided on the left and right sides, respectively. When the rear sealing plates 507 of the two sets of clamping assemblies 5 rotate towards each other and come into contact, they are locked by a lock, so that the two sets of clamping assemblies 5 form a closed clamping structure behind the wheel, clamping the wheel between the first pusher 502 and the second pusher 509.

[0128] The rear cover plate 507 is provided with a guide groove 510 extending in the vertical direction. The follower block 605 is embedded in the guide groove 510 and slides along the guide groove 510. The follower block 605 can slide freely in the vertical direction to follow the landing gear up and down. The follower block 605 is constrained by the wall of the guide groove 510 in the horizontal direction and cannot move.

[0129] The front hydraulic cylinder 501, the rear hydraulic cylinder 503, and the opening and closing drive mechanism 506 together constitute the drive component, which is used to drive the first pusher 502, the rear slide 504, and the rear sealing plate 507 respectively, so as to realize the clamping and releasing of the clamping assembly 5 on the machine wheel.

[0130] In some embodiments, the base 1 is a U-shaped frame, which serves as the load-bearing skeleton of the entire aircraft traction device. The U-shaped frame has two opposing side walls and a bottom wall connecting the two side walls. The two side walls and the bottom wall together form an upward-opening U-shaped receiving space for accommodating the aircraft's wheels.

[0131] The lifting assembly 2 is mounted on the bottom wall of the U-shaped frame, and the clamping assembly 5 is mounted on the two side walls of the U-shaped frame. The lifting seat 201 is fixedly mounted on the bottom wall of the U-shaped frame, located in the central area of ​​the bottom of the U-shaped accommodating space. The elevator 202 and the lever arm adjustment assembly 3 are stacked sequentially between the lifting seat 201 and the lifting platform 203. The clamping assembly 5 is mounted on the two side walls of the U-shaped frame, with two sets of clamping assemblies 5 respectively mounted on the two side walls of the U-shaped frame, symmetrically arranged on the left and right sides of the wheel. The U-shaped frame is an integral casting or welded part, made of high-strength steel. By setting the base 1 as a U-shaped frame structure, the U-shaped accommodating space formed by the two side walls and the bottom wall of the U-shaped frame provides accommodating space for the wheel, making the entire device structure compact. At the same time, the two side walls provide the mounting foundation for the clamping assembly 5, and the bottom wall provides the mounting foundation for the lifting assembly 2. The structural layout is reasonable and the load-bearing strength is high.

[0132] In some implementations, the scissor lift 202 itself does not contain an independent lifting power mechanism, and the telescopic movement of its scissor arms depends on an external drive source. In order to achieve the adjustment of the overall position of the scissor lift 202, a lifting proximity hydraulic cylinder 4 is fixedly installed in the middle of the U-shaped frame 1.

[0133] The lifting seat 201 is fixedly installed on the output end of the lifting proximity hydraulic cylinder 4. The cylinder body of the lifting proximity hydraulic cylinder 4 is fixed on the bottom wall of the U-shaped frame 1. Its piston rod extends vertically upward and is fixedly connected to the bottom of the lifting seat 201. The lifting proximity hydraulic cylinder 4 is used to drive the lifting seat 201 and the scissor lift 202 and the lifting platform 203 installed on the lifting seat 201 to lift the entire lifting assembly 2 to adjust the lifting assembly 2 to the working position below the landing gear. After the lifting proximity hydraulic cylinder 4 adjusts the lifting seat 201 to the target height, the scissor lift 202 is started again to drive the lifting platform 203 to rise further to lift the landing gear. The stroke of the lifting proximity hydraulic cylinder 4 is greater than the stroke of the scissor lift 202. The lifting proximity hydraulic cylinder 4 is a single-stage hydraulic cylinder or a multi-stage telescopic hydraulic cylinder.

[0134] In some embodiments, the lifting proximity hydraulic cylinder 4 is a multi-stage telescopic hydraulic cylinder. In the initial state, the piston rod of the lifting proximity hydraulic cylinder 4 is in the retracted state, and the lifting seat 201 is in the lowest position, so that the aircraft wheels can enter the receiving space of the U-shaped frame 1. After the aircraft wheels are in place, the piston rod of the lifting proximity hydraulic cylinder 4 extends, pushing the lifting seat 201 to a predetermined position below the landing gear wheel axle. The scissor lift 202 is then activated to finely adjust the height of the lifting platform 203, so that the arc support block 2031 abuts against the lower surface of the connecting member 703, thus completing the lifting of the landing gear.

[0135] In some embodiments, the aircraft traction device further includes a landing gear coupling unit 7, which includes a coupling 703, a lower tube clamp 702, and an upper tube clamp 701.

[0136] The connector 703 is a block-shaped structural component that fits snugly below the wheel axle. The upper surface of the connector 703 is in contact with the lower surface of the wheel axle. The lower surface of the connector 703 supports the lifting platform 203 through the arc-shaped support block 2031. The rear side of the connector 703 is the mounting surface of the push rod 603, which is fixedly mounted on the rear side of the connector 703.

[0137] The lower pipe clamp 702 consists of two semi-annular pipe clamps, which are fixedly installed on the left and right sides of the connecting member 703 respectively. The inner wall of the lower pipe clamp 702 is in contact with the outer periphery of the lower half of the wheel axle.

[0138] The upper pipe clamp 701 consists of two semi-annular pipe clamps, which are fitted together above the wheel axle. The upper pipe clamp 701 and the lower pipe clamp 702 are aligned vertically, with the inner wall of the upper pipe clamp 701 fitting against the outer circumference of the upper part of the wheel axle. The lower end of the upper pipe clamp 701 is aligned with the upper end of the lower pipe clamp 702, forming a complete annular pipe clamp structure. The upper pipe clamp 701 and the lower pipe clamp 702 are locked together by bolts. After locking, the upper pipe clamp 701 and the lower pipe clamp 702 hold the wheel axle tightly. The connecting member 703 is fixed to the outer circumference of the wheel axle by the clamping force of the upper pipe clamp 701 and the lower pipe clamp 702, and there is no relative movement between it and the wheel axle.

[0139] Among them, the connecting part 703 serves as the force-bearing surface of the lifting platform 203. During lifting, the arc-shaped support block 2031 abuts against the lower surface of the connecting part 703 from below, transmitting the lifting force to the landing gear. The connecting part 703 also serves as the mounting base for the push rod 603. The push rod 603 is fixedly set on the rear side of the connecting part 703, so that the reference unit and the landing gear form a rigid connection. The connecting part 703 also serves as the clamping and fixing object of the upper half-tube clamp 701 and the lower half-tube clamp 702. The clamping force of the tube clamps fixes the connecting part 703 to the outer circumference of the wheel axle, so that the lever arm adjustment component and the offset warning component share the same structural component, eliminating the error accumulation of the intermediate force transmission link.

[0140] In some embodiments, the connector 703 is fitted to the underside of the wheel axle, two lower pipe clamps 702 are fixedly mounted on the left and right sides of the connector 703 respectively, and two upper pipe clamps 701 are fitted to the top of the wheel axle. The upper pipe clamps 701 and the adjacent lower pipe clamps 702 are connected by bolts. After the bolts are tightened, the upper pipe clamps 701 and the lower pipe clamps 702 clamp the connector 703 to the outer periphery of the wheel axle. The push rod 603 is fixedly mounted on the rear side of the connector 703, and the arc-shaped support block 2031 abuts against the lower surface of the connector 703 from below.

[0141] The mating and locking structure of the upper tube clamp 701 and the lower tube clamp 702 enables quick installation and disassembly between the connecting part 703 and the landing gear axle, and is suitable for landing gear axles of different models and sizes.

[0142] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0143] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An aircraft traction device, characterized in that, include: Lifting seat; A lifting platform, wherein the lifting platform is provided with a contact part for contacting the aircraft; A lifting platform is provided between the lifting seat and the lifting platform. The lifting platform is used to drive the lifting platform to move up and down. The contact parts between the lifting platform and the lifting platform are distributed around the circumference of the contact part. An arm adjustment assembly is disposed between the lifting seat and the lifting platform, with the contact portion of the arm adjustment assembly and the lifting platform directly opposite the abutment portion.

2. The aircraft traction device according to claim 1, characterized in that, The lever arm adjustment assembly includes a corrugated cover tube, which together with the lifting seat and the lifting platform form an adjustment cavity. The adjustment cavity is filled with a medium material, which is a field-response material whose stiffness changes under the action of an external physical field.

3. The aircraft traction device according to claim 2, characterized in that, The dielectric material is an electrorheological fluid, and the lever arm adjustment assembly further includes an electrode assembly disposed on the lifting seat and located around the circumference of the corrugated cover tube. The electrode assembly is used to apply an electric field to the electrorheological fluid in the adjustment cavity.

4. The aircraft traction device according to claim 3, characterized in that, The electrode assembly includes two parallel plate capacitors, which are respectively disposed on the front and rear sides of the corrugated cover tube along the traction direction, and the plates of the two parallel plate capacitors are perpendicular to the traction direction.

5. The aircraft traction device according to claim 4, characterized in that, The height of the adjustment cavity in the lifting direction of the jacking platform is greater than the size of the electrode assembly in that direction.

6. The aircraft traction device according to claim 5, characterized in that, Also includes: The enclosure is used to store electrorheological fluid; A pump, which is connected between the housing and the regulating chamber via a delivery pipe; A liquid level sensor, wherein the liquid level sensor is disposed within the regulating cavity; The pump is used to pump the electrorheological fluid in the tank into the regulating chamber through the delivery pipe, and the liquid level sensor is used to detect the liquid level in the regulating chamber.

7. The aircraft traction device according to any one of claims 1 to 6, characterized in that, It also includes an offset warning component, which includes: A reference unit, which is connected to the wheel axle; The sensing unit is connected to the base of the traction device and is located on the moving path of the reference unit. When the reference unit is displaced relative to the sensing unit, the sensing unit generates a detection signal.

8. The aircraft traction device according to claim 7, characterized in that, The reference unit includes a push rod and an elastic sleeve connected to the extended end of the push rod; the sensing unit includes a follow-up block and a pressure sensor disposed within the follow-up block. The lifting block slides into the base of the traction device, the elastic sleeve extends into the lifting block and abuts against the pressure sensor, and when the reference unit is displaced relative to the sensing unit, the elastic sleeve squeezes the pressure sensor and generates a detection signal.

9. The aircraft traction device according to claim 8, characterized in that, It also includes a clamping assembly, which includes a first pusher and a second pusher, forming a clamping space between the first pusher and the second pusher to accommodate the wheel, and at least one of the first pusher and the second pusher is connected to a drive member, which is in a transmission engagement with at least one of the first pusher and the second pusher to clamp the wheel; The second pusher is provided with a guide groove extending in the vertical direction, and the follower block is embedded in the guide groove and slides along the guide groove.

10. The aircraft traction device according to claim 9, characterized in that, Also includes: A connecting component, which abuts against the abutment portion of the lifting platform; The lower half-pipe clamp is connected to the opposite sides of the connector; The upper half-pipe clamp is engaged and locked onto the wheel axle with the lower half-pipe clamp. The connecting member is fixed to the outer circumference of the wheel axle by the clamping force of the upper half-pipe clamp and the lower half-pipe clamp. The push rod is connected to the connecting member.

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