A new type of towing bar for aircraft
By designing a new tow bar structure, utilizing omnidirectional rollers for easy movement, fixed pins for stable connection, and buffer springs for load buffering, the fatigue damage problem of existing aircraft tow bars under complex impact forces is solved, achieving convenient, stable, and flexible towing operation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHUHAI SHENGFENG JINGGONG TECH CO LTD
- Filing Date
- 2025-07-15
- Publication Date
- 2026-06-26
AI Technical Summary
Existing aircraft tow bars are prone to fatigue damage when subjected to complex and variable impact forces, and existing buffer devices increase weight or have complex structures, making them inconvenient to operate.
A novel traction rod structure is designed, comprising a fixed outer tube, a traction rod, a buffer spring, omnidirectional rollers, and a fixing pin. The omnidirectional rollers allow for easy movement, the fixing pins provide a stable connection, and the buffer springs buffer load changes, achieving flexible traction and protection.
It improves the ease of movement and connection stability of the tow bar, reduces structural damage, simplifies the operation process, and enhances the flexibility and safety of the tow bar.
Smart Images
Figure CN224409628U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of aircraft tow bar technology, and more specifically, to a novel tow bar for aircraft towing. Background Technology
[0002] An aircraft tow bar is a specialized mechanical device that connects a tow truck to the aircraft's nose landing gear. It is usually made of high-strength alloy materials (such as aluminum alloy and steel) and has sufficient strength and toughness to withstand the tension and torque during towing. In scenarios such as aircraft entering and leaving parking positions, taxiway transfers, and maintenance workshop moves, the tow truck and tow bar work together to enable the aircraft to move on the ground without power, avoiding the need for the aircraft to start its engines and taxi directly, saving fuel consumption, and reducing noise and exhaust pollution.
[0003] During aircraft towing, factors such as the towing vehicle's starting, acceleration, deceleration, braking, and uneven ground conditions subject the tow bar to complex and variable impact forces. This rapidly changing motion inevitably leads to drastic variations in the towing load, causing fatigue effects on the aircraft towing vehicle, tow bar, and nose wheel, and potentially resulting in overload fracture or structural damage to the aircraft. To mitigate the impact of sudden load changes, tow bar towing typically employs buffering devices to smooth the load. There are generally two methods for buffering tow bar towing: one is to design a buffer device on the tow bar itself, such as using rubber pads or hydraulic buffer structures. These designs increase the weight of the tow bar and reduce its strength. The other method is to add a towing buffer device to the towing vehicle. This design is more complex and bulky, making docking with the aircraft more difficult. Utility Model Content
[0004] The main objective of this invention is to provide a novel towing rod for aircraft towing, which can effectively solve the problems in the background art.
[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0006] A novel towing rod for aircraft towing includes a fixed outer tube, with fixed handles fixedly installed on both sides of the right end of the fixed outer tube. A towing rod is movably sleeved inside the fixed outer tube, and buffer springs are movably sleeved on both sides of the towing rod. The buffer springs are located between the fixed outer tube and the towing rod.
[0007] A connecting frame is fixedly installed at the left end of the fixed outer tube, and universal rollers are rotatably installed at both ends of the bottom left side of the connecting frame. Limit blocks are fixedly connected to both the left and right ends of the fixed outer tube.
[0008] Preferably, the traction rod includes a movable inner rod, the left end of which is fixedly connected to a second support block, the right end of which is fixedly connected to a first support block, the right end of which is fixedly connected to a traction ring, the length of the movable inner rod being greater than the length of the fixed outer tube, and movably sleeved inside the fixed outer tube.
[0009] Preferably, there are two buffer springs, which are movably sleeved on both ends of the movable inner rod. The two buffer springs are located between the second support block and the left-end limiting block and between the first support block and the right-end limiting block, respectively.
[0010] Preferably, the connecting frame is U-shaped, and fixing blocks are fixedly installed on both sides of the left end of the connecting frame, with fixing pins provided inside both ends of the fixing blocks.
[0011] Preferably, the outer surface of the fixing pin is threaded and is threadedly installed inside the fixing block.
[0012] Compared with the prior art, the present invention has the following beneficial effects:
[0013] 1. By installing universal rollers at the bottom of the connecting frame, the universal rollers can be moved on the ground by moving the fixed outer tube before and after the traction rod is used, which facilitates the transportation and movement of the traction rod. The structure is simple and improves the convenience of moving the traction rod.
[0014] 2. By setting up a towing ring and a fixed handle, the towing bar can be connected to the towing vehicle using the towing ring, and the towing vehicle can be used to tow the aircraft. The fixed handle makes it easy for the user to push and pull the towing bar. By using both towing vehicle and manual towing methods to tow the aircraft, the flexibility of the towing bar is improved.
[0015] 3. By setting a fixing pin with threads on the outside, the fixing pins at both ends are engaged with the two sides of the aircraft landing gear wheel axle by rotating the fixing pin, making the connection quick and convenient and more stable.
[0016] 4. By installing buffer springs at both ends of the towing rod, the deformation of the buffer springs during the towing process of the towing ring by the towing vehicle buffers the towing process of the fixed outer tube, thus avoiding damage to the towing rod or the aircraft. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0018] Figure 2 For the present utility model Figure 1 Schematic diagram of the structure at point A in the diagram;
[0019] Figure 3 For the present utility model Figure 1 Schematic diagram of the structure at point B in the diagram;
[0020] Figure 4 This is a schematic diagram of the traction rod structure of this utility model;
[0021] Figure 5 For the present utility model Figure 4 A schematic diagram of the decomposed structure at point C.
[0022] The attached diagram is labeled as follows: 1. Fixed outer tube; 2. Traction rod; 3. Buffer spring; 4. Fixed handle; 11. Connecting frame; 12. Universal roller; 13. Fixed block; 14. Fixed pin; 15. Limiting block; 21. Movable inner rod; 22. First support block; 23. Traction ring; 24. Second support block. Detailed Implementation
[0023] To make the technical problems, technical solutions and advantages of this utility model clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.
[0024] As attached Figure 1 To be continued Figure 5 As shown, an embodiment of this utility model provides a novel towing rod for aircraft towing, including a fixed outer tube 1, a towing rod 2 and a buffer spring 3. Fixed handles 4 are fixedly installed on both sides of the right end of the fixed outer tube 1. The towing rod 2 is movably sleeved inside the fixed outer tube 1. The buffer spring 3 is movably sleeved on both sides of the towing rod 2 and is located between the fixed outer tube 1 and the towing rod 2.
[0025] A connecting frame 11 is fixedly installed on the left end of the fixed outer tube 1. Universal rollers 12 are rotatably installed on both ends of the bottom left side of the connecting frame 11. Limiting blocks 15 are fixedly connected to both the left and right ends of the fixed outer tube 1.
[0026] By providing universal rollers 12 at the bottom of the connecting frame 11, the universal rollers 12 can be moved on the ground by moving the fixed outer tube 1 before and after the traction rod is used, thereby facilitating the transportation and movement of the traction rod and improving the convenience of moving the traction rod.
[0027] like Figure 4 As shown, the traction rod 2 includes a movable inner rod 21 and a traction ring 23. The left end of the movable inner rod 21 is fixedly connected to a second support block 24, and the right end of the movable inner rod 21 is fixedly connected to a first support block 22. The right end of the first support block 22 is fixedly connected to the traction ring 23. The length of the movable inner rod 21 is greater than the length of the fixed outer tube 1, and it is movably sleeved inside the fixed outer tube 1.
[0028] By setting up a towing ring 23 and a fixed handle 4, the towing bar can be connected to the towing vehicle using the towing ring 23, and the aircraft can be towed using the towing vehicle. The fixed handle 4 makes it easy for the user to push and pull the towing bar. By using both towing vehicle and manual towing methods to tow the aircraft, the flexibility of using the towing bar is improved.
[0029] There are two buffer springs 3, which are movably sleeved at both ends of the movable inner rod 21. The two buffer springs 3 are located between the second support block 24 and the left end limiting block 15 and between the first support block 22 and the right end limiting block 15, respectively.
[0030] By setting buffer springs 3 at both ends of the movable inner rod 21, the traction ring 23 is buffered during the traction process of the fixed outer tube 1 by the deformation of the buffer springs 3. The buffering can be achieved at both the start and stop, so as to avoid damage to the traction rod or the aircraft.
[0031] The connecting frame 11 is U-shaped, and fixing blocks 13 are fixedly installed on both sides of the left end of the connecting frame 11. Fixing pins 14 are provided inside both ends of the fixing blocks 13.
[0032] The outer surface of the fixing pin 14 is threaded and is threadedly installed inside the fixing block 13.
[0033] By setting a fixing pin 14, which has a thread on its surface, the fixing pin 14 at both ends can be engaged with the two sides of the aircraft landing gear wheel axle by rotating the fixing pin 14. The connection is quick and convenient, and the connection is more stable.
[0034] The working process of this utility model is as follows:
[0035] In use, manually push the fixed handle 4 to make the universal roller 12 roll on the ground and make the connecting frame 11 roll to both ends of the aircraft landing gear wheel axle. By rotating the fixed pin 14, the fixed pins 14 at both ends are engaged with both sides of the aircraft landing gear wheel axle, realizing the quick connection between the tow bar and the aircraft landing gear wheel axle.
[0036] When towing lighter or smaller aircraft at close range, the fixed handle 4 can be pulled manually to achieve towing. When towing heavier or larger aircraft at long distance, the towing ring 23 can be suspended on the towing vehicle, and the aircraft can be towed by the towing vehicle using the towing rod. When the towing vehicle starts or accelerates, the towing vehicle pulls the towing ring 23, causing the movable inner rod 21 to move to the right inside the fixed outer tube 1, causing the buffer spring 3 at the left end to deform, thus achieving buffering between the towing rod 2 and the fixed outer tube 1. When the towing vehicle decelerates or brakes, the aircraft, due to inertia, pushes the fixed outer tube 1 to move to the right on the outer surface of the movable inner rod 21. The buffer spring 3 at the right end deforms, thus achieving buffering between the towing rod 2 and the fixed outer tube 1, protecting the towing rod and the aircraft, and preventing damage to the towing rod and aircraft structure.
[0037] Finally, it should be noted that: the accompanying drawings of the embodiments disclosed in this utility model only involve the structures involved in the embodiments disclosed in this utility model. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this utility model can be combined with each other.
[0038] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A new type of towbar for towing aircraft, comprising a fixed outer tube (1), characterized in that: Fixed handles (4) are fixedly installed on both sides of the right end of the fixed outer tube (1). A traction rod (2) is movably sleeved inside the fixed outer tube (1). A buffer spring (3) is movably sleeved on both sides of the traction rod (2). The buffer spring (3) is located between the fixed outer tube (1) and the traction rod (2). A connecting frame (11) is fixedly installed on the left end of the fixed outer tube (1). Universal rollers (12) are rotatably installed on both ends of the bottom left side of the connecting frame (11). Limit blocks (15) are fixedly connected to both the left and right ends of the fixed outer tube (1).
2. The novel towing bar for aircraft towing according to claim 1, characterized in that: The traction rod (2) includes a movable inner rod (21), the left end of which is fixedly connected to a second support block (24), the right end of which is fixedly connected to a first support block (22), the right end of which is fixedly connected to a traction ring (23), the length of the movable inner rod (21) is greater than the length of the fixed outer tube (1), and it is movably sleeved inside the fixed outer tube (1).
3. A novel towing bar for aircraft towing according to claim 2, characterized in that: There are two buffer springs (3). The two buffer springs (3) are respectively movably sleeved on both ends of the movable inner rod (21). The two buffer springs (3) are respectively located between the second support block (24) and the left end limiting block (15) and between the first support block (22) and the right end limiting block (15).
4. A novel towing bar for aircraft towing according to claim 1, characterized in that: The connecting frame (11) is U-shaped, and fixing blocks (13) are fixedly installed on both sides of the left end of the connecting frame (11). Fixing pins (14) are provided inside both ends of the fixing blocks (13).
5. A novel towing rod for aircraft towing according to claim 4, characterized in that: The outer surface of the fixing pin (14) is threaded and is threadedly installed inside the fixing block (13).