Airplane inflation pressure detection device

Abstract

The utility model relates to the technical field of airplane inflation pressure detection, and discloses an airplane inflation pressure detection device which comprises an air inlet nozzle and an input connector, one end of the side face of the air inlet nozzle is provided with threads, the inner wall of the side, close to the air inlet nozzle, of the input connector is provided with threads, and the air inlet nozzle and the input connector are in threaded connection through the threads. The input connector is fixedly connected with a primary air filtering structure, the primary air filtering structure is fixedly connected with a control valve through a connecting guide pipe, the top of the control valve is fixedly provided with a first pressure sensor, and the side face of the control valve is fixedly connected with a first output branch pipe and a second output branch pipe; the safety valve is arranged at the other end of the first output branch pipe, when the inflation pressure exceeds the preset safety pressure, the safety valve can be automatically opened for exhausting, and the situation that due to the fact that the pressure is too high, aircraft parts are damaged and even danger occurs is prevented.

Description

Technical Field

[0001] This utility model relates to the field of aircraft inflation and pressure testing technology, specifically an aircraft inflation and pressure testing device. Background Technology

[0002] During the routine maintenance and operational preparation of an aircraft, many components rely on appropriate air pressure to ensure performance and safety. For example, the air pressure of aircraft tires needs to be precisely maintained within the specified range. If the air pressure is too high, the contact area between the tire and the ground will decrease, reducing grip and making it difficult to control during takeoff and landing. It may even lead to tire blowout, endangering flight safety. If the air pressure is too low, it will increase tire wear, reduce service life, and increase the aircraft's taxiing drag, affecting takeoff and landing efficiency. Similarly, for the accumulators in the aircraft's hydraulic system, appropriate air pressure can ensure a stable supply of hydraulic oil and maintain stable hydraulic system pressure. If the air pressure is abnormal, it will cause the hydraulic system to work unstably, affecting the normal extension and retraction of critical components such as aircraft flaps and landing gear.

[0003] Traditional aircraft inflation methods often employ manual air pumps or simple inflation devices. Manual air pumps are extremely inefficient and difficult to precisely control the inflation volume, easily leading to excessively high or low pressure. While simple inflation devices improve efficiency to some extent, they still have significant shortcomings in pressure control accuracy. In terms of air pressure detection, in the past, manual measurement using simple barometers was relied upon. This method is not only inefficient, but the measurement results are also easily affected by human factors, such as reading errors and inaccurate measurement positions, which cannot meet the high-precision air pressure detection requirements of modern aircraft.

[0004] With the rapid development of aviation technology, the performance and safety requirements of aircraft are constantly increasing. The complexity of modern aircraft has increased significantly, which has put forward higher standards for the air pressure control accuracy of various components. For example, aircraft components made of new composite materials are more sensitive to changes in air pressure. Even a small air pressure deviation may affect their structural integrity and performance. In addition, the aviation industry has also put forward new requirements for the maintenance efficiency of aircraft. Traditional air pressure testing methods are no longer able to meet the needs of large-scale and high-efficiency aviation operations due to their low efficiency and poor accuracy.

[0005] Traditional inflation pressure testing methods mainly rely on manual measurement using simple air gauges. Due to the uncertainties of manual operation, such as the angle of the line of sight and estimation when taking the reading, large errors can occur. During the inflation process, the operator's experience is also relied upon to determine whether to stop inflation, making it difficult to guarantee that the required pressure can be achieved every time. Manual air pumps are slow to inflate, and for components that require more air, such as large aircraft tires, the inflation time can be very long. Moreover, only one component can be operated at a time, and the testing process requires manual reading and judgment for each component, making it impossible to operate multiple components simultaneously. Therefore, we have proposed an aircraft inflation pressure testing device. Utility Model Content

[0006] (a) Technical problems to be solved

[0007] To address the shortcomings of existing technologies, this invention provides an aircraft inflation and pressure testing device, which solves the aforementioned problems.

[0008] (II) Technical Solution

[0009] To achieve the above-mentioned objectives, this utility model provides the following technical solution: an aircraft inflation and pressure testing device, comprising an air inlet and an input connector. One end of the side of the air inlet is threaded, and the inner wall of the input connector near the air inlet is threaded. The air inlet and the input connector are connected by a threaded connection. A preliminary air filter structure is fixedly connected to the input connector. A control valve is fixedly connected to the preliminary air filter structure via a connecting conduit. A first pressure sensor is fixedly installed on the top of the control valve. A first output branch and a second output branch are fixedly connected to the side of the control valve. A first control structure is provided at the other end of the first output branch. A first solenoid valve is fixedly connected to the other side of the first control structure via a connecting conduit. A first output structure is provided on the side of the first solenoid valve. A second control structure is provided at the other end of the second output branch. A second solenoid valve is fixedly connected to the other side of the second control structure via a connecting conduit. A second output structure is provided on the side of the second solenoid valve.

[0010] Preferably, the preliminary air filtration structure includes a first air filter and an air filter screen. One side of the first air filter is fixedly connected to the input connector, and multiple sets of parallel air filter screens are fixedly installed inside the first air filter.

[0011] Preferably, the first control structure includes a first pressure reducing valve, a first safety valve, and a first safety valve handle. One side of the first pressure reducing valve is fixedly connected to a first output branch pipe, and the other side of the first pressure reducing valve is fixedly connected to a first safety valve via a connecting conduit. A first safety valve handle is rotatably mounted on the top of the first safety valve, and an air outlet is provided on the side of the first safety valve.

[0012] Preferably, the first output structure includes a second pressure sensor, a second air filter, and a first output connector. One side of the second pressure sensor is fixedly connected to the side of the first solenoid valve via a connecting conduit. The other side of the second pressure sensor is fixedly connected to the second air filter via a connecting conduit, and the other side of the second air filter is fixedly connected to the first output connector.

[0013] Preferably, the second control structure includes a second pressure reducing valve, a second safety valve, and a second safety valve handle. One side of the second pressure reducing valve is fixedly connected to the second output branch pipe, and the other side of the second pressure reducing valve is fixedly connected to the second safety valve through a connecting conduit. The top of the second safety valve is rotatably mounted with the second safety valve handle, and the side of the second safety valve is provided with an air outlet.

[0014] Preferably, the second output structure includes a third pressure sensor, a third air filter, and a second output connector. One side of the third pressure sensor is fixedly connected to the side of the second solenoid valve via a connecting conduit. The other side of the third pressure sensor is fixedly connected to the third air filter via a connecting conduit, and the other side of the third air filter is fixedly connected to the second output connector.

[0015] (III) Beneficial Effects

[0016] Compared with the prior art, this utility model provides an aircraft inflation and pressure testing device, which has the following advantages:

[0017] 1. This aircraft inflation pressure testing device features sensors capable of accurately measuring air pressure with an error range controlled within an extremely small interval. Data is transmitted electronically, avoiding visual errors caused by manual readings. Furthermore, the device's control system can perform precise inflation operations based on preset pressure values, automatically stopping inflation when the set pressure is reached, ensuring that the inflation pressure accurately meets the requirements of aircraft components each time.

[0018] 2. The aircraft inflation and pressure testing device allows the air flow rate to be adjusted by the flow control element inside the device, enabling it to quickly complete the inflation task. It can complete the inflation process of a tire from completely deflated to standard pressure in a short time and complete the pressure test.

[0019] 3. The aircraft inflation pressure detection device is equipped with a safety valve. When the inflation pressure exceeds the preset safety pressure, the safety valve will automatically open to release the air, preventing damage to aircraft components or even danger caused by excessive pressure. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the first solenoid valve of this utility model;

[0022] Figure 3 This is a schematic diagram of the third air filter of this utility model;

[0023] Figure 4 This is a cross-sectional schematic diagram of the first air filter of this utility model.

[0024] In the diagram: 1. Air inlet; 2. Input connector; 3. First air filter; 4. Air filter screen; 5. Control valve; 6. First pressure sensor; 7. First output branch pipe; 8. First pressure reducing valve; 9. First safety valve; 10. First safety valve handle; 11. First solenoid valve; 12. Second pressure sensor; 13. Second air filter; 14. First output connector; 15. Second output branch pipe; 16. Second pressure reducing valve; 17. Second safety valve; 18. Second safety valve handle; 19. Second solenoid valve; 20. Third pressure sensor; 21. Third air filter; 22. Second output connector; 23. Connecting conduit. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] Please see Figure 1-4 An aircraft inflation and pressure testing device includes an air inlet 1 and an input connector 2. The air inlet 1 has a threaded end on one side, and the input connector 2 has a threaded inner wall near the air inlet 1. The air inlet 1 and the input connector 2 are connected by the threads. A preliminary air filter structure is fixedly connected to the input connector 2. A control valve 5 is fixedly connected to the preliminary air filter structure via a connecting conduit 23. A first pressure sensor 6 is fixedly installed on the top of the control valve 5. A first output branch pipe 7 and a second output branch pipe 15 are fixedly connected to the side of the control valve 5. A first control structure is provided at the other end of the first output branch pipe 7. A first solenoid valve 11 is fixedly connected to the other side of the first control structure via the connecting conduit 23. A first output structure is provided on the side of the first solenoid valve 11. A second control structure is provided at the other end of the second output branch pipe 15. A second solenoid valve 19 is fixedly connected to the other side of the second control structure via the connecting conduit 23. A second output structure is provided on the side of the second solenoid valve 19.

[0027] Furthermore, the preliminary air filtration structure includes a first air filter 3 and an air filter screen 4. One side of the first air filter 3 is fixedly connected to the input connector 2. Multiple sets of parallel air filter screens 4 are fixedly installed inside the first air filter 3. The air filter screens 4 inside the first air filter 3 perform preliminary filtration of the gas and remove impurities.

[0028] Furthermore, the first control structure includes a first pressure reducing valve 8, a first safety valve 9, and a first safety valve handle 10. One side of the first pressure reducing valve 8 is fixedly connected to the first output branch pipe 7, and the other side of the first pressure reducing valve 8 is fixedly connected to the first safety valve 9 through a connecting conduit 23. The first safety valve handle 10 is rotatably mounted on the top of the first safety valve 9, and an air outlet is provided on the side of the first safety valve 9. Gas passes through the first pressure reducing valve 8 and the first safety valve 9. The first pressure reducing valve 8 adjusts the gas pressure, and the first safety valve 9 automatically releases gas when the pressure exceeds the preset safety value. The first safety valve handle 10 can be rotated for manual adjustment.

[0029] Furthermore, the first output structure includes a second pressure sensor 12, a second air filter 13, and a first output connector 14. One side of the second pressure sensor 12 is fixedly connected to the side of the first solenoid valve 11 via a connecting conduit 23, and the other side of the second pressure sensor 12 is fixedly connected to the second air filter 13 via the connecting conduit 23. The other side of the second air filter 13 is fixedly connected to the first output connector 14. The second pressure sensor 12 monitors the pressure in real time, the second air filter 13 filters the pressure again, and finally the pressure is output to the aircraft components for inflation or testing via the first output connector 14.

[0030] Furthermore, the second control structure includes a second pressure reducing valve 16, a second safety valve 17, and a second safety valve handle 18. One side of the second pressure reducing valve 16 is fixedly connected to the second output branch pipe 15, and the other side of the second pressure reducing valve 16 is fixedly connected to the second safety valve 17 through a connecting conduit 23. The second safety valve handle 18 is rotatably mounted on the top of the second safety valve 17, and an outlet is provided on the side of the second safety valve 17. Gas first passes through the second pressure reducing valve 16 and the second safety valve 17, and its function is similar to that of the first control structure.

[0031] Furthermore, the second output structure includes a third pressure sensor 20, a third air filter 21, and a second output connector 22. One side of the third pressure sensor 20 is fixedly connected to the side of the second solenoid valve 19 via a connecting conduit 23, and the other side of the third pressure sensor 20 is fixedly connected to the third air filter 21 via the connecting conduit 23. The other side of the third air filter 21 is fixedly connected to the second output connector 22. The third pressure sensor 20 monitors the pressure, the third air filter 21 filters the pressure, and finally the pressure is output through the second output connector 22 for corresponding operation.

[0032] Working principle: When the aircraft air pressure testing device is working, an external air source is connected to the air inlet 1, and the gas enters through the input connector 2. First, the air filter screen 4 in the first air filter 3 pre-filters the gas to remove impurities. Then, the gas reaches the control valve 5, where the first pressure sensor 6 monitors the pressure in real time. The gas is then split into the first output branch pipe 7 and the second output branch pipe 15. In the first output branch pipe 7, the gas first passes through the first pressure reducing valve 8 and the first safety valve 9. The first pressure reducing valve 8 regulates the gas pressure, and the first safety valve 9 automatically vents when the pressure exceeds the preset safety value. The first safety valve can be manually adjusted by rotating the first safety valve handle 10. After that, the gas passes through the first solenoid valve 11 and then enters the second pressure sensor 12, the first... The second air filter 13 and the second pressure sensor 12 monitor the pressure in real time. The second air filter 13 filters the air again, and the air is finally output to the aircraft components for inflation or testing through the first output connector 14. In the second output branch pipe 15, the gas first passes through the second pressure reducing valve 16 and the second safety valve 17, which have similar functions to the first control structure. Then, it enters the third pressure sensor 20 and the third air filter 21 through the second solenoid valve 19. The third pressure sensor 20 monitors the pressure, the third air filter 21 filters the air, and finally the gas is output through the second output connector 22 for corresponding operations. Throughout the process, the coordinated work of each component enables precise inflation and pressure detection of the aircraft components, ensuring the safe and stable operation of the aircraft components.

[0033] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An aircraft air inflation and pressure testing device, comprising an air inlet (1) and an input connector (2), characterized in that: The air inlet (1) has a thread on one side, and the input connector (2) has a thread on the inner wall near the air inlet (1). The air inlet (1) and the input connector (2) are connected by the thread. The input connector (2) is fixedly connected to a preliminary air filter structure. The preliminary air filter structure is fixedly connected to a control valve (5) through a connecting conduit (23). A first pressure sensor (6) is fixedly installed on the top of the control valve (5). A first output branch pipe (7) and a second output branch pipe (15) are fixedly connected to the side of the control valve (5). A first control structure is provided at the other end of the first output branch pipe (7). A first solenoid valve (11) is fixedly connected to the other side of the first control structure through a connecting conduit (23). A first output structure is provided on the side of the first solenoid valve (11). A second control structure is provided at the other end of the second output branch pipe (15). A second solenoid valve (19) is fixedly connected to the other side of the second control structure through a connecting conduit (23). A second output structure is provided on the side of the second solenoid valve (19).

2. The aircraft inflation and pressure testing device according to claim 1, characterized in that: The preliminary air filtration structure includes a first air filter (3) and an air filter screen (4). One side of the first air filter (3) is fixedly connected to the input connector (2). Multiple sets of parallel air filter screens (4) are fixedly installed inside the first air filter (3).

3. The aircraft inflation and pressure testing device according to claim 2, characterized in that: The first control structure includes a first pressure reducing valve (8), a first safety valve (9), and a first safety valve handle (10). One side of the first pressure reducing valve (8) is fixedly connected to the first output branch pipe (7), and the other side of the first pressure reducing valve (8) is fixedly connected to the first safety valve (9) through a connecting conduit (23). The first safety valve handle (10) is rotatably installed on the top of the first safety valve (9), and an air outlet is provided on the side of the first safety valve (9).

4. The aircraft inflation and pressure testing device according to claim 1, characterized in that: The first output structure includes a second pressure sensor (12), a second air filter (13), and a first output connector (14). One side of the second pressure sensor (12) is fixedly connected to the side of the first solenoid valve (11) via a connecting conduit (23). The other side of the second pressure sensor (12) is fixedly connected to the second air filter (13) via a connecting conduit (23). The other side of the second air filter (13) is fixedly connected to the first output connector (14).

5. The aircraft inflation and pressure testing device according to claim 1, characterized in that: The second control structure includes a second pressure reducing valve (16), a second safety valve (17), and a second safety valve handle (18). One side of the second pressure reducing valve (16) is fixedly connected to the second output branch pipe (15). The other side of the second pressure reducing valve (16) is fixedly connected to the second safety valve (17) through a connecting conduit (23). The second safety valve handle (18) is rotatably installed on the top of the second safety valve (17). An air outlet is provided on the side of the second safety valve (17).

6. The aircraft inflation and pressure testing device according to claim 1, characterized in that: The second output structure includes a third pressure sensor (20), a third air filter (21), and a second output connector (22). One side of the third pressure sensor (20) is fixedly connected to the side of the second solenoid valve (19) via a connecting conduit (23). The other side of the third pressure sensor (20) is fixedly connected to the third air filter (21) via a connecting conduit (23). The other side of the third air filter (21) is fixedly connected to the second output connector (22).

Images