Traction joint device for traction aircraft

Abstract

The utility model provides a towing joint device for towing an aircraft, which comprises a joint assembly and a towing connecting piece, the joint assembly comprises a first part and a second part which can be pivotally connected with each other relatively, and the first part is positioned on the far side of a main landing gear of the aircraft relative to the second part. The first part comprises two first cantilevers which extend away from the main landing gear in parallel in the longitudinal direction, and a first short shaft extending in the vertical direction is arranged between the two first cantilevers, so that a traction lasso of the general traction equipment can be arranged on the first short shaft in a sleeving manner. The first end, close to the main landing gear, of the second part is provided with a second short shaft extending towards the two sides of the traction connector device in the transverse direction, and the traction connecting piece is detachably arranged on the second short shaft. Wherein the traction connecting piece is configured to be capable of being connected to an emergency traction interface of the main landing gear, so that forward traction or backward traction of the aircraft is realized.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft towing, in particular to a towing joint device for towing an aircraft. Background Art

[0002] Aircraft towing, such as aircraft towing, usually includes normal towing and emergency towing. When the aircraft is operating on soft grass, mud, sand or when the aircraft is damaged, the emergency towing procedure should be initiated according to the actual situation on site. During emergency towing of an aircraft, one end of the towing device is connected to the corresponding emergency towing interface on the aircraft's main landing gear, and the other end is connected to the towing vehicle. The two ends of the towing device are connected by a towing belt / towing rope. When the towing vehicle moves forward, the towing belt / towing rope is stretched and stressed, thereby driving the aircraft to move forward or backward.

[0003] The traction structures on the main landing gear of different aircraft are different, and it is impossible to use a unified equipment for emergency traction. Therefore, most of the common aircraft emergency traction equipment is a set of special equipment. Usually, aircraft emergency traction equipment is mainly composed of typical aircraft special traction joints, traction belts / traction ropes with pulley assemblies, and pulley assemblies with connectors connected to the tractor. However, this set of equipment is highly specialized, complex in structure, and expensive. At present, many airlines are equipped with universal traction equipment, which can directly replace the original set of special equipment except for the special traction joint structure, and the universal equipment can achieve the universality of traction of different aircraft by replacing different safety pins. Therefore, purchasing a set of special emergency traction equipment will undoubtedly increase the cost of the airline.

[0004] Therefore, the utility model is a special emergency traction device for a typical aircraft, which can be directly connected to the main landing gear of the typical aircraft and the general equipment of the airline respectively, and has a simple structure and low price, thereby reducing the cost of the airline to purchase a complete set of special equipment. Utility Model Content

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the problem that the existing aircraft towing equipment is highly specialized and has a complex structure and cannot be connected and used with the general equipment equipped by the airline, and a new towing connector device for towing an aircraft is proposed.

[0006] The utility model solves the above technical problems through the following technical solutions:

[0007] Specifically, the utility model provides a towing joint device for towing an aircraft, which comprises:

[0008] A joint assembly, the joint assembly comprising a first part and a second part which are pivotally connected to each other, wherein the first part is located at a far side of a main landing gear of the aircraft relative to the second part, the first part comprises two first cantilevers extending away from the main landing gear in parallel with each other in a longitudinal direction, a first short shaft extending in a vertical direction is arranged between the two first cantilevers, so that a towing rope of a universal towing device can be sleeved on the first short shaft, and wherein the second part is provided with a second short shaft extending toward both sides of the towing joint device in a lateral direction at a first end close to the main landing gear; and

[0009] The traction connection piece is detachably arranged on the second short shaft, and the traction connection piece is configured to be connectable to an emergency traction interface of the main landing gear, so as to realize forward traction or backward traction of the aircraft.

[0010] The traction joint device provided by the utility model can be connected to the general traction equipment of the airline company and the emergency traction interface of the aircraft, so as to complete the emergency traction work of the aircraft. Moreover, the traction joint device can pivot the first part or the second part accordingly according to the demand through the first part and the second part that are relatively pivotally connected to each other, so as to facilitate the connection of the traction joint device to the general traction equipment or the emergency traction interface of the aircraft, and has a simple structure and strong practicality.

[0011] In addition, the traction joint device can achieve a detachable connection between the joint assembly and the emergency traction interface through the detachable connection between the traction connector and the second short shaft, and can adapt a traction connector with a corresponding structure according to the configuration of the emergency traction interface, and then connect the adapted traction connector to the second short shaft, and then use the general traction equipment to achieve traction of the aircraft through the joint assembly, thereby significantly improving the utilization rate of the airline's general traction equipment and greatly reducing the airline's additional procurement costs, which has obvious cost-effectiveness and high economic benefits.

[0012] According to one embodiment of the utility model, the first part of the joint assembly is formed with two second cantilevers extending toward the main landing gear in parallel with each other along the longitudinal direction at one end located near the main landing gear, and the second end of the second part away from the main landing gear is clamped between the two second cantilevers and is detachably fixed between the two second cantilevers by fasteners passing through the two second cantilevers and the second end.

[0013] According to an embodiment of the utility model, a sleeve that can rotate around the first short shaft is arranged on the outer side of the first short shaft. The traction lock sleeve of the universal traction device can be sleeved on the first short shaft via the sleeve, and can rotate relative to the first short shaft when necessary, so as to avoid the traction lasso and the first short shaft from getting stuck during assembly or traction.

[0014] According to one embodiment of the utility model, the emergency traction interface of the main landing gear is a torque arm shaft, and the traction connector is configured as a traction belt that can be sleeved on the torque arm shaft to pull the main landing gear forward through the traction joint device. The traction belt is connected to the front torque arm shaft of the main landing gear, and then connected to the general traction equipment of the airline through the joint assembly. After the general traction equipment is connected to the tractor, the main landing gear of the aircraft can be pulled forward by the tractor, thereby towing the aircraft forward.

[0015] According to an embodiment of the utility model, the two ends of the traction belt form closed annular rings respectively, so that after the traction belt is sleeved on the torque arm shaft when the traction joint device is installed, it can be detachably sleeved on the second short shaft through the two annular rings. Through the traction belt structure with annular rings, the traction connector can realize the rapid connection between the joint assembly and the emergency traction interface in the form of the torque arm shaft, and the structure is simple and easy to operate.

[0016] According to one embodiment of the utility model, the first end of the second part is provided with two overhanging walls extending toward the main landing gear in parallel with each other in the longitudinal direction, the second short shaft is detachably arranged between the two overhanging walls, and the plane where the axis of the second short shaft is located intersects with the plane where the axis of the first short shaft is located.

[0017] The second short shaft can be removed from the second part by being detachably arranged, so that the annular ring at one end of the traction belt is sleeved on the second short shaft to perform preliminary positioning of the traction belt. Subsequently, the other end of the traction belt is passed through the torque arm rotating shaft from bottom to top or from top to bottom and then sleeved on the torque arm rotating shaft, and then the annular ring at the other end of the traction belt is sleeved on the second short shaft to achieve the connection between the emergency traction interface and the traction connector and the connection between the traction connector and the second short shaft or the joint assembly.

[0018] Moreover, by setting the plane where the axis of the second short shaft is located to intersect with the plane where the axis of the first short shaft is located, the towing joint device can be freely adjusted in the up and down and left and right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when towing the aircraft.

[0019] According to one embodiment of the utility model, the emergency traction interface of the main landing gear is a traction ear, and the traction connector is configured to be able to be fastened to the connecting rod structure of the traction ear by a fastener passing through it, so as to traction the main landing gear backward through the traction joint device.

[0020] According to an embodiment of the present utility model, a recessed portion for avoiding other components on the main landing gear is formed on the top upper surface of the connecting rod structure.

[0021] According to one embodiment of the utility model, the end of the connecting rod structure located on the far side of the main landing gear is formed with two overhanging walls extending away from the main landing gear in parallel with each other in the longitudinal direction, and the second short shaft is detachably connected to the two overhanging walls between the two overhanging walls, so that the first end of the second part is clamped and fixed between the two overhanging walls by the second short shaft, and the plane where the axis of the second short shaft is located intersects with the plane where the axis of the first short shaft is located.

[0022] The connecting rod structure can be connected to an emergency traction interface in the form of a traction ear through the fasteners thereon, and can be connected to the second short shaft of the second part through two overhanging walls at one end thereof, thereby realizing the connection between the emergency traction interface and the traction connecting piece and the connection between the traction connecting piece and the second short shaft or the joint assembly, thereby realizing the traction connection of different emergency traction interfaces through the connection of the traction joint assembly.

[0023] Moreover, by setting the plane where the axis of the second short shaft is located to intersect with the plane where the axis of the first short shaft is located, the towing joint device can be freely adjusted in the up and down and left and right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when towing the aircraft.

[0024] According to an embodiment of the utility model, the traction joint device further comprises a steel wire rope, one end of which is arranged on the second part, and the other end is arranged on the first part or the traction connection piece. When the traction load is overloaded, there is a risk of damage to the joint assembly or sudden separation between the joint assembly and the traction connection piece due to breakage of the fasteners. The strong connection of the steel wire rope can ensure that the components remain connected after separation, thereby avoiding excessive swinging of the components of the traction device after separation, preventing damage to personnel and the aircraft, and protecting the main landing gear structure to ensure the safety of aircraft traction.

[0025] On the basis of conforming to the common sense in the art, the above-mentioned preferred implementation modes can be arbitrarily combined to obtain the preferred implementation modes of the present utility model.

[0026] The positive and progressive effects of the above-mentioned embodiments of the utility model are:

[0027] 1. The traction connector device can be connected to both the airline's general traction equipment and the aircraft's emergency traction interface, and can be applied to emergency traction interfaces with different configurations, so as to complete general aircraft traction work. Moreover, through the detachable connection between the traction connector and the second short shaft, the traction connector with a corresponding structure can be adapted according to the configuration of the emergency traction interface, thereby improving the utilization rate of the airline's general traction equipment and reducing the airline's additional procurement costs, which has obvious cost-effectiveness and high economic benefits.

[0028] 2. Through the first part and the second part that are relatively pivotally connected to each other, the traction joint device can pivot the first part or the second part accordingly according to the needs, so as to facilitate the connection of the traction joint device to the general traction equipment or the emergency traction interface of the aircraft, and the structure is simple and practical. In addition, by setting the plane where the axis of the second short shaft is located to intersect with the plane where the axis of the first short shaft is located, the traction joint device can be freely adjusted in the up and down directions and the left and right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when the aircraft is towed.

[0029] 3. When the traction load is overloaded and causes the fasteners to break, and the joint assembly is damaged or the joint assembly and the traction connector are suddenly disconnected, the wire rope can ensure that the components remain connected after disconnection, thereby avoiding excessive swinging of the traction device components after separation, preventing damage to personnel and aircraft, and protecting the main landing gear structure to ensure the safety of aircraft towing. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A traction joint device according to a preferred embodiment of the utility model is schematically shown.

[0031] Figure 2 Schematically shows the use of Figure 1 The assembly diagram of the traction connector device connecting the forward emergency traction interface and the universal traction device,

[0032] Figure 3 A traction joint device according to another preferred embodiment of the utility model is schematically shown, and

[0033] Figure 4 Schematically shows the use of Figure 3 The assembly drawing of the traction connector device connecting the rearward emergency traction interface and the universal traction equipment.

[0034] The reference numerals are described as follows:

[0035] 1. First part; 2. Second part; 3. Towing connector; 4. Towing lasso; 5. Main landing gear; 6. Second part; 11. First cantilever; 12. First short shaft; 13. Second cantilever; 14. Fastener; 15. Wire rope; 121. Connecting pin; 122. Nut; 123. Quick release pin; 21. First end; 22. Second short shaft; 23. Second end; 211. Overhang wall; 31. Towing belt; 32. Connecting rod structure; 311. Annular ring; 321. Recess; 322. Overhang wall; 51. Emergency towing interface; 511. Torque arm shaft; 512. Towing ear; 61. First end; 62. Second short shaft; 63. Second end. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the implementation mode of the present application will be clearly and completely described below in conjunction with the accompanying drawings showing multiple embodiments according to the present application. It should be understood that all other embodiments obtained by ordinary technicians in this field without spending creative work based on the embodiments recorded in the present application will fall within the scope of protection of the present application.

[0037] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those generally understood by those skilled in the art to which this application belongs; the terms "including" and the like in the specification and claims of this application and the above-mentioned description of the drawings are open-ended terms. Moreover, it should be noted that the orientations or positional relationships indicated by the terms "longitudinal direction", "vertical direction", "lateral direction", "upper", "lower", "outer side" and "top" are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and cannot be understood as limitations on the present invention.

[0038] like Figures 1 to 4 As shown, the utility model provides a towing joint device for towing an aircraft, which includes a joint assembly and a towing connector 3 detachably connected to the joint assembly, wherein the joint assembly is connected to a towing lasso 4 of a universal towing device, and the towing connector 3 is connected to an emergency towing interface 51 of an aircraft main landing gear 5, thereby towing the aircraft can be completed through the towing joint device. The joint assembly includes a first part 1 and a second part 2 which are relatively pivotally connected to each other, and the first part 1 is located at the far side of the aircraft main landing gear 5 relative to the second part 2.

[0039] For the convenience of description, in the present application, the length direction of the traction joint device or the joint assembly is set as the longitudinal direction, the width direction of the traction joint device or the joint assembly is set as the transverse direction, and the height direction of the traction joint device or the joint assembly is set as the vertical direction.

[0040] like Figure 1 As shown, the first part 1 includes two first cantilevers 11 extending parallel to each other and away from the main landing gear 5 in the longitudinal direction of the joint assembly, and a first short shaft 12 extending in the vertical direction is arranged between the two first cantilevers 11, so that the traction rope 4 of the universal traction device can be Figure 2 The sleeve shown is arranged on the first short shaft 12.

[0041] Preferably, a sleeve rotating around the first short shaft 12 is provided on the outer side of the first short shaft 12, and the traction lasso 4 of the general traction equipment is arranged on the first short shaft 12 via the sleeve. Moreover, there is enough space between the sleeve and the support plate of the first part 1, which can be matched with the traction lasso 4 including the traction belt or traction rope in the traction equipment commonly used by airlines for sleeve connection.

[0042] In order to realize the rapid disassembly and assembly of the traction joint device, illustratively, the first short shaft 12 is formed by a connecting pin 121 penetrating the two first cantilevers 11. Specifically, as Figure 1 As shown, the end portions of the two first cantilevers 11 are respectively provided with coaxial through holes, and the connecting pin 121 passes through the through holes and is initially connected and positioned on the first part 1 by means of the nut 122. Moreover, the nut 122 is also provided with a pin hole, and the connecting pin 121 positioned on the first part 1 can be fixed to the two first cantilevers 11 by means of a quick release pin 123 passing through the pin hole of the nut 122, and the rod portion of the connecting pin 121 between the two first cantilevers 11 thus forms the aforementioned first short shaft 12.

[0043] like Figure 1 As shown, the first part 1 is also formed with two second cantilevers 13 extending toward the main landing gear 5 in parallel with each other along the longitudinal direction at one end of the first part 1 located near the main landing gear 5. The second end 23 of the second part 2 away from the main landing gear 5 has a cantilever structure, which is clamped between the two second cantilevers 13. Moreover, through holes are provided at the positions corresponding to the second end 23 of the second part 2 and the two second cantilevers 13, so the second end 23 of the second part 2 can be detachably fixed between the two second cantilevers 13 by fasteners 14 penetrating the two second cantilevers 13 and the corresponding through holes on the second end 23, thereby forming a pivot connection between the first part 1 and the second part 2.

[0044] Exemplarily, the fastener 14 is a safety pin. At this time, a steel wire rope 15 may be further arranged between the first part 1 and the second part 2, wherein one end of the steel wire rope 15 is arranged at the center of the first part 1, and the other end is arranged at the center of the second part 2. During the aircraft towing process, if the towing load is overloaded and the safety pin is damaged and broken, the first part 1 and the second part 2 are suddenly disconnected. The strong connection of the steel wire rope 15 can ensure that the first part 1 and the second part 2 always maintain a connection relationship, thereby preventing the towing joint device from swinging too much after the first part 1 and the second part 2 are separated and disengaged, and preventing the disengaged parts from causing damage to the main landing gear 5 structure, thereby protecting the safety of personnel and the aircraft, and thereby ensuring the safety of aircraft towing.

[0045] like Figure 1As shown, the second part 2 is provided with a second short shaft 22 extending toward both sides of the traction joint device in the lateral direction at the first end 21 close to the main landing gear 5, and the traction connection member 3 is detachably arranged on the second short shaft 22. Moreover, the traction connection member 3 can also be connected to the emergency traction interface 51 of the main landing gear 5, so as to realize forward traction or backward traction of the aircraft.

[0046] like Figure 2 and 4 As shown, the emergency traction interface 51 of the main landing gear 5 of the aircraft has two typical configurations. One is a torque arm shaft 511 structure located at the front lower position of the main landing gear 5, which corresponds to the forward traction of the aircraft; the other is a traction ear 512 configuration located at the rear bottom position of the main landing gear 5, which corresponds to the backward traction of the aircraft.

[0047] For the emergency traction interface 5 with a torque arm shaft 511 configuration for forward traction, as Figures 1 to 2 As shown, the traction connection member 3 is a traction belt 31 that can be sleeved on the torque arm shaft 511, and the end of the traction belt 31 is detachably connected to the second short shaft 22 of the joint assembly, so as to pull the main landing gear 5 forward through the traction joint device. The two ends of the traction belt 31 are respectively formed with closed annular rings 311, so that after the traction belt 31 is sleeved on the torque arm shaft 511 when the traction joint device is installed, it can be detachably sleeved on the second short shaft 22 through the two annular rings 311.

[0048] Optionally, the process of connecting the traction belt 31 to the torque arm shaft 511 includes: firstly sleeve the annular ring 311 at one end of the traction belt 31 on the second short shaft 22, then make the other end of the traction belt 31 pass through the side of the torque arm shaft 511 away from the traction joint device, and pull the other end of the traction belt 31 along the contour of the torque arm shaft 511, and then sleeve the annular ring 311 at the other end on the second short shaft 22 to achieve the detachable connection between the traction belt 31 and the torque arm shaft 511. Subsequently, the second short shaft 22 is detachably arranged on the second part 2 of the joint assembly, so as to achieve the connection between the joint assembly and the traction belt 31, and then achieve the connection between the joint assembly and the torque arm shaft 511 of the main landing gear 5.

[0049] Optionally, when the traction belt 31 is not connected to the torque arm rotating shaft 511 , the traction belt 31 is also detachably mounted on the second short shaft 22 through two annular rings 311 for easy storage.

[0050] When the traction connection 3 is configured as a traction belt 31, the first end 21 of the second part 2 of the joint assembly is provided with two overhanging walls 211 extending toward the main landing gear 5 in parallel with each other along the longitudinal direction of the traction joint device, and the second short shaft 22 is detachably arranged between the two overhanging walls 211, and the plane where the axis of the second short shaft 22 is located intersects with the plane where the axis of the first short shaft 12 is located.

[0051] At this time, in order to realize the rapid disassembly and assembly of the traction joint device, the second short shaft 22 may have the same structure as the first short shaft 12. For example, the first short shaft 22 is formed by a connecting pin that penetrates the two overhanging walls 211. Specifically, as Figure 1 As shown, the end portions of the two overhanging walls 211 are provided with coaxial through holes respectively, and the connecting pin passes through the through holes and is initially connected and positioned on the second part 2 by means of a nut. Moreover, the nut is also provided with a pin hole, and the connecting pin positioned on the second part 2 can be fixed to the two overhanging walls 211 by means of a quick-release pin passing through the pin hole of the nut, and the rod portion of the connecting pin between the two overhanging walls 211 thus forms a second short axis 22.

[0052] Preferably, if Figure 1 As shown, the connecting pins 121 passing through the through holes on the two first cantilevers 11 are detachably connected thereto in a vertical direction, and the connecting pins passing through the through holes on the two overhanging walls 211 are detachably connected thereto in a transverse direction, so that the plane where the axis of the second short shaft 22 is formed intersects with the plane where the axis of the first short shaft 12 is formed. By setting the plane where the axis of the second short shaft 22 is formed to intersect with the plane where the axis of the first short shaft 12 is formed, the towing joint device can be freely adjusted in the up-down and left-right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when the aircraft is towed.

[0053] When the aircraft is towed forward by using the towing joint device with the towing belt structure, the quick release pin, nut and connecting pin corresponding to the second short shaft 22 can be disassembled first, and one end of the towing belt 1 detachably connected to the second short shaft 22 can be removed. The towing belt 1 is sleeved onto the torque arm rotating shaft 511 of the aircraft main landing gear 5 according to the above method, and then the towing belt 1 is detachably connected to the second short shaft 22 through the annular ring 311 at its end according to the above method, and the second short shaft 22 is installed and fixed on the second part 2, so as to realize the connection between the towing joint device and the torque arm rotating shaft 511 of the main landing gear 5.

[0054] In addition, the quick-release pin 123, the nut 122, the connecting pin 121 and the bushing corresponding to the first short shaft 12 are removed, and the traction lasso 4 of the universal traction equipment connected to the tractor is sleeved on the bushing and the connecting pin 121, and then the structure corresponding to the first short shaft 12 is installed and fixed on the first part 1 in the aforementioned manner, so as to further realize the connection between the tractor and the traction joint device, thereby realizing the forward traction of the aircraft by the forward movement of the tractor.

[0055] For the emergency traction interface 51 with a traction ear piece 512 configuration for rearward traction, as shown in FIG. Figures 3 to 4 As shown, the first part 1 of the traction joint device remains unchanged, and only the specific structures of the second part and the traction connector 3 are adaptively changed, so the structure of the first part 1 is not repeated.

[0056] For the emergency towing interface 51 having a towing ear 512 configuration, the towing connector 3 is constructed to be fastened to the connecting rod structure 32 of the towing ear 512 by means of a fastener passing through it, and the end of the connecting rod structure 32 located on the far side of the main landing gear 5 is detachably connected to the second short shaft 62 of the joint assembly so as to tow the main landing gear 5 backwards through the towing joint device.

[0057] For example, Figure 4 As shown, a through hole is provided on the traction ear piece 512 on the main landing gear 5, and a corresponding through hole is also provided in the center of the end portion of the connecting rod structure 32, so that the traction ear piece 512 and the connecting rod structure 32 can be connected by fasteners passing through the through holes on the traction ear piece 512 and the connecting rod structure 32, thereby realizing the connection between the traction connector 3 and the emergency traction interface 51 in the main landing gear 5. In order to realize the rapid disassembly and assembly of the traction joint device, the aforementioned fasteners can be composed of a connecting pin, a nut with a pin hole, and a quick release pin.

[0058] Preferably, if Figure 3 As shown, a recess 321 for avoiding other components on the main landing gear 5 is formed on the top upper surface of the connecting rod structure 32 , the upper surface of the recess 321 of the connecting rod structure 32 is in contact with the traction ear 512 , and the aforementioned through hole is located in the center of the recess 321 .

[0059] like Figures 3 to 4 As shown, the end of the connecting rod structure 32 located far from the main landing gear 5 is formed with two overhanging walls 322 extending parallel to each other and away from the main landing gear 5 in the longitudinal direction, and the second short shaft 62 arranged at the first end 61 of the second part 6 is detachably connected with the two overhanging walls 322, so that the first end 61 of the second part 6 is clamped and fixed between the two overhanging walls 322 through the second short shaft 62, and the plane where the axis of the second short shaft 62 is located intersects with the plane where the axis of the first short shaft 12 is located. Exemplarily, the second short shaft 62 is a safety pin.

[0060] Specifically, Figure 3 As shown, the ends of the two overhanging walls 322 of the connection structure 32 are provided with coaxial through holes. At the same time, the first end 61 of the second part 6 is configured as a cantilever, and a corresponding coaxial through hole is also provided at a position corresponding to the through hole of the overhanging wall 322, so that the second part 6 of the joint assembly can be connected to the connecting rod structure 32 by fasteners passing through the two overhanging walls 322 and the aforementioned corresponding through holes on the first end 61 of the second part 6, thereby realizing the connection between the main landing gear 5 and the traction joint device. At this time, the fastener is formed as a second short shaft 62.

[0061] Exemplarily, the fastener is a safety pin having the same structure as the safety pin 14, and its size can be adjusted according to demand. At this time, the steel wire rope 15 is arranged between the connecting rod structure 32 and the second part 6, wherein one end of the steel wire rope 15 is arranged in the center of the connecting rod structure 32, and the other end is arranged in the center of the second part 6. During the aircraft towing process, if the towing load is overloaded and the safety pin is damaged and broken, the connecting rod structure 32 and the second part 6 are suddenly disengaged. The strong connection effect of the steel wire rope 15 can ensure that the connecting rod structure 32 and the second part 6 always maintain a connection relationship, thereby preventing the towing joint device from swinging too much after the connecting rod structure 32 is separated from the second part 6, and preventing the disengaged parts from causing damage to the main landing gear 5 structure, thereby protecting the safety of personnel and aircraft, and thus ensuring the safety of aircraft towing.

[0062] Moreover, if Figure 3 As shown, the connecting pins 121 passing through the through holes on the two first cantilevers 11 are detachably connected thereto in the vertical direction, and the safety pins passing through the through holes on the two overhanging walls 322 are detachably connected thereto in the lateral direction, so that the plane where the axis of the formed second short shaft 62 is located intersects with the plane where the axis of the formed first short shaft 12 is located. As mentioned above, by setting the plane where the axis of the second short shaft 62 is located to intersect with the plane where the axis of the first short shaft 12 is located, the towing joint device can be freely adjusted in the up-down and left-right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when the aircraft is towed.

[0063] In addition, in order to realize the rapid disassembly and assembly of the traction joint device, Figure 3 As shown, the first part 1 is pivotally connected to the second end 63 of the second part 6 by a fastener consisting of a connecting pin, a nut with a pin hole and a quick-release pin.

[0064] When the towing joint device with the connection structure 32 is used to tow the aircraft backward, the fastener consisting of the quick-release pin, nut and connection pin penetrating the recess 321 can be removed first, and the connecting rod structure 32 can be connected to the towing lug 512 of the main landing gear 5 of the aircraft to achieve the connection between the towing joint device and the towing lug 512 of the main landing gear 5. Subsequently, the universal towing equipment towing lasso 4 connected to the towing vehicle is connected to the first part 1 of the towing joint device as described above to further achieve the connection between the towing vehicle and the towing joint device, so as to achieve the backward towing of the aircraft by moving the towing vehicle.

[0065] The traction joint device provided in the present application can be connected to both the airline's general traction equipment and the aircraft's emergency traction interface 51, and can be applied to emergency traction interfaces 51 with different configurations, so as to complete general aircraft traction work. Through the detachable connection between the traction connector 3 and the second short shaft 22 or the second short shaft 62, the traction joint device can adapt to the traction connector 3 with the corresponding structure according to the configuration of the emergency traction interface 51, thereby improving the utilization rate of the airline's general traction equipment and reducing the airline's additional procurement costs, which has obvious cost-effectiveness and high economic benefits.

[0066] Moreover, by the first part 1 and the second part 2 or the second part 6 being relatively pivotally connected to each other, the traction joint device can pivot the first part 1 or the second part 2 or the second part 6 accordingly according to the demand, so as to facilitate the connection of the traction joint device to the general traction equipment or the emergency traction interface 51 of the aircraft, and the structure is simple and practical. In addition, by setting the plane where the axis of the second short shaft 22 or the second short shaft 62 is located to intersect with the plane where the axis of the first short shaft 12 is located, the traction joint device can be freely adjusted in the up and down directions and the left and right directions, thereby forming a universal connection form, which can meet the direction adjustment requirements when the aircraft is towed.

[0067] In addition, when the traction load is overloaded and causes the fasteners to break, and the fasteners of the joint assembly are damaged or the joint assembly and the traction connection are suddenly disconnected, the wire rope 15 can ensure that the components remain connected after disconnection, thereby avoiding excessive swinging of the components of the traction structure device after separation, preventing damage to personnel and aircraft, and protecting the main landing gear 5 structure, thereby ensuring the safety of aircraft towing.

[0068] It should be understood that, as required, the traction joint device with the traction belt 31 of the present invention can be provided simultaneously with the traction connection device with the connecting rod structure 32 to tow the aircraft forward or backward as required.

[0069] Although the specific embodiments of the present invention are described above, those skilled in the art should understand that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principle and essence of the present invention, but these changes and modifications fall within the protection scope of the present invention.

Claims

1. A towing joint device for towing an aircraft, characterized in that: The traction joint device comprises: A joint assembly, the joint assembly comprising a first part and a second part which are pivotally connected to each other, wherein the first part is located at a far side of a main landing gear of the aircraft relative to the second part, and comprises two first cantilevers extending away from the main landing gear in parallel with each other along a longitudinal direction of the joint assembly, a first short shaft extending in a vertical direction is provided between the two first cantilevers, so that a towing rope of a universal towing device can be sleeved on the first short shaft, and wherein the second part is provided at a first end close to the main landing gear with a second short shaft extending toward both sides of the towing joint device in a lateral direction; and A traction connection piece is detachably arranged on the second short shaft, and the traction connection piece is configured to be connectable to an emergency traction interface of the main landing gear, so as to achieve forward traction or backward traction of the aircraft.

2. The traction joint device according to claim 1, characterized in that: Two second cantilevers extending toward the main landing gear in parallel with each other along the longitudinal direction of the joint assembly are formed at one end of the first part of the joint assembly located near the main landing gear, and a second end of the second part away from the main landing gear is clamped between the two second cantilevers and detachably fixed between the two second cantilevers by a fastener penetrating the two second cantilevers and the second end.

3. The traction joint device according to claim 1, characterized in that: A shaft sleeve rotatable around the first short shaft is arranged on the outer side of the first short shaft.

4. The traction joint device according to claim 2, characterized in that: The emergency traction interface of the main landing gear is a torque arm shaft, and the traction connection piece is configured as a traction belt that can be sleeved on the torque arm shaft to pull the main landing gear forward through the traction joint device.

5. The traction joint device according to claim 4, characterized in that: The two ends of the traction belt form closed annular rings respectively, so that after the traction belt is sleeved on the torque arm shaft when the traction joint device is installed, it can be detachably sleeved on the second short shaft through the two annular rings.

6. The traction joint device according to claim 4, characterized in that: The first end of the second part is provided with two overhanging walls extending toward the main landing gear in parallel with each other along the longitudinal direction, the second short shaft is detachably arranged between the two overhanging walls, and the plane where the axis of the second short shaft lies is orthogonal to the plane where the axis of the first short shaft lies.

7. The traction joint device according to claim 2, characterized in that: The emergency traction interface of the main landing gear is a traction ear, and the traction connector is configured to be fastened to a link structure on the traction ear by a fastener passing through the traction connector, so as to traction the main landing gear backwards through the traction connector device.

8. The traction joint device according to claim 7, characterized in that: A recessed portion is formed on the top upper surface of the link structure for avoiding other components on the main landing gear.

9. The traction joint device according to claim 7, characterized in that: Two overhanging walls extending away from the main landing gear in parallel with each other along the longitudinal direction are formed at one end of the connecting rod structure located on the far side of the main landing gear, and the second short shaft is detachably connected between the two overhanging walls, so that the first end of the second part is detachably connected to the two overhanging walls through the second short shaft, and the plane where the axis of the second short shaft lies is orthogonal to the plane where the axis of the first short shaft lies.

10. The traction joint device according to any one of claims 1 to 9, characterized in that: The traction joint device also includes a steel wire rope, one end of which is arranged on the second part, and the other end of which is arranged on the first part or the traction connecting piece.

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