Aircraft tire clamping device

Abstract

The utility model relates to the technical field of airport ground special equipment, in particular to an aircraft tire clamping device. Comprising a mounting base connected with a tractor, a door lock mechanism arranged at the front end of the mounting base in a front-back moving mode and a tire pressing mechanism arranged on the mounting base and capable of moving front and back. The tire pressing mechanism comprises a sliding platform, two pressing plate driving mechanisms, two pressing plate supports, two pressing plate supporting rods and two arc-shaped pressing plates. The two pressing plate driving mechanisms are symmetrically arranged on the sliding platform, the two pressing plate supports are symmetrically and rotatably arranged on the sliding platform, and the two pressing plate driving mechanisms are used for driving the two pressing plate supports to rotate correspondingly; the door lock mechanism and the tire pressing mechanism have remarkable universality, adaptability and practicability, can be widely applied to tires of various specifications, and effectively protect the surfaces of the tires from being damaged.

Description

Technical Field

[0001] This utility model relates to the field of airport ground special equipment technology, specifically to an aircraft tire clamping device. Background Technology

[0002] As a key piece of equipment in airport ground services, towing vehicles significantly impact airport operational efficiency through their type and performance. Based on the towing method, towing vehicles are mainly divided into two types: pole-mounted towing vehicles and poleless towing vehicles. Pole-mounted towing vehicles connect to the aircraft via a tow bar, a relatively complex operation method that requires additional space for storing and operating the tow bar. In contrast, poleless towing vehicles directly contact and clamp the aircraft's wheels via a wheel clamping device, eliminating the need for a tow bar. Therefore, they offer advantages such as ease of operation, light weight, and smaller footprint. These advantages have made poleless towing vehicles increasingly popular in modern airports, gradually replacing traditional pole-mounted towing vehicles.

[0003] Currently, the departure process for civil aircraft largely relies on the operation of tractors. The tractor clamps the aircraft's wheels using its wheel clamping device, then smoothly pushes the aircraft to the runway end to await takeoff. This process ensures the safety and stability of the aircraft during ground movement. Subsequently, the aircraft taxis to its takeoff position using its own engines.

[0004] However, despite the numerous advantages of leverless towing vehicles, their core wheel clamping mechanism still faces some challenges in practical applications. The wheel clamping mechanism is a crucial component in establishing the connection between the towing vehicle and the aircraft, and its performance directly affects the safety and efficiency of the towing process. Currently, most wheel clamping mechanisms on the market adopt standardized designs to accommodate aircraft tire sizes within a specific range. However, with the diversification of civil aircraft and the continuous emergence of new models, tire sizes and specifications are constantly changing. This makes it difficult for existing wheel clamping mechanisms to adapt to tires from various aircraft types.

[0005] Specifically, the tire sizes of some new aircraft may exceed the applicability of existing wheel clamping mechanisms, resulting in ineffective clamping or unstable clamping. This could not only reduce the safety of the traction process but also affect traction efficiency and even cause potential damage to the aircraft and towing vehicle. Therefore, designing a wheel clamping mechanism that can adapt to tires of various aircraft types has become an urgent problem to be solved. Utility Model Content

[0006] This invention provides an aircraft tire clamping device, the purpose of which is to solve the problem of poor adaptability of existing technology to different types of aircraft tires.

[0007] To achieve the above objectives, the technical solution of this utility model is as follows:

[0008] This utility model provides an aircraft tire clamping device, including a mounting base connected to a tractor, a door lock mechanism that can move back and forth at the front end of the mounting base, and a tire pressing mechanism that can move back and forth on the mounting base.

[0009] The tire clamping mechanism includes a sliding platform, two pressure plate drive mechanisms, two pressure plate supports, two pressure plate struts, and two arc-shaped pressure plates. The two pressure plate drive mechanisms are symmetrically arranged on the sliding platform, and the two pressure plate supports are symmetrically and rotatably arranged on the sliding platform. Each pressure plate drive mechanism drives the two pressure plate supports to rotate. Each pressure plate support is provided with a pressure plate fixing sleeve, and the top of the side wall of the pressure plate fixing sleeve has a through hole. The two pressure plate struts are respectively embedded in the two pressure plate fixing sleeves. The side wall of each pressure plate strut has several evenly spaced limiting holes. The pressure plate struts are fixed to the pressure plate fixing sleeves by indexing pins that pass sequentially through the through holes and a certain limiting hole. A bushing is provided at the top of each pressure plate strut, and the arc-shaped pressure plate is rotatably connected to the bushing via a pressure plate pivot. A locking bolt is provided on the bushing.

[0010] Furthermore, two rearwardly extending fixed support arms are symmetrically arranged on the left and right sides of the mounting base.

[0011] Furthermore, a main drive mechanism is provided in the middle of the mounting base, and a left sleeve and a right sleeve are respectively provided on the left and right sides of the mounting base, and the left sleeve and the right sleeve are symmetrically arranged; the top surface of the left sleeve and the top surface of the right sleeve are both provided with sliding grooves, and the two sliding grooves are symmetrically arranged.

[0012] Furthermore, the door lock mechanism includes two door lock drive mechanisms respectively disposed in the left sleeve and the right sleeve, a left support arm embedded in the left sleeve and slidable back and forth along the left sleeve under the drive of the door lock drive mechanism, a right support arm embedded in the right sleeve and slidable back and forth along the right sleeve under the drive of the door lock drive mechanism, a lock arm, and a latch; one end of the lock arm is rotatably connected to the front end of the left support arm through a lock arm pivot, and the other end of the lock arm is provided with a slot; the front end of the right support arm is provided with an opening, and a limit post is provided in the opening, and the slot of the lock arm matches the limit post; the latch is rotatably disposed at the front end of the right support arm; both the front ends of the left and right support arms are provided with mounting plates, the mounting plate of the left support arm is provided with a lock arm drive mechanism, and the mounting plate of the right support arm is provided with a latch drive mechanism.

[0013] Furthermore, sliders are respectively provided on the left and right sides of the sliding platform, and the sliders on both sides of the sliding platform are respectively embedded in the two sliding grooves. The sliding platform can slide back and forth along the sliding grooves under the drive of the main drive mechanism.

[0014] Furthermore, the main drive mechanism, door lock drive mechanism, lock arm drive mechanism, and latch drive mechanism are pneumatic cylinders or hydraulic cylinders.

[0015] Furthermore, a slope is provided on the rear side of the locking arm.

[0016] Furthermore, the front side of the sliding platform is provided with a second inclined surface.

[0017] Furthermore, lubricating strips are provided on the outer surfaces of the left support arm, the right support arm, and the slider.

[0018] Furthermore, a vibration damper is provided through the top of the pressure plate support rod.

[0019] The beneficial effects achieved by this utility model are as follows:

[0020] The door lock mechanism and tire clamping mechanism of this utility model, driven by the door lock drive mechanism, realize the forward and backward sliding function of the door lock mechanism, thereby flexibly adjusting the size of the tire accommodating area and precisely fitting and fixing different types of tires. This design significantly enhances the versatility and adaptability of the door lock mechanism, making this utility model widely applicable to various specifications of tires and improving the practical value and flexibility of the equipment.

[0021] Furthermore, the pressure plate support rod of this invention, by being inserted into the interior of the pressure plate fixing sleeves on both sides and secured by indexing pins in corresponding holes, achieves precise adjustment of the height of the arc-shaped pressure plate. Combined with the pressure plate pivot and locking bolts, the angle of the arc-shaped pressure plate can be further adjusted and locked, ensuring that the arc-shaped pressure plate fits tightly against the tire surface for effective fixation. This design not only improves the stability and reliability of tire fixing but also enhances the adaptability of this invention to different tire models.

[0022] More importantly, this invention, in conjunction with the door lock mechanism and the tire clamping mechanism, forms a complete tire fixing system. This system fully utilizes the sliding adjustment function of the door lock mechanism and the clamping and fixing function of the tire clamping mechanism, providing excellent fixing for most tire models and significantly expanding the applicability and practicality of the equipment.

[0023] Furthermore, the front end of the tire clamping mechanism and the rear end of the locking arm both feature a beveled design. This design not only facilitates tire insertion and removal but also distributes the pressure of the tire on the equipment to a certain extent, improving the equipment's durability. Simultaneously, the arc-shaped pressure plate adopts a curved surface design that conforms to the tire's curvature, effectively reducing friction and wear between the tire and the equipment, protecting the tire surface from damage. The combined effect of these three elements not only improves the stability and safety of tire fixing but also effectively prevents wear on the aircraft tires.

[0024] In summary, the door lock mechanism and tire clamping mechanism of this utility model have significant versatility, adaptability and practicality. They can be widely applied to tires of various specifications and effectively protect the tire surface from damage, thus having high practical value and social benefits. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0026] Figure 1 This is a three-dimensional representation of the present invention. Figure 1 In the diagram, the X direction is defined as front-back (vertical), and the arrow direction is defined as front; the Y direction is defined as left-right (horizontal), and the arrow direction is defined as left; the Z direction is defined as up-down (vertical), and the arrow direction is defined as up.

[0027] Figure 2 This is a three-dimensional representation of the present invention. Figure 2 .

[0028] Figure 3 This is a perspective view of the mounting base of this utility model.

[0029] Figure 4 This is a top view of the mounting base of this utility model (lock mechanism in locked state); in the figure, arrow A represents the rotation direction of the latch; arrow B represents the rotation direction of the lock arm.

[0030] Figure 5 This is a cross-sectional view of the mounting base of this utility model.

[0031] Figure 6 This utility model relates to a three-dimensional tire clamping mechanism. Figure 1 .

[0032] Figure 7 This utility model relates to a three-dimensional tire clamping mechanism. Figure 2 .

[0033] Figure 8 This utility model relates to a three-dimensional tire clamping mechanism. Figure 3 .

[0034] In the diagram, 10 is the aircraft tire clamping device; 110 is the mounting base; 111 is the fixed support arm; 112 is the left sleeve; 113 is the right sleeve; 114 is the slide groove; 115 is the main drive mechanism; 120 is the door lock mechanism; 121 is the door lock drive mechanism; 122 is the left support arm; 122a is the lock arm pivot; 123 is the right support arm; 123a is the opening; 123b is the limiting post; 124 is the lock arm; 124a is the groove; 124b is the inclined plane; 125 is the lock arm drive mechanism; 126 is the latch; 127 is the locking arm. 128. Locking drive mechanism; 139. Mounting plate; 130. Tire clamping mechanism; 131. Sliding platform; 131a. Inclined surface II; 131b. Slider; 132. Pressure plate drive mechanism; 133. Pressure plate bracket; 134. Pressure plate fixing sleeve; 135. Pressure plate support rod; 135a. Limiting hole; 135b. Vibration damper; 135c. Bushing; 135d. Locking bolt; 136. Indexing pin; 137. Arc-shaped pressure plate; 137a. Pressure plate rotating shaft; 140. Lubricating strip; 150. Tire receiving area. Detailed Implementation

[0035] The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0036] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0037] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, if the word "and / or" appears throughout the text, it means including three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0038] like Figures 1-8 As shown, this utility model provides an aircraft tire clamping device 10, including a mounting base 110 connected to a tractor, a door lock mechanism 120 that can move back and forth and is disposed at the front end of the mounting base 110, and a tire pressing mechanism 130 disposed on the mounting base 110 and movable back and forth.

[0039] The mounting base 110 is provided with a main drive mechanism 115 in the middle. A left sleeve 112 and a right sleeve 113 are respectively provided on the left and right sides of the mounting base 110. The left sleeve 112 and the right sleeve 113 are symmetrically arranged. The top surface of the left sleeve 112 and the top surface of the right sleeve 113 are both provided with a sliding groove 114. The two sliding grooves 114 are symmetrically arranged.

[0040] The door lock mechanism 120 includes two door lock drive mechanisms 121 respectively disposed in the left sleeve 112 and the right sleeve 113, a left support arm 122 embedded in the left sleeve and slidable back and forth along the left sleeve under the drive of the door lock drive mechanism 121, a right support arm 123 embedded in the right sleeve and slidable back and forth along the right sleeve under the drive of the door lock drive mechanism 121, a lock arm 124, and a latch 126; one end of the lock arm 124 is rotatably connected to the front end of the left support arm 122 via a lock arm pivot 122a, and the other end of the lock arm 124 is provided with a slot 124a; the front end of the right support arm 123 is provided with a slot 124a. The right support arm 123 has an opening 123a, within which a limiting post 123b is provided. The slot 124a of the locking arm 124 mates with the limiting post 123b. The end of the locking arm 124 with the slot 124a can be inserted into the opening 123a of the right support arm 123, and when inserted, the slot 124a can be fastened to the limiting post 123b. The latch 126 is rotatably disposed at the front end of the right support arm 123. When the locking arm 124 is inserted into the opening 123a of the right support arm 123, the latch 126 can rotate to fasten onto the locking arm 124, thus locking the locking arm 124. The locked state is as follows: Figure 4 As shown.

[0041] Mounting plates 128 are provided at the front ends of the left support arm 122 and the right support arm 123. A locking arm drive mechanism 125 is provided on the mounting plate 128 of the left support arm 122. The locking arm drive mechanism 125 is used to drive the locking arm 124 to rotate around the locking arm pivot 122a. A latch drive mechanism 127 is provided on the mounting plate 128 of the right support arm 123. The latch drive mechanism 127 is used to drive the latch 126 to rotate, thereby controlling the latch 126 to lock or release the locking arm 124.

[0042] The tire clamping mechanism 130 includes a sliding platform 131, two pressure plate drive mechanisms 132, two pressure plate supports 133, two pressure plate support rods 135, and two arc-shaped pressure plates 137. Slider blocks 131b are respectively provided on the left and right sides of the sliding platform 131, and the sliders 131b on both sides of the sliding platform 131 are respectively embedded in two sliding grooves 114. The sliding platform 131 can slide back and forth along the sliding grooves 114 under the drive of the main drive mechanism 115. The two pressure plate drive mechanisms 132 are symmetrically arranged on the sliding platform 131, and the two pressure plate supports 133 are symmetrically and rotatably arranged on the sliding platform 131. The two pressure plate drive mechanisms 132 are respectively used to drive the two pressure plate supports 133 to rotate. Each of the two pressure plate supports 133 is provided with a pressure plate. A fixed sleeve 134 is provided, and a through hole is provided at the top of the side wall of the pressure plate fixing sleeve 134. Two pressure plate support rods 135 are respectively embedded in the two pressure plate fixing sleeves 134. A plurality of limiting holes 135a are evenly provided on the side wall of the pressure plate support rods 135. The pressure plate support rods 135 are fixed to the pressure plate fixing sleeves 134 by indexing pins 136 that pass through the through holes and a certain limiting hole 135a in sequence. A bushing 135c is provided at the top of the pressure plate support rods 135. The arc-shaped pressure plate 137 is rotatably connected to the bushing 135c through a pressure plate rotating shaft 137a. A locking bolt 135d is provided on the bushing 135c. By tightening the locking bolt 135d, its top end abuts against the pressure plate rotating shaft 137a, thereby fixing the angle of the arc-shaped pressure plate 137.

[0043] The front end of the sliding platform 131, the rear end of the locking arm 124, and the space between the two arc-shaped pressure plates form a tire-accommodating area 150 for supporting and securing aircraft tires. The door lock mechanism 120 and the tire clamping mechanism 130 are both adjustable forward and backward. Furthermore, the angle of the pressure plate support rod 135, the height of the arc-shaped pressure plates, and their angles are all adjustable. With five degrees of freedom, the tire-accommodating area 150 can accommodate most types of aircraft tires, greatly expanding the application range of this invention.

[0044] Furthermore, two rearwardly extending fixed support arms 111 are symmetrically arranged on the left and right sides of the mounting base 110, and the fixed support arms 111 are fixedly connected to the tractor.

[0045] Furthermore, the main drive mechanism 115, the door lock drive mechanism 121, the lock arm drive mechanism 125, and the latch drive mechanism 127 are cylinders or hydraulic cylinders, or other linear modules.

[0046] Furthermore, a slope 124b is provided on the rear side of the locking arm 124.

[0047] Furthermore, the sliding platform 131 has an inclined surface 131a on its front side.

[0048] Furthermore, lubricating strips 140 are provided on the outer surfaces of the left support arm 122, the right support arm 123, and the slider 131b to reduce friction; the lubricating strips 140 are made of copper.

[0049] Furthermore, a shock absorber 135b is provided through the top end of the pressure plate support rod 135. The shock absorber 135b is arranged in the front-to-back direction to prevent the arc-shaped pressure plate from rigidly colliding with the pressure plate support rod 135, and also to prevent the pressure plate support rod 135 from rigidly colliding with other structures such as the tractor. The shock absorber 135b is made of rubber.

[0050] The above description is only an optional embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An aircraft tire clamping device (10), characterized in that: It includes a mounting base (110) connected to a tractor, a door lock mechanism (120) movable at the front end of the mounting base (110), and a tire clamping mechanism (130) movable at the front end of the mounting base (110). The tire clamping mechanism (130) includes a sliding platform (131), two pressure plate driving mechanisms (132), two pressure plate supports (133), two pressure plate struts (135), and two arc-shaped pressure plates (137). The two pressure plate driving mechanisms (132) are symmetrically arranged on the sliding platform (131), and the two pressure plate supports (133) are symmetrically and rotatably arranged on the sliding platform (131). The two pressure plate driving mechanisms (132) are respectively used to drive the two pressure plate supports (133) to rotate. Each of the two pressure plate supports (133) is provided with a pressure plate fixing sleeve (134), and the top of the side wall of the pressure plate fixing sleeve (134) is... The end is provided with a through hole; the two pressure plate support rods (135) are respectively embedded in the two pressure plate fixing sleeves (134), and a number of limiting holes (135a) are evenly arranged on the side wall of the pressure plate support rod (135). The pressure plate support rod (135) is fixed to the pressure plate fixing sleeve (134) by an indexing pin (136) that passes through the through hole and a certain limiting hole (135a) in sequence; a bushing (135c) is provided at the top of the pressure plate support rod (135), and the arc-shaped pressure plate (137) is rotatably connected to the bushing (135c) through the pressure plate rotating shaft (137a); a locking bolt (135d) is provided on the bushing (135c).

2. The aircraft tire clamping device (10) according to claim 1, characterized in that: The mounting base (110) has two rearwardly extending fixed arms (111) symmetrically arranged on its left and right sides.

3. An aircraft tire clamping device (10) according to claim 1 or 2, characterized in that: The mounting base (110) is provided with a main drive mechanism (115) in the middle. The left sleeve (112) and the right sleeve (113) are respectively provided on the left and right sides of the mounting base (110). The left sleeve (112) and the right sleeve (113) are symmetrically arranged. The top surface of the left sleeve (112) and the top surface of the right sleeve (113) are both provided with a sliding groove (114). The two sliding grooves (114) are symmetrically arranged.

4. The aircraft tire clamping device (10) according to claim 3, characterized in that: The door lock mechanism (120) includes two door lock drive mechanisms (121) respectively disposed in the left sleeve (112) and the right sleeve (113), a left support arm (122) embedded in the left sleeve and slidable back and forth along the left sleeve under the drive of the door lock drive mechanism (121), a right support arm (123) embedded in the right sleeve and slidable back and forth along the right sleeve under the drive of the door lock drive mechanism (121), a lock arm (124), and a latch (126); one end of the lock arm (124) is rotatably connected to the front end of the left support arm (122) through a lock arm pivot (122a), and the other end of the lock arm (124) is provided with a slot (126). 24a); The front end of the right support arm (123) is provided with an opening (123a), and a limiting post (123b) is provided in the opening (123a). The slot (124a) of the locking arm (124) is matched with the limiting post (123b). The latch (126) is rotatably provided at the front end of the right support arm (123). The front end of the left support arm (122) and the front end of the right support arm (123) are both provided with mounting plates (128). The mounting plate (128) of the left support arm (122) is provided with a locking arm drive mechanism (125), and the mounting plate (128) of the right support arm (123) is provided with a latch drive mechanism (127).

5. The aircraft tire clamping device (10) according to claim 4, characterized in that: The sliding platform (131) is provided with sliders (131b) on the left and right sides respectively. The sliders (131b) on both sides of the sliding platform (131) are respectively embedded in the two grooves (114). The sliding platform (131) can slide back and forth along the grooves (114) under the drive of the main drive mechanism (115).

6. An aircraft tire clamping device (10) according to claim 4 or 5, characterized in that: The main drive mechanism (115), door lock drive mechanism (121), lock arm drive mechanism (125) and latch drive mechanism (127) are cylinders or hydraulic cylinders.

7. The aircraft tire clamping device (10) according to claim 6, characterized in that: The rear side of the locking arm (124) is provided with a ramp (124b).

8. The aircraft tire clamping device (10) according to claim 6, characterized in that: The sliding platform (131) has a second inclined surface (131a) on its front side.

9. The aircraft tire clamping device (10) according to claim 6, characterized in that: Lubricating strips (140) are provided on the outer surfaces of the left support arm (122), the right support arm (123), and the slider (131b).

10. An aircraft tire clamping device (10) according to claim 6, characterized in that: A shock absorber (135b) is provided through the top of the pressure plate support rod (135).

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