Connecting device for aircraft landing gear

Abstract

A device for traction or mooring operation of an aircraft on the ground is connected to an aircraft landing gear and comprises a bottom base fixedly connected to the aircraft landing gear; the longitudinal beam extends along the heading direction of the aircraft; the vertical element is connected between the bottom base and the longitudinal beam; the first connector can move up and down relative to the vertical element, meanwhile, the upper end and the lower end of the vertical element are connected to the top base and the bottom base respectively, and the two bases can synchronously move front and back along respective sliding grooves, so that the connecting device can achieve the purpose that the first connector slides along the vertical beam to adjust the height; and the forward and backward positions are simultaneously adjusted. According to the connecting device, on one hand, the adaptability between different aircraft landing gears and traction rods of different specifications can be improved, the transmission path of traction force among the aircraft, the traction rods and the tractor is optimized, and the traction stability can be improved; and on the other hand, the device can be used for aircraft ground mooring, and the mooring convenience and adaptability of the aircraft in different airports under different ground anchor distribution conditions are improved.

Description

Technical Field

[0001] The utility model belongs to the field of aircraft structure design and relates to a connecting device used for towing or mooring an aircraft. Background Art

[0002] Traditional aircraft towing or mooring devices are typically located in fixed locations on the aircraft. For example, the towing connection assembly is typically located near the axle of the nose or main landing gear. These towing and mooring devices are typically designed as columnar or tab connectors and connect to a connector on one end of the towbar. Due to the wide variety of aircraft models and sizes, the towing and mooring connection points vary, requiring specific compatibility with airport equipment such as the tow vehicle, towbar, mooring rope, and aircraft anchor points. For example, some aircraft have towing attachment points located close to the ground, making it difficult for some tractors and towbars to connect to the aircraft's attachment points due to their high ground clearance. Some towbars, after connecting the aircraft and towbar, form excessively large angles with the ground, hindering load transfer. A low towing point can also cause stability issues during towing. For some aircraft, connecting to airport anchors via fixed mooring points at existing parking positions can cause interference between the mooring rope and the aircraft, making them unsuitable for existing parking positions. This necessitates relocating the aircraft and designing a unique mooring solution tailored to the varying anchor distribution at each airport. Fixed mooring points, with certain mooring rope connection configurations, can also hinder the ability to withstand and transmit the mooring load. In short, fixed towing and mooring attachment points have poor airport adaptability. Furthermore, these towing and mooring attachment points require additional force-transmitting structures on the aircraft's landing gear or airframe, which carries additional weight during flight and impacts operational economics.

[0003] A Chinese patent application with publication number CN109204863A, titled "A Universal Towing Device for Ground-Based Aircraft," discloses a universal towing device for ground-based aircraft. This device, through the innovative design of components such as the towing rod, towing ring, and towing head, achieves efficient towing of different aircraft models. Key technologies include an elastic block connection, overload protection for the shear nut, dual towing heads for steering flexibility, and enhanced shock absorption stability through the use of buffer blocks and compression springs. Furthermore, the device's height adjustability and the securing mechanism of the clip ensure safety and reliability during towing, aiming to improve the versatility and operational ease of towing multiple aircraft models. A U.S. patent application with publication number US20210016898A1 discloses a towing device designed to be smaller and lighter than the aircraft fuselage structure, using it as a towing point. Unlike conventional aircraft (typically located on the landing gear), the towing point is located below the middle of the aircraft fuselage. A four-wheeled trolley is connected to the towing connection point, and the aircraft is towed by the movement of the four-wheeled trolley. The towing point is fixed to the aircraft and cannot be adjusted.

[0004] The current state of the art primarily addresses adding adjustable features to the aircraft-connected ends of ground-based devices such as tractors, towbars, and mooring ropes, modifying the locations of traditional fixed aircraft towing points, or adding safety features for mooring. However, the following issues exist: The fixed towing and mooring connections on the aircraft remain, increasing the load during flight and further impacting fuel efficiency. Secondly, the fixed towing and mooring points on the aircraft are not adjustable; only the ground tractor and towbar connections are adjustable. Due to the variability of airport ground equipment and facilities, this lacks optimal adaptability. In many cases, after the towbar is connected to the tractor and aircraft towing point, it forms a significant angle with the ground. This results in poor compatibility between the tractor, towbar, and aircraft towing point, making installation inconvenient. Furthermore, in addition to the towing force transmitted by the towbar to the aircraft towing point during towing, there is also a vertical component, which negatively impacts the load on the aircraft towing point. Furthermore, the towing and mooring devices described in the prior art are not suitable for emergency towing or economical mooring scenarios.

[0005] To this end, the market is in urgent need of a device that can overcome the above problems, adapt to aircraft of different models and sizes, and have both towing and mooring functions, especially a device that can adjust the towing connection points and mooring connection points on the aircraft end to adapt to ground equipment of different specifications at different airports, and can be used in emergency scenarios. Utility Model Content

[0006] The present invention is completed in view of the above problems, and its purpose is to provide a connecting device with adjustable traction and mooring joint positions.

[0007] The connection device of the aircraft landing gear of the present invention may include: a bottom base, which is fixedly connected to the aircraft landing gear; a longitudinal beam, which is fixedly connected to the aircraft landing gear above the bottom base; a vertical element, which is connected between the bottom base and the longitudinal beam; and a first joint, which is engaged with the vertical element so that the first joint can move up and down relative to the vertical element, and the first head is used to adjust the connection position of the aircraft for towing or mooring.

[0008] By positioning the first joint on the vertical element and enabling it to move up and down along the vertical element, the height position of the first joint can be flexibly adjusted. The first joint can be adjusted in height according to the specific requirements of towing or mooring, thereby adapting to the towing or mooring requirements of different aircraft, thereby improving the applicability and flexibility of the connection device.

[0009] Preferably, the bottom base of the connecting device provided by the present invention has at least one first slide groove extending along the heading direction of the aircraft, and the bottom of the vertical element of the connecting device can be slidably installed in the first slide groove. Furthermore, the vertical element can drive the first joint to move in the first slide groove along the heading direction relative to the bottom base. Thus, on the basis of adjusting the height position of the first joint, the heading position adjustment function is additionally added. This not only enhances the flexibility of the connecting device, but also significantly improves its applicability. Such a design allows the connection position of towing or mooring to be adjusted in the vertical and horizontal directions to adapt to aircraft of different models and sizes, thereby ensuring high efficiency and stability in a variety of working environments and aircraft types.

[0010] In particular, the connecting device of the present invention is further provided with a second sliding groove extending in the vertical direction on the vertical element, and the first connector for traction or mooring can slide up and down along the second sliding groove.

[0011] Furthermore, at least one second locking member is provided in the second chute, which secures the vertical position of the first connector. By providing the chute on the vertical element, the first connector can slide vertically, significantly enhancing the adjustable flexibility and adaptability of the connection device. This allows operators to quickly adjust the height of the first connector during actual operation, improving the operating efficiency of the connection device.

[0012] More preferably, the connection device of the present invention further includes a top base, at least one third slide groove extending along the heading direction is provided in the longitudinal beam, the top base is fixedly connected to the top of the vertical element, the top base is slidably installed in the third slide groove, and the top base can drive the vertical element to move along the heading of the aircraft in the third slide groove. On the basis of the first slide groove of the bottom base, by adding the third slide groove in the top base and the longitudinal beam, the vertical element can realize up and down movement on the ground synchronously with the aircraft landing gear buffer strut through the third slide groove. By adding the top base as a platform component, the scalability of the connection device is increased, so that the connection device of the present invention has more applicable scenarios.

[0013] Optionally, the upper portion of the vertical element of the connecting device of the present invention is further provided with a second joint that can move along the heading direction with the vertical element. Furthermore, at least one first locking member can be provided within the first slide groove of the bottom base of the connecting device of the present invention, and at least one third locking member can also be provided on the longitudinal beam of the connecting device. These locking members can secure the position of the vertical element in the heading direction. In this embodiment, by adding the locking members, the vertical element can be securely fixed in the desired position, further improving the stability and load-bearing capacity of the aircraft towing or mooring.

[0014] Advantageously, the connecting device of the present invention may include at least two longitudinal beams spaced apart from one another, connected to one another by a support arm. The support arm is provided with a connecting portion capable of connecting to an aircraft landing gear. In this embodiment, the support arm and the corresponding connecting portion in the connecting device enable the connecting device to be secured to the aircraft landing gear. Furthermore, the support arm securely connects the longitudinal beams, further enhancing the stability and load-bearing capacity of the connecting device.

[0015] Furthermore, the vertical element of the connecting device can include a support rod and a vertical beam, wherein the support rod and the vertical beam are arranged parallel to each other. The second joint can be mounted on the top of the support rod or the top of the vertical beam, while the first joint is mounted on the vertical beam. By separating the vertical element into the support rod and the vertical beam, the load distribution on the vertical element can be optimized, thereby improving the stability and load-bearing capacity of the connecting device.

[0016] (Technical Effect)

[0017] According to various embodiments of the connection device for aircraft towing and mooring of the utility model, the following technical effects can be achieved: since the connection device is independent of the aircraft body, it can be conveniently installed on the aircraft landing gear structure when in use, and the connection device can be easily removed before the aircraft takes off; the height of the towing or mooring joint can be adjusted according to actual needs, and the towing or mooring load can be effectively transmitted through the device; it has good adaptability, and the position of the towing or mooring joint and the second joint can be adjusted according to the aircraft model and size, thereby improving its adaptability; by adjusting the height of the towing or mooring joint, the angle between the aircraft towing vehicle, the towing rod and the ground can be reduced, the component of force in the vertical direction of the towing rod can be reduced, the load distribution on the aircraft towing point can be improved, and the safety of the aircraft can be further improved; the adjustability of multiple joints can adapt to the different distribution of ground anchors on the aprons of different airports, improve the mooring load of the aircraft, and improve the stability of the aircraft's mooring.

[0018] Since the connecting device provided by the present invention can be easily installed and disassembled, in some emergency situations, the connecting device can be installed to the aircraft to be towed or moored to meet the use scenario of emergency situations. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The following drawings are only used to provide a further understanding of the present invention, constitute a part of this specification, and are used to explain the principles of the present invention, but do not constitute a limitation to the present invention.

[0020] In the diagram:

[0021] Figure 1 is a perspective view of a connecting device according to an embodiment of the present utility model;

[0022] Figure 2 is a partial enlarged view of the second connecting portion of the connecting device according to an embodiment of the present utility model;

[0023] Figure 3 is a partial enlarged view of the bottom base of the connecting device according to an embodiment of the present utility model;

[0024] Figure 4 is a partial enlarged view of the top base of the connecting device according to an embodiment of the present utility model;

[0025] Figure 5 is another partially enlarged view of the top base of the connecting device according to an embodiment of the present utility model;

[0026] Figure 6 is a partial enlarged view of a first connector of a connecting device according to an embodiment of the present utility model;

[0027] Figure 7 This is a schematic diagram of the connection between the connecting device and the aircraft landing gear according to an embodiment of the present utility model;

[0028] Figure 8A This is a schematic diagram of the overall connection between a tractor, a tow bar and an aircraft landing gear in the prior art;

[0029] Figure 8B This is a schematic diagram of the overall connection between the tractor, the towing rod and the aircraft landing gear in the utility model.

[0030] List of reference numerals:

[0031] 1 aircraft landing gear;

[0032] 6 bottom base;

[0033] 61 bottom slidable base;

[0034] 7 vertical elements;

[0035] 7A support rod;

[0036] 7B vertical beam;

[0037] 9 first connector;

[0038] 10 longitudinal beams;

[0039] 11A First connection

[0040] 11B second connecting portion;

[0041] 12 top base;

[0042] 14 second connector;

[0043] 16 axle lug joints;

[0044] 81 flange hole;

[0045] 91 connecting bolts;

[0046] 92 connection blocks;

[0047] 111 front joint;

[0048] 112 rear joint;

[0049] 113 arm;

[0050] 121 first locking member;

[0051] 131 second locking member;

[0052] 141 third locking member;

[0053] 151 First Chute;

[0054] 161 Second Chute;

[0055] 171 third chute;

[0056] 100 connection device;

[0057] 200 tractor;

[0058] 300 drawbar. DETAILED DESCRIPTION

[0059] In order to fully understand the present invention, the specific implementation of the connecting device of the present invention will be described below with reference to the accompanying drawings.

[0060] The terms "fixed connection" and "connection" refer to the process of fixing two objects or two parts together in some way. This fixing method can be permanent or removable, such as a threaded connection. The term "joining" can include form fit between parts or components, such as using keys, spline shafts, etc. to ensure the connection and force transmission between parts. The term "slide" refers to a channel, guide rail or groove structure that guides an object to slide along a certain path or paths. The sliding path can be straight or curved. The term "aircraft heading direction" refers to the direction of movement of the aircraft in the horizontal plane, and can also refer to the direction of the aircraft's forward movement. The term "vertical direction" refers to the direction roughly perpendicular to the ground or the direction of gravity. The term "parallel" involved in this utility model does not mean strictly parallel. When two components are relative, they can have a certain angle. The term "locking member" refers to a component that ensures that each component in a mechanical system remains in a predetermined position. It is also called a "positioning member" and is a component used to fix or limit the position, such as a locating pin, a stopper, a positioning screw, etc. The term "support arm" refers to a component that can bear tensile, compressive or bending loads and is used to support, fix or guide other parts, such as a rod, beam or frame member.

[0061] In the following text, the expression "longitudinal" means extending generally along the heading direction, but it can also be inclined therefrom, and is intended to be distinguished from the vertical direction. "Beam" does not limit any structural form, but only means that it is a structural component that can withstand a certain load. The expression "vertical" means generally perpendicular to the heading direction, but it can also be inclined therefrom at a non-vertical angle, and is intended to be distinguished from the horizontal direction or the heading direction. "Element" does not limit any structural form, but only means that it is a component that can withstand a certain load. And the "vertical element" acts as a supporting mechanism in the vertical direction, playing a role in guiding, transmitting force and positioning, such as a support rod, a support column, a columnar member, etc.

[0062] The following is an explanation of the "top base", "bottom base" and "base" of the present invention. "Top" refers to a position roughly above a mechanical system, structure or component, or above a certain reference component. "Bottom" refers to a position roughly at the lowest position of a mechanical system or structure, or below a certain reference component. "Base" does not limit any structural form, but only refers to a component that can withstand a certain load, can provide fixation and support for other components, and is a basic component in the mechanical structure. Other forms of structures can be set on the base, and it can be used to install other components.

[0063] like Figure 1As shown, a connection device provided by the present invention includes a bottom base 6, a vertical element 7, a first joint 9, two longitudinal beams 10 and a top base 12. The vertical element 7 includes a support rod 7A and a vertical beam 7B, wherein the support rod 7A is arranged roughly parallel to the vertical beam 7B, and the bottoms of the two components are connected together by means of a bottom sliding base 61. A first connecting portion 11A is also provided on the bottom base 6 for fixing the present invention on an aircraft landing gear. The first joint 9 is mounted on the vertical beam 7B and can slide in the vertical direction along the vertical beam 7B to adjust its height position. A first slide groove 151 is provided on the bottom base 6 along the heading direction. The vertical element 7 is mounted in the first slide groove 151 of the bottom base 6 through the bottom sliding base 61 and can slide along the heading direction. The second joint 14 is installed on the top of the vertical element 7, that is, it can be installed on the top of the support rod 7A or on the top of the vertical beam 7B. As shown Figure 1 As shown, in the present invention, the support rod 7A passes through the top base 12 and is fixedly connected to it. The second joint 14 is mounted on the top of the support rod 7A. The two longitudinal beams 10 are arranged substantially parallel to each other. The upper edges of the two longitudinal beams 10 are respectively provided with a third slide 171 to allow the top base 12 to move along the heading direction within the third slide 171.

[0064] Figure 2 This is a partial enlarged view of the connection device according to the present invention, showing the connection details of the second connection part 11B and the aircraft landing gear. The connection device of the present invention further includes a support arm 113. Preferably, the support arm 113 is U-shaped. The end of the support arm 113 installed on the aircraft landing gear is provided with a second connection part 11B. The second connection part 11B includes a front joint 111 and a rear joint 112, and the two joints are connected by fasteners and installed on the aircraft landing gear. The second connection part 11B is connected to the second connection part 11A (such as Figure 1 ) work together to securely connect the connecting device of the present invention to the aircraft landing gear.

[0065] Figure 3This is a partial enlarged view of the connection device according to the present invention, showing details of the bottom base 6 and various connection components. The bottom base 6 is connected to the axle lug joint 16 near the aircraft landing gear axle via fasteners. The bottom slidable base 61 is mounted in the first chute 151 of the bottom base 6 and can slide forward or backward along the heading direction. The first chute 151 of the bottom base 6 is provided with multiple first locking members 121, which can limit the movement of the bottom slidable base 61 in the heading direction and fix its position. That is, when the bottom slidable base 61 slides to the desired position, the first locking members 121 are provided to fix the position, thereby limiting the vertical, lateral, and heading movement of the bottom slidable base 61 along the aircraft, while also serving to transfer loads. In addition, the first chute 151 of the bottom base 6 can limit the vertical and lateral movement of the bottom slidable base 61 along the aircraft, while also serving to transfer loads. The lower end of the support rod 7A and the lower end of the vertical beam 7B are fixedly connected to the bottom slidable base 61. Preferably, the fixed connection is a threaded connection.

[0066] Figure 4 、 Figure 5 This is a partial enlarged view of the connection device according to the present invention, showing the details of the top base 12 and each connection component. A third slide groove 171 is respectively provided in the upper and lower edges of the longitudinal beam 10, and the top base 12 is installed in the third slide groove 171 of the longitudinal beam 10. The top base 12 can slide in the third slide groove 171 of the longitudinal beam 10 along the heading direction of the aircraft. A plurality of third locking members 141 are provided in the third slide groove 171 of the longitudinal beam 10, which can limit the heading, vertical and lateral movement of the top base 12. The third slide groove 171 and the third locking member 141 of the longitudinal beam 10 can also play a role in transferring loads. The second joint 14 is connected to the top of the vertical beam 7B, further realizing the connection between the support rod 7A and the vertical beam 7B, and playing a role in transferring loads.

[0067] Figure 6 This is a partial enlarged view of the connection device according to the present invention, showing the details of the first joint 9 and the connected components. A second sliding groove 161 is provided on the vertical beam 7B along the vertical direction. The first joint 9 can slide in the second sliding groove 161 of the vertical beam 7B along the vertical direction to change the vertical height position of the first joint 9. In addition, a second locking member 131 is provided on the vertical beam 7B for fixing the height position of the first joint 9 along the vertical direction. Figure 6As shown, the second sliding groove 161 of the vertical beam 7B can preferably be implemented as a plurality of flange holes 81. The first joint 9 can further adjust its vertical height by changing the position of the flange holes 81. The locking member can be implemented as a connecting bolt 91 and a connecting block 92. The connecting bolt 91 and the connecting block 92 lock the height of the first joint 9.

[0068] Figure 7 This is a schematic diagram of the connection device according to the present invention installed on an aircraft landing gear, showing the details of the connection device installation. As shown in the figure, the aircraft landing gear fixing sleeve passes through the U-shaped support arm 113, and the longitudinal beam 10 is installed on both sides of the support arm 113. The connection device is fixedly installed on the aircraft landing gear through the second connection portion 11B. In addition, as shown in FIG. Figure 3 As shown, the wheel axle ear joint 16 on the aircraft landing gear is connected to the first connecting portion 11A of the bottom base 6 to achieve further connection between the aircraft landing gear and the connecting device, and finally achieve the following Figure 7 The connection effect shown.

[0069] The mounting joint of the connecting device of the utility model is pre-designed, selected or added to the aircraft landing gear, and the use parameters of the connecting device are reasonably set based on the structural composition of the utility model according to different aircraft landing gears. Figure 7 The mounting shown mounts the device on the landing gear of an aircraft.

[0070] During normal aircraft towing operations, the position of the vertical beam web flange hole 81 is appropriately selected based on the height of the towing vehicle's connecting joint from the ground and the size of the towing rod. The first joint 9 is then installed on the vertical beam 7B, ensuring that the connecting joint at the towing vehicle end and the first joint 9 are at the same height above the ground. Simultaneously, the bottom slidable base 61 and the top base 12 of the device are adjusted so that the vertical beam 7B is positioned along the course of the aircraft to facilitate the towing rod's docking for subsequent towing operations. With one end of the towing rod connected to the first joint 9 of the connecting device of the present invention and the other end of the towing rod connected to the towing vehicle's connecting joint, the towing operation can then be carried out.

[0071] During aircraft mooring operations, after the aircraft is parked at a designated location, the vertical beam web flange hole 81 of the connecting device of the present invention is appropriately positioned on the vertical beam 7B according to the ground anchor position. The traction or mooring connector 9 is then installed on the vertical beam 7B. Simultaneously, the vertical beam 7B of the connecting device of the present invention is positioned along the course of the aircraft to ensure a safe distance between the mooring rope and the aircraft after installation, and to provide a path that facilitates load transfer for the mooring rope.

[0072] When performing emergency traction or mooring operations, the vertical beam 7B of the connecting device of the present invention is appropriately positioned for the vertical beam web flange hole 81, and the first connector 9 is installed on the vertical beam 7B by passing the bolt holes therethrough and through the vertical beam web flange hole 81. Simultaneously, the bottom slidable base 61 and the top base 12 of the connecting device of the present invention are adjusted so that the heading position of the vertical beam 7B is conducive to emergency traction or connecting the mooring rope to the first connector 9. The emergency traction or emergency mooring operation is then carried out. After the operation is completed, the device can be easily removed for subsequent emergency operations.

[0073] like Figure 8A and 8B As shown, Figure 8A The figure shows the overall connection diagram of the tractor, tow bar and aircraft landing gear in the prior art. The tow joint of the front aircraft landing gear is fixed at a certain height from the ground and is usually located near the wheel axle. The low height from the ground causes the tow bar to have a significant angle with the ground, which will cause the tow bar connection end to have a component of force perpendicular to the ground. This is not conducive to the load-bearing of the connection structure at both ends of the tow bar when towing an aircraft. In the ideal situation, the tow bar connection end only bears forces parallel to the ground. Figure 8B The figure shows a schematic diagram of the overall connection of the connecting device 100, the tractor 200, the traction rod 300 and the aircraft landing gear provided by the present invention. The height of the first joint 9 of the connecting device can be adjusted. Compared with the traditional fixed traction joint, by adjusting its height above the ground, the angle between the traction rod 300 and the ground can be reduced or eliminated, further reducing the component of the traction rod 300 in the direction perpendicular to the ground. In addition, when the traction point is at a low position, the tire's grip is insufficient, such as Figure 8AAs shown, when an aircraft is subject to strong crosswinds, it can easily cause the aircraft's tires to skid, especially when towing the aircraft around a corner. Raising the towing point can also effectively offset the aerodynamic forces and torques acting on the aircraft, reducing the likelihood of instability such as backward or sideways rollovers when towing in windy conditions. In the prior art, the aircraft's mooring connection points are fixed on the aircraft, while the anchor points at various airport parking locations vary. Therefore, when the aircraft is moored, the mooring rope connecting the aircraft's mooring point to the airport anchor can interfere with the aircraft's frame. This is particularly true for wing-mounted aircraft with fixed main landing gear mooring points. When connected to anchors located outside the main landing gear doors or engines, the ropes can easily interfere with components such as the main landing gear doors, tires, or engine nacelles, rendering the anchors in many areas unusable. The entire aircraft must be moved and the parking lines modified to accommodate different anchor distributions. This results in poor airport mooring adaptability during windy conditions, making it impossible to safely dock the aircraft on outdoor aprons. The connecting device of the present invention can adjust the first connector 9's position upward, downward, forward, and backward along the aircraft's heading and vertically, thereby ensuring connection to anchors in various locations over a wide range while preventing interference between the mooring rope and components such as the aircraft's main landing gear, wheels, or engine nacelles. Using the connecting device of the present invention, when the mooring rope is connected to a selected anchor, the first connector 9 can be adjusted to prevent interference between the mooring rope and the main aircraft's landing gear door or engine. Conventional aircraft mooring points are often located on the wheel axle. These mooring points are relatively low above the ground, and when the anchor is located far from the mooring point, the angle between the rope and the ground is too small, making it difficult for the mooring rope to withstand loads perpendicular to the ground. This mooring method is therefore unable to withstand the aerodynamic loads experienced by the aircraft in extremely windy weather conditions. In contrast, the connecting device for towing and mooring provided by the present invention can ensure that the angle between the mooring rope and the ground is moderate for a selected anchor by adjusting the position of the first connector 9, thereby enabling the mooring rope to more evenly withstand loads in all directions.

[0074] In the prior art, when the mooring points of fixed aircraft are connected to ground anchors at different airports, if the positions of the ground anchors are different, the spatial directions of the mooring ropes drawn from the same mooring point will be different when the aircraft is moored at the parking spaces at different airports, resulting in the load sizes and directions of the mooring ropes of the aircraft at each parking space at each airport being different, or even very different. By using the connection device of the present invention to adjust the position of the traction or mooring joint, it can be ensured within a certain range that when the aircraft is parked at parking spaces at different airports, the spatial directions of the mooring ropes when the aircraft is connected to the ground anchors via mooring ropes are parallel. In this way, it can be ensured that the directions of the loads distributed on each mooring rope of the entire aircraft are basically consistent, and the variation range of the load values ​​on the mooring ropes can be controlled to be smaller, so that the same set of mooring rope equipment can be adapted to different airports, thereby improving the versatility of the mooring equipment.

[0075] In the prior art, aircraft emergency towing connectors are typically located on the axle. In an emergency, such as when an aircraft runs off the runway and gets stuck in muddy ground during taxiing, the lower portion of the aircraft's landing gear, including the tires and axle, becomes entangled in the mud, making it impossible to connect to the emergency towing connector located on the axle during towing. The connection device provided by the present invention allows emergency towing operations to be completed by connecting to a pre-set connection interface on the aircraft landing gear and adjusting the position of the first connector 9 on the device.

[0076] The implementation of the present invention is not limited to the above-described embodiments, and can also be adjusted and optimized according to different design requirements and usage environments. The scope of protection of the present invention shall be based on the content of the claims and is not limited to the above-described embodiments. Although the present invention has been described through specific embodiments, those skilled in the art shall make various modifications, changes and combinations of the various embodiments and implementation methods of the present invention without departing from the spirit of the present invention, and all of these modifications, changes and combinations shall fall within the scope of protection of the present invention.

Claims

1. A connecting device for aircraft landing gear, characterized in that: The connecting device comprises: A bottom base (6), the bottom base (6) being fixedly connected to the aircraft landing gear; a longitudinal beam (10) fixedly connected to the aircraft landing gear above the bottom base (6); a vertical element (7) connected in a vertical direction between the bottom base (6) and the longitudinal beam (10); and A first joint (9) is engaged with the vertical element (7) so as to be movable up and down relative to the vertical element (7), the first joint (9) being configured to adjust a connection position for towing or mooring an aircraft.

2. The connecting device according to claim 1, characterized in that The bottom base (6) has at least one first slide groove (151) extending along the heading direction of the aircraft, wherein the bottom of the vertical element (7) is slidably installed in the first slide groove (151) so that the vertical element (7) can drive the first joint (9) to move relative to the bottom base (6) along the heading direction.

3. The connecting device according to claim 1, characterized in that A second sliding groove (161) extending along the vertical direction is provided on the vertical element (7), and the first joint (9) is configured to be able to slide up and down along the second sliding groove (161).

4. The connecting device according to claim 1, characterized in that The connecting device further includes a top base (12), and has at least one third slide groove (171) extending along the heading direction of the aircraft in the longitudinal beam (10). The top base (12) is connected to the top of the vertical element (7) so that the top base (12) can be slidably installed in the third slide groove (171). The top base (12) is configured to drive the vertical element (7) to move along the heading direction in the third slide groove (171).

5. The connection device according to claim 1, characterized in that A second joint (14) is provided on the upper portion of the vertical element (7), and the second joint (14) is configured to slide along the heading direction of the aircraft along with the vertical element (7).

6. The connection device according to claim 3, characterized in that At least one second locking member (131) is provided in the second sliding groove (161), and the second locking member (131) is configured to fix the position of the first joint (9) in the vertical direction.

7. The connection device according to claim 2, characterized in that At least one first locking member (121) is provided in the first slide groove (151) of the bottom base (6), and / or at least one third locking member (141) is provided in the longitudinal beam (10), and the third locking member (141) is configured to fix the position of the vertical element (7) in the heading direction.

8. The connecting device according to claim 1, characterized in that The connecting device comprises at least two longitudinal beams (10) spaced apart from each other, wherein the longitudinal beams (10) are connected to each other by means of a support arm (113), wherein the support arm (113) is provided with a connecting portion configured to be fixedly connected to the aircraft landing gear.

9. The connecting device according to claim 5, characterized in that The vertical element (7) comprises a support rod (7A) and a vertical beam (8B), and the support rod (7A) and the vertical beam (8B) are arranged in parallel.

10. The connection device according to claim 9, characterized in that The second joint (14) is installed on the top of the support rod (7A) or the vertical beam (8B), and the first joint (9) is installed on the vertical beam (8B).

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