Aircraft chock with larger friction force

Abstract

The utility model relates to the technical field of airplane wheel chokes, in particular to an airplane wheel chock with larger friction force. Comprising a top surface, inclined surfaces which are inclined downwards and are symmetrically arranged on the two sides of the top surface, vertical surfaces which are connected with the lower edges of the inclined surfaces and are vertically arranged, side surfaces which are vertically arranged on the two sides of the top surface, and a bottom surface which is horizontally arranged at the bottom, the bottom face is provided with a plurality of first trapezoidal grooves, a plurality of second trapezoidal grooves and a plurality of circular grooves which are concave inwards. According to the utility model, larger friction force can be provided, and compared with a traditional long-stripe bottom surface, allowance is more sufficient when an accident is handled, and the safety is higher; and the weight is lighter.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft wheel chocks, in particular to an aircraft wheel chock with greater friction. Background Art

[0002] When the aircraft is parked, passengers are disembarking, or undergoing other ground maintenance, if the aircraft unexpectedly slides due to brake failure or other reasons, it will cause a serious safety accident. To ensure the safety of the aircraft when parked on the ground and prevent this from happening, aircraft wheel chocks are usually used to brake the aircraft wheels to prevent the aircraft from sliding.

[0003] Aircraft wheel chocks, a technical term in the civil aviation industry, are devices used to support the weight of an aircraft and prevent it from moving on the ground. These chocks are typically made of rubber or other solid materials and are often triangular in shape, effectively locking the aircraft's tires and preventing them from sliding unexpectedly. After the aircraft has come to a complete stop, maintenance personnel quickly place the chocks in front of and behind the wheels. This process is known as "chock-in."

[0004] In the existing aircraft maintenance and safety assurance system, aircraft wheel chocks are key equipment, and the performance and design rationality of these chocks directly affect the stability and safety of the aircraft when parked on the ground. The size design of aircraft wheel chocks strictly follows the principle of matching the aircraft tire model and size to ensure that the wheel chocks can tightly and firmly clamp the tires, effectively preventing the aircraft from accidentally moving due to wind, slope or other external factors. The cross-sectional shape of an aircraft wheel chock is usually triangular or approximately triangular, and the slope design can prevent the tire from climbing onto the wheel chock and also prevent it from being pushed away by the tire. The bottom surface of the wheel chock is generally provided with long stripes to increase the friction between the wheel chock and the ground to prevent it from being pushed away. Existing aircraft wheel chocks have generally solved the problem of safety, but in actual use, it was found that there are still several defects.

[0005] Specifically, the weight of rubber wheel chocks currently in China that meet the requirements of warning information MAI-2023-009 generally falls within the range of 11 to 16 kilograms. The larger the aircraft, the larger and heavier the wheel chocks required. For an aircraft that requires 12 wheel chocks, this means that maintenance personnel need to move a total of 132 to 182 kilograms of wheel chocks in a short period of time. This high-intensity physical labor not only easily causes maintenance personnel to consume too much physical strength and increase their workload, but may also lead to safety hazards such as distraction and operational errors, thereby affecting the efficiency and safety of the overall aviation maintenance operations. However, existing aircraft wheel chocks lack weight-reducing designs, especially for large passenger aircraft such as the Boeing 787, the weight is closer to the upper limit, which undoubtedly increases the workload of maintenance personnel.

[0006] Most importantly, in terms of friction design, the bottom surface of existing aircraft wheel chocks mostly adopts a long stripe structure. Although this design ensures safety to a certain extent, the friction it provides is limited, the redundancy is not high, and it cannot cope with unexpected situations.

[0007] In summary, existing aircraft wheel chocks are relatively mature in terms of size matching, but there are still significant deficiencies in weight control and friction improvement. Utility Model Content

[0008] The utility model provides an aircraft wheel chock with greater friction, which aims to reduce weight by arranging a plurality of grooves on the bottom surface, and on the other hand, increase friction by adsorbing on the ground like a suction cup when in use, so as to solve the problems of existing products that still have deficiencies in weight control and friction improvement.

[0009] In order to achieve the above purpose, the technical solution of the utility model is:

[0010] The utility model provides an aircraft wheel chock with greater friction, comprising a top surface, inclined surfaces inclined downward and symmetrically arranged on both sides of the top surface, vertical surfaces connected to the lower edges of the inclined surfaces and arranged vertically, side surfaces arranged vertically on both sides of the top surface, and a bottom surface arranged horizontally at the bottom;

[0011] The bottom surface is provided with a plurality of inwardly concave trapezoidal grooves 1, a plurality of inwardly concave trapezoidal grooves 2 and a plurality of circular grooves.

[0012] Furthermore, the included angle between the top surface and the inclined surface is 47 degrees.

[0013] Furthermore, both of the inclined surfaces are provided with a groove extending from one end to the other end along the longitudinal direction, and two longitudinal protrusions extending from one end to the other end are provided in parallel along the longitudinal direction in the groove.

[0014] Furthermore, a rope hole is vertically provided on the side surface.

[0015] Furthermore, there are four trapezoidal grooves 1 in total, and the four trapezoidal grooves 1 are symmetrically arranged in the middle of the bottom surface.

[0016] Furthermore, the number of the trapezoidal grooves 2 is four, and they are symmetrically arranged in groups of two on both sides of the bottom surface.

[0017] Furthermore, there are three circular grooves in total, which are evenly spaced along the longitudinal midline of the bottom surface.

[0018] Furthermore, an RFID chip is provided in the aircraft wheel chock.

[0019] The beneficial effects achieved by the utility model are:

[0020] The bottom surface of the utility model is provided with a plurality of trapezoidal grooves and a plurality of circular grooves. On the one hand, the inwardly dug grooves reduce the weight. On the other hand, when the utility model is placed in front of or behind the wheels, if the utility model is squeezed, the air in the grooves will be discharged, and the pressure in the grooves will be lower than the external atmospheric pressure. The utility model will be adsorbed on the ground under the action of the external atmospheric pressure, thereby providing greater friction. Compared with the traditional long-striped bottom surface, the utility model has more margin when dealing with accidents and is safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0022] Figure 1 This is a three-dimensional Figure 1 .

[0023] Figure 2 This is a three-dimensional Figure 2 .

[0024] Figure 3 It is the main view of the present utility model.

[0025] Figure 4 It is a side view of the present utility model.

[0026] Figure 5 It is a bottom view of the present utility model.

[0027] In the figure, 10, aircraft wheel chock; 110, top surface; 120, inclined surface; 121, groove; 122, longitudinal protrusion; 130, vertical surface; 140, side surface; 141, rope hole; 150, bottom surface; 151, trapezoidal groove 1; 152, trapezoidal groove 2; 153, circular groove. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0029] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0030] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if the meaning of "and / or" appearing in the full text is to include three parallel schemes, taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0031] The utility model provides an aircraft wheel chock 10 with greater friction, which is suitable for aircraft models with tire widths less than 600 mm, such as Boeing 787 / 737 / , Airbus 350 / 330, etc.

[0032] like Figures 1 to 5 As shown, the upper half of the cross-section of the aircraft wheel chock 10 is approximately triangular, and the lower half is rectangular. The aircraft wheel chock 10 includes a top surface 110, inclined surfaces 120 symmetrically arranged on both sides of the top surface 110 and facing downward, vertical surfaces 130 connected to the lower edges of the inclined surfaces 120 and arranged perpendicularly, side surfaces 140 arranged perpendicularly on both sides of the top surface 110, and a bottom surface 150 arranged horizontally at the bottom.

[0033] The bottom surface 150 is provided with a plurality of inwardly recessed trapezoidal grooves 151 , a plurality of inwardly recessed trapezoidal grooves 152 and a plurality of circular grooves 153 .

[0034] Furthermore, the aircraft wheel chock 10 has a longitudinal length of 610 mm, a lateral width of 180 mm, and a height of 160 mm, and weighs approximately 12 kg; the material of the aircraft wheel chock 10 includes rubber auxiliary materials such as natural rubber, synthetic rubber, recycled rubber, ultraviolet absorbers, and antioxidants.

[0035] Furthermore, the included angle between the top surface 110 and the inclined surface 120 is 47 degrees.

[0036] Furthermore, both inclined surfaces 120 are provided with a groove 121 extending from one end to the other end along the longitudinal direction, and two longitudinal protrusions 122 extending from one end to the other end are provided in parallel along the longitudinal direction in the groove 121; the groove 121 and the longitudinal protrusion 122 cooperate with each other, the purpose of which is to fit the curvature of the tire, better clamp the tire, and also to reduce weight.

[0037] In addition, warning color fluorescent paint is sprayed between the two longitudinal protrusions 122, and the two longitudinal protrusions 122 are higher than the paint surface. The two longitudinal protrusions 122 also play a role in protecting the painted surface.

[0038] Furthermore, a lifting rope hole 141 is vertically provided on the side surface 140 . The lifting rope hole 141 is used to fix a lifting rope to facilitate maintenance personnel to move the aircraft wheel chock 10 . The lifting rope is made of polypropylene rope.

[0039] Furthermore, the shape of the trapezoidal groove 151 is approximately an isosceles trapezoid, and there are four trapezoidal grooves 151 in total. The four trapezoidal grooves 151 are symmetrically arranged in the middle of the bottom surface 150.

[0040] Furthermore, the shape of the second trapezoidal groove 152 is approximately an isosceles trapezoid, and there are four second trapezoidal grooves 152 symmetrically arranged in groups of two on both sides of the bottom surface 150 .

[0041] Furthermore, there are three circular grooves 153 , which are evenly spaced along the longitudinal center line of the bottom surface 150 .

[0042] Furthermore, an RFID chip is provided in the aircraft wheel chock 10 for storing the serial number of the aircraft wheel chock 10 for easy management; wherein, the RFID chip meets the requirements of EPC Class 1Gen2 or ISO18000-63, and the EPC and TID codes are globally unique and can be identified and tracked throughout the entire service cycle.

[0043] This new design utilizes a plurality of grooves 121 on the bottom surface 150, which reduces weight compared to conventional long stripes. While still meeting dimensional requirements, the weight is even lighter, approaching the lower limit of the specification, making it easier for maintenance personnel to carry and reducing their workload. Furthermore, the bottom surface 150 of this new design, similar to a suction cup, provides greater friction, greater redundancy, and improved safety compared to conventional long stripes.

[0044] Table 1 is a comparison table of the maximum friction that the two wheel chocks can provide on cement ground.

[0045] Maximum longitudinal friction Maximum lateral friction This utility model 7900～8000N 7900～8000N Traditional long stripes 7000～7100N 6800～6900N

[0046] Specifically, the method of using the present invention is as follows:

[0047] 1) Before using wheel chocks, first check to confirm that the appearance and function of the wheel chocks are normal and the required quantity is sufficient.

[0048] 2) When the aircraft is safely parked and the engines are stopped, or after a signal from the aircraft's signalman, approach the side of the wheels to place chocks (the gap between the chocks and the wheels must not exceed 2.5 cm). Maintenance personnel should stand to the side of the wheels when placing chocks to prevent the aircraft from accidentally sliding and injuring anyone.

[0049] 3) For aircraft with single-wheel main landing gear, wheel chocks should be placed in front and behind each main landing gear and nose landing gear wheel.

[0050] For aircraft with multiple main landing gear (two wheels in parallel), wheel chocks should be placed in front of and behind at least each outer wheel of the main landing gear and one wheel of the nose landing gear.

[0051] When the main landing gear is multi-wheel tandem, the wheel chocks should be placed before the first wheel and after the last wheel.

[0052] 4) The wheel chocks can only be removed after confirming that all service vehicles and jet bridges have been removed, the aircraft, tractor and tow bar are connected, and the aircraft brakes are set.

[0053] 5) Wheel chocks should be handled with care during use and returned to designated locations at the airport (such as within markings or at fences) after use.

[0054] The above description is merely an optional embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made by utilizing the contents of the present invention specification and drawings under the inventive concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. An aircraft wheel chock (10) with greater friction, characterized in that: The device comprises a top surface (110), inclined surfaces (120) symmetrically arranged on both sides of the top surface (110) and obliquely downward, a vertical surface (130) connected to the lower edge of the inclined surface (120) and arranged vertically, side surfaces (140) arranged vertically on both sides of the top surface (110), and a bottom surface (150) arranged horizontally at the bottom; The bottom surface (150) is provided with a plurality of inwardly recessed trapezoidal grooves 1 (151), a plurality of trapezoidal grooves 2 (152) and a plurality of circular grooves (153).

2. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: The included angle between the top surface (110) and the inclined surface (120) is 47 degrees.

3. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: The two inclined surfaces (120) are both provided with a groove (121) extending from one end to the other end along the longitudinal direction, and two longitudinal protrusions (122) extending from one end to the other end are provided in parallel along the longitudinal direction in the groove (121).

4. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: A rope-carrying hole (141) is vertically provided on the side surface (140).

5. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: There are four trapezoidal grooves (151) in total, and the four trapezoidal grooves (151) are symmetrically arranged in the middle of the bottom surface (150).

6. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: The number of the second trapezoidal grooves (152) is four, and they are symmetrically arranged in groups of two on both sides of the bottom surface (150).

7. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: There are three circular grooves (153) in total, which are evenly spaced along the longitudinal center line of the bottom surface (150).

8. The aircraft wheel chock (10) with greater friction according to claim 1, characterized in that: An RFID chip is arranged in the aircraft wheel chock (10).

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