Device for preventing airplane brake dust cap from falling

Abstract

The utility model relates to a device for preventing an airplane brake dust cap from falling, which comprises a dust cap, a fuse hole of a deflation valve and a second fuse, one end of the second fuse is connected with a groove of the dust cap, and the other end of the second fuse is connected with the fuse hole of the deflation valve. Compared with the prior art, the device has the advantages of fundamentally solving the FOD phenomenon of the brake dust cap, and being low in cost, simple to operate and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft brakes, in particular to a device for preventing the dust cap of an aircraft brake from falling off. Background Technique

[0002] Dust cap dropping events that form FOD (Foreign Object Debris) have continuously occurred in the A320 fleets operated by domestic and foreign airlines. The material of the dust cap is metal, and its volume is about 1 cm 3 , which belongs to high-risk FOD and is likely to cause external damage to the wheels and brakes during aircraft operation. In severe cases, it may even damage the hydraulic pipeline or be sucked into the aeroengine, endangering aviation safety.

[0003] From the solutions provided by the dust cap manufacturer, the plan to increase the pound force of the dust cap in the revised manual has not been implemented in a timely manner by Airbus, the aircraft manufacturer, and the OEM manufacturer of the dust cap (Safran) has not given an improvement plan for the design of the brake dust cap; adding anti-loosening marking lines can only improve the inspection efficiency. Some airlines fix the A320 brake dust cap with glue, and some airlines take measures such as periodically conducting general inspections on the installation of the brake dust cap. Although these measures have alleviated the situation where the falling of the brake dust cap becomes FOD to a certain extent, none of them can fundamentally solve the problem.

[0004] How to prevent the dust cap of an aircraft brake from falling off has become a technical problem to be solved. Content of the Utility Model

[0005] The purpose of the utility model is to overcome the defects existing in the above-mentioned prior art and provide a device for preventing the dust cap of an aircraft brake from falling off.

[0006] The purpose of the utility model can be achieved by the following technical solutions:

[0007] According to one aspect of the utility model, a device for preventing the dust cap of an aircraft brake from falling off is provided. The device includes a fuse hole of the dust cap and the bleed valve, and is characterized in that the device includes a second fuse, one end of the second fuse is connected to the groove of the dust cap, and the other end is connected to the fuse hole of the bleed valve.

[0008] Preferably, the second fuse is inserted into the fuse hole, and the lengths of the second fuse on both sides of the fuse hole are the same.

[0009] Preferably, one end of the second fuse is wound tightly around the head of the fuse hole, and the initial length of the other end is the length to the groove of the dust cap.

[0010] More preferably, after the other end of the second fuse is tightened at the groove of the dust cap, it surrounds the groove of the dust cap for one week.

[0011] Preferably, the device further includes a tail structure. After winding around the groove of the dust cap for one week, the remaining part of the second fuse is woven to form the tail structure.

[0012] More preferably, after the tail structure winds around the groove for one week and is tightened, it bends towards the groove.

[0013] Preferably, the material of the second fuse is stainless steel nickel alloy.

[0014] Preferably, the outer diameter of the second fuse is 0.8 mm.

[0015] Preferably, the device further includes a first fuse and a bleed valve. One end of the first fuse is connected to the brake hub body, and the other end is connected to the bleed valve.

[0016] Preferably, the dust cap is connected to the bleed valve by a thread.

[0017] Compared with the prior art, the utility model has the following beneficial effects:

[0018] 1) The brake dust cap FOD prevention measure adopted by the utility model firmly binds the dust cap to the brake hub bleed valve through the second fuse. The other end of the bleed valve has been reinforced and installed through fixed installation and the first fuse connecting the bleed valve to the brake hub body, so as to realize the fixation of the dust cap and the brake hub body. Even when the brake hub generates large vibrations during the takeoff and landing of the aircraft, the FOD phenomenon of the brake dust cap can be fundamentally solved.

[0019] 2) The utility model uses the second fuse to pass through the extra fuse holes, wind around the groove of the dust cap for one week, and finally weave the tail to complete. As a result, the dust cap is firmly fastened on the brake hub bleed valve. The operation is simple, the cost is low, and the application range is wide. It can be installed and used on various types of brake hubs of sub - models of aircraft such as A319 / A320 / A321. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the connection between the dust cap and the bleed valve in the utility model;

[0021] Figure 2 It is a schematic diagram of the dust cap after the second fuse reinforcement in the utility model;

[0022] 130: Bleed valve, 140: Dust cap, 150: Second fuse, 160: Fuse hole, 170: First fuse, 180: Groove, 190: Tail structure. DETAILED DESCRIPTION OF THE INVENTION

[0023] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0024] This embodiment relates to a device for preventing the dust cap of an aircraft brake from falling off.

[0025] The A320 aircraft has 4 main wheel brake hubs. As Figure 1 , each brake hub has 2 bleed valves 130 for the bleeding operation of the brake hub to prevent residual air pressure in the brake hub hydraulic system from affecting the braking performance. Each bleed valve 130 is provided with 1 dust cap 140 to protect the brake hub hydraulic pipeline from foreign objects, oil contamination, water vapor intrusion, etc. After each installation of the dust cap 140, it is necessary to apply pound force to the dust cap 140 in accordance with the Aircraft Maintenance Manual (AMM). Due to the brake hub working in a high-vibration area, during the service life, the dust cap 140 is very likely to become loose and finally fall off to become FOD.

[0026] After the bleed valve 130 is installed on the brake assembly, it is fixed again by passing a first fuse 170 through another fuse hole ( Figure 2 not visible from the top) to ensure that it does not loosen. Then there are still spare fuse holes 160 available on the bleed valve.

[0027] The present invention requires that after replacing the brake hub or implementing the brake hub bleeding procedure, the dust cap 140 of the brake hub be re-pounded and the dust cap 140 be reinforced with a second fuse 150.

[0028] As Figure 1 and Figure 2, One end of the second fuse 150 is connected to the groove 180 of the dust cap 140, and the other end is connected to the redundant fuse hole 160 of the air release valve. Specifically, there is exactly 1 redundant fuse hole 160 on the air release valve (130). First, insert the second fuse 150 into the fuse hole 160 to ensure that the lengths of both sides of the second fuse 150 in the fuse hole 160 are the same. Secondly, wind one end of the second fuse 150 around the head of the fuse hole 160, and the initial length of the other end is the length when it is close to the groove 180 of the dust cap. Thirdly, use a special fuse pliers for construction, twist the second fuse 150 clockwise by a maximum angle of 60°, and keep the second fuse 150 taut during the twisting process until the twisted part is very close to the groove of the dust cap 140, that is, the distance is less than the set distance (3mm in this embodiment). Finally, tighten and wind the other end of the second fuse 150 around the groove 180 of the dust cap for one week, hand-weave the remaining part of the second fuse 150 to form a tail structure 190, cut off and discard the redundant fuse, and bend the tail structure 190 towards the groove of the dust cap 140 after winding it tightly so that it is not exposed outside the dust cap 140.

[0029] Through such a connection, the dust cap 140 and the air release valve 130 are firmly fixed together. The other end of the air release valve 130 has been fixedly installed with the brake hub body through the first fuse 170 connected between the air release valve 130 and the brake hub body, realizing the fixation with the brake hub body. Therefore, through the reinforcement implementation of the second fuse 150, even if the brake hub generates large vibrations during the takeoff and landing of the aircraft, the dust cap 140 will not fall off to form FOD.

[0030] As Figure 2 , The second fuse 150 uses the standard fuse specified in the Airbus manual (reference material number: 14QFB1, outer diameter is 0.8mm, and the material is stainless steel nickel alloy (CRES Nickel Alloy), which can meet the use in high-temperature areas). The standard construction of the fastener fuse for civil aircraft can be used in this embodiment to achieve it.

[0031] By implementing a high-temperature-resistant fuse on the brake dust cap 140, when the brake dust cap 140 is affected by vibrations, due to the fastening function of the second fuse 150, the dust cap 140 is firmly fixed on the brake hub body, fundamentally solving the problem that the brake hub dust cap 140 falls off to become FOD.

[0032] The above are only specific embodiments of the present utility model, but the protection scope of the present utility model is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present utility model can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present utility model. Therefore, the protection scope of the present utility model shall be subject to the protection scope of the claims.

Claims

1. A device for preventing an aircraft brake dust cap from falling off, the device comprising a dust cap (140) and a fuse hole (160) of a deflation valve, characterized in that: The device comprises a second fuse (150), one end of which is connected to a groove (180) of a dust cap (140), and the other end of which is connected to a fuse hole (160) of a deflation valve.

2. A device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The second fuse (150) is inserted into the fuse hole (160), and the second fuse (150) has the same length on both sides of the fuse hole (160).

3. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: One end of the second fuse (150) is tightly wound around the head of the fuse hole (160), and the initial length of the other end is the length to the groove (180) of the dust cap (140).

4. A device for preventing aircraft brake dust caps from falling off according to claim 3, characterized in that: After the other end of the second fuse (150) is tightened at the groove (180) of the dust cap (140), it surrounds the groove (180) of the dust cap (140).

5. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The device further comprises a tail structure (190), and after the tail structure (190) is surrounded by the groove (180) of the dust cap (140), the remaining part of the second fuse (150) is braided to form the tail structure (190).

6. A device for preventing aircraft brake dust caps from falling off according to claim 5, characterized in that: The tail structure (190) is wrapped around the groove (180) and then bent towards the groove (180).

7. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The material of the second fuse (150) is stainless steel nickel alloy.

8. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The outer diameter of the second fuse (150) is 0.8 mm.

9. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The device also includes a first fuse (170) and a deflation valve (130), wherein one end of the first fuse (170) is connected to the brake hub body, and the other end is connected to the deflation valve (130).

10. The device for preventing aircraft brake dust caps from falling off according to claim 1, characterized in that: The dust cap (140) is connected to the air release valve (130) via threads.

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