A type of towed aircraft wheel chock

Abstract

This utility model relates to the field of aircraft wheel chock technology, specifically to a towable aircraft wheel chock, comprising a wheel chock body with a lanyard hole in the middle and a chamfer on one side of the bottom. Several rollers are rotatably arranged within the chamfer, with the outer circumference of each roller protruding from the bottom surface of the wheel chock body. A lanyard assembly includes a lanyard passing through the lanyard hole, with a quick-lock buckle at the end of the lanyard. This utility model facilitates convenient and quick movement and handling, saving maintenance personnel physical exertion and improving work efficiency. By adding bearing-bearing rollers to the bottom of the wheel chock body, rolling friction replaces sliding friction, significantly reducing the pulling force required to move the wheel chock. Tests have shown that this can reduce physical exertion by approximately 90%, effectively alleviating the workload of maintenance personnel.

Description

Technical Field

[0001] This utility model relates to the field of aircraft wheel stop technology, specifically to a towable aircraft wheel stop. Background Technology

[0002] Aircraft wheel locks are aviation ground safety devices used to prevent aircraft from moving unexpectedly while parked on the ground due to brake failure, slope slippage, or external forces. They function similarly to wheel chocks in a car parking maneuver, physically preventing wheel rotation and ensuring stable parking. When an aircraft is parked, wheel locks can mitigate various risks: in the event of sudden brake failure, they can immediately fill the braking gap; in sloped parking areas, they counteract the force of gravity to prevent skidding; and in the event of strong crosswinds or interference from ground operations, they stabilize the fuselage to prevent accidental displacement.

[0003] Currently, domestically produced aircraft wheel chocks that comply with the Civil Aviation Administration of China's warning information "MAI-2023-009" are mostly made of high-strength rubber or composite materials, balancing pressure resistance and wear resistance, with each wheel chock weighing 11-16 kg. If an aircraft requires 12 wheel chocks, maintenance personnel must move 132-182 kg of wheel chocks to various wheel positions within a short period. Traditional aircraft wheel chock carrying ropes use a wire binding structure, which has the following technical problems: low production and assembly efficiency, requiring multiple (3-4) wire bindings, which is labor-intensive and time-consuming; poor safety and reliability, as the sharp ends of the wires can easily scratch maintenance personnel; and the connection method is not strong and reliable enough, which may affect the stability of the wheel chock during use.

[0004] Frequent bending over to move equipment can quickly deplete a person's physical strength. Muscle fatigue can lead to distorted movements. Misoperations under excessive fatigue not only threaten the person's own safety but may also cause a chain of risks such as equipment collisions and flight delays, thus creating hidden dangers for aviation safety.

[0005] Balancing the safety and ease of operation of aircraft wheel chocks, reducing the workload of maintenance personnel, and improving work efficiency has become a pressing practical problem that needs to be solved. Utility Model Content

[0006] To address the shortcomings of existing technologies, this utility model provides a towable aircraft wheel chock. To achieve the above objective, the technical solution of this utility model is: a towable aircraft wheel chock, comprising...

[0007] The wheel stop body has a rope through hole in the middle and a wheel stop chamfer on one side of the bottom. Several rollers are rotatably arranged inside the wheel stop chamfer. The outer circle of the rollers is set inside the bottom surface of the wheel stop body and protrudes from the wheel stop chamfer.

[0008] The carrying rope assembly includes a carrying rope passing through the carrying rope through-hole, and the end of the carrying rope is provided with a quick-lock buckle.

[0009] In some embodiments, the angle between the chamfer of the wheel stop and the bottom surface of the wheel stop body is 30 to 60 degrees.

[0010] In some embodiments, the wheel stop chamfer is provided with a plurality of roller mounting grooves, and the rollers are rotatably mounted in the roller mounting grooves.

[0011] In some embodiments, a fixing bolt is provided through one side of the roller mounting groove, and the roller can rotate on the fixing bolt.

[0012] In some embodiments, a bearing is provided at the connection between the roller and the fixing bolt.

[0013] In some embodiments, fluorescent strips are provided on the side walls of the wheel chock body.

[0014] In some embodiments, a ring is provided between the end of the carrying rope and the quick-lock buckle.

[0015] In some implementations, the quick-lock is an M8 quick-lock.

[0016] In some embodiments, the tensile strength of the carrying rope assembly is greater than 200 kg.

[0017] In some embodiments, the carrying rope is made of polypropylene.

[0018] The beneficial effects achieved by this utility model are as follows:

[0019] 1. This utility model is convenient and quick to move and transport, saves the physical exertion of maintenance personnel, and improves work efficiency. By adding a roller with bearings to the bottom of the wheel stop body, rolling friction is used to replace sliding friction, which greatly reduces the pulling force required to move the wheel stop. Tests have shown that it can reduce physical exertion by about 90%, effectively alleviating the workload of maintenance personnel.

[0020] 2. The connection method of the lifting rope in this utility model is reliable and firm. Compared with the traditional iron wire binding structure, the production and assembly efficiency is increased by 90%. The lifting rope is made of polypropylene material and connected with stainless steel safety buckles. It is easy to install and disassemble, and the strength of the accessories meets the usage requirements. The quality is stable, and it avoids the scratch problems that may occur in traditional iron wire binding. It is safer and more reliable and suitable for mass industrial production.

[0021] 3. The roller in this utility model will not affect the normal use of the aircraft wheel stop. The outer circle of the roller is located inside the bottom surface of the wheel stop body and protrudes from the wheel stop chamfer. When the aircraft wheel stop is placed on the tarmac, the roller does not contact the ground, ensuring that the frictional resistance of the aircraft wheel stop when blocking the aircraft is not affected, thus ensuring the safety of the aircraft parking. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0023] Figure 2 This is a schematic diagram of the overall structure of the wheel chock body;

[0024] Figure 3 This is a schematic diagram of the overall structure of the carrying rope assembly;

[0025] Figure 4 This is a schematic diagram showing the connection between the roller and the fixing bolt.

[0026] The markings in the diagram are as follows: 1. Wheel stop body; 2. Lifting rope assembly; 11. Roller mounting groove; 12. Lifting rope through hole; 13. Roller; 14. Fixing bolt; 15. Fluorescent strip; 16. Wheel stop chamfer; 21. Lifting rope; 22. Ring; 23. Quick lock. Detailed Implementation

[0027] To better understand the purpose, structure, and function of this utility model, a towable aircraft wheel stop of this utility model will be described in further detail below with reference to the accompanying drawings.

[0028] like Figures 1 to 4 As shown, a towable aircraft wheel chock includes a wheel chock body 1 and a lifting rope assembly 2. Through reasonable structural design, the wheel chock is easy to move, reliably connected, and does not affect normal use.

[0029] The wheel chock body 1 is made of high-strength rubber or composite materials, balancing pressure resistance and wear resistance, and meets the requirements of the Civil Aviation Warning Information "MAI-2023-009". Its overall shape is adapted to fit the aircraft wheel, with a lanyard through-hole 12 in the center, providing a channel for the installation of the lanyard assembly 2. The lanyard assembly 2 passes through the lanyard through-hole 12, ensuring that the lanyard 21 can be stably connected to the wheel chock body 1, facilitating the application of tension during movement.

[0030] A chamfer 16 is provided on one side of the bottom of the wheel stop body 1, and the angle between the chamfer 16 and the bottom surface of the wheel stop body 1 is 30 to 60 degrees. This angle range was determined through multiple tests. It can ensure that the roller 13 can make smooth contact with the ground when the wheel stop is lifted, and under the action of force decomposition, as the angle between the side of the wheel stop and the ground decreases, the ground and the roller 13 bear more of the weight of the wheel stop, thereby significantly reducing the pulling force required for manual lifting. Tests have shown that it can reduce the pulling force to as little as 10% of the weight of the wheel stop.

[0031] The wheel chock has several roller mounting slots 11 inside, and the rollers 13 are rotatably mounted in the roller mounting slots 11. The roller mounting slots 11 provide a stable mounting space for the rollers 13, preventing the rollers 13 from shaking or shifting during movement. A fixing bolt 14 is installed through one side of the roller mounting slot 11, and the rollers 13 can rotate on the fixing bolts 14. A bearing is provided at the connection between the rollers 13 and the fixing bolts 14. The presence of the bearing makes the rotation of the rollers 13 smoother, converting sliding friction into rolling friction, significantly reducing the pulling force when towing aircraft wheel chocks. Tests have shown that this can reduce physical exertion by about 90%.

[0032] Roller 13 is a pre-fabricated bearing roller 13, whose outer circle is set inside the bottom surface of the wheel stop body 1 and protrudes from the wheel stop chamfer 16. This design ensures that when the aircraft wheel stop is normally placed on the apron, roller 13 does not contact the ground, thus not affecting the frictional resistance when the wheel stop obstructs the aircraft; however, when the aircraft wheel stop is lifted to a certain angle by the lifting rope 21, the outer circle of roller 13 can contact the ground, and the wheel stop can be moved by the rolling of roller 13. The fixing bolts 14 for installing roller 13 are equipped with nuts with anti-loosening function to prevent the formation of FOD foreign objects on the apron, ensuring the safety of the apron environment.

[0033] Fluorescent strips 15 are provided on the side walls of the wheel chock body 1. The fluorescent strips 15 can emit obvious fluorescence in low light conditions, which makes it easy for maintenance personnel to quickly identify the position of the wheel chock at night or in low light conditions, thereby improving the safety and efficiency of operation.

[0034] The carrying rope assembly 2 includes a carrying rope 21 passing through the carrying rope through hole 12. The carrying rope 21 is made of polypropylene material, which has high strength and wear resistance, and can meet the force requirements during the movement of the wheel chock. A quick-lock buckle 23 is provided at the end of the carrying rope 21, and a ring 22 is provided between the end of the carrying rope 21 and the quick-lock buckle 23. The ring 22 is made of 304 stainless steel, which increases the stability and reliability of the connection between the carrying rope 21 and the quick-lock buckle 23.

[0035] The quick-lock buckle 23 is an M8 quick-lock buckle, which can withstand a tensile force of over 200 kg. The lifting rope 21, with its professionally sewn and plastic-sealed ends, can theoretically withstand a tensile force of 200 kg, making the entire lifting rope assembly 2 have a tensile strength greater than 200 kg, fully meeting the requirements for aircraft wheel chocks (generally weighing 11-16 kg). During assembly, the lifting rope 21 with stainless steel rings 22 is first inserted into the lifting rope through-hole 12 of the wheel chock body 1. Then, the stainless steel rings 22 at both ends of the rope are connected using the M8 quick-lock buckle to complete the assembly. Compared to the traditional wire binding structure, this connection method is easier to install and disassemble, increases production assembly efficiency by 90%, and avoids potential scratches from sharp wire ends, making it safer and more reliable, suitable for mass industrial production.

[0036] The use of towable aircraft wheel chocks fully leverages their structural design advantages, effectively reducing the workload of maintenance personnel. The specific steps are as follows:

[0037] First, let's discuss the retrieval and movement of the aircraft wheel chocks. Once maintenance personnel arrive at the wheel chock storage location, they don't need to bend over to carry them; they simply lift the wheel chock using the lifting rope 21 in the lifting rope assembly 2. Because the lifting rope 21 is made of polypropylene and securely connected to the 304 stainless steel ring 22 via an M8 quick-lock, its tensile strength exceeds 200 kg, easily supporting the wheel chock's weight of 11-16 kg. When the wheel chock is lifted to a certain angle, the outer circle of the roller 13 within the wheel chock's chamfer 16 contacts the ground. At this point, with the help of the bearing within the roller 13, the wheel chock moves by rolling friction. Maintenance personnel only need to apply a pulling force of about 10% of the wheel chock's weight to easily drag it towards the aircraft wheel position. In nighttime or low-light conditions, the fluorescent strip 15 on the side wall of the wheel chock body 1 will emit fluorescence, facilitating precise control of the wheel chock's movement path.

[0038] Next is the placement of the wheel chocks. Once the wheel chocks are towed to a suitable position next to the aircraft wheels, the maintenance personnel slowly lower them. As the angle between the wheel chocks and the ground gradually increases, the outer circumference of roller 13 gradually detaches from the ground, and the bottom surface of the wheel chock body 1 contacts the ground. Because the outer circumference of roller 13 is located within the bottom surface of the wheel chock body 1, the wheel chock achieves stable placement through friction between its own bottom surface and the ground. This effectively resists risks such as aircraft brake failure, bank slippage, and strong crosswinds, ensuring safe aircraft parking.

[0039] After the aircraft is parked, the wheel chocks need to be removed, and the procedure is similar to the movement before placement. Maintenance personnel lift the wheel chocks using the lifting rope 21, bringing the rollers 13 back into contact with the ground, dragging the wheel chocks to the storage point, and then lowering them to complete the storage. Throughout the process, there is no need for frequent bending over to move them, and the quick-locking design 23 of the lifting rope assembly 2 avoids the cumbersome operation of traditional wire binding, significantly improving the efficiency of retrieving and placing wheel chocks while reducing the risk of operational errors due to physical exhaustion.

[0040] It is understood that this utility model has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of this utility model. Furthermore, under the teachings of this utility model, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of this utility model.

Claims

1. A towable aircraft wheel chock, characterized in that: include The wheel stop body (1) has a rope through hole (12) in the middle and a wheel stop chamfer (16) on one side of the bottom. Several rollers (13) are rotatably arranged inside the wheel stop chamfer (16). The outer circle of the rollers (13) is arranged inside the bottom surface of the wheel stop body (1) and protrudes from the wheel stop chamfer (16). The carrying rope assembly (2) includes a carrying rope (21) passing through the carrying rope through hole (12), and the end of the carrying rope (21) is provided with a quick lock (23).

2. The towable aircraft wheel chock according to claim 1, characterized in that: The angle between the chamfer (16) of the wheel stop and the bottom surface of the wheel stop body (1) is 30 to 60 degrees.

3. A towable aircraft wheel chock according to claim 1, characterized in that: The wheel stop chamfer (16) is provided with a plurality of roller mounting grooves (11), and the rollers (13) are rotatably mounted in the roller mounting grooves (11).

4. A towable aircraft wheel chock according to claim 3, characterized in that: A fixing bolt (14) is provided through one side of the roller mounting groove (11), and the roller (13) can rotate on the fixing bolt (14).

5. A towable aircraft wheel chock according to claim 4, characterized in that: A bearing is provided at the connection between the roller (13) and the fixing bolt (14).

6. A towable aircraft wheel chock according to claim 1, characterized in that: Fluorescent strips (15) are provided on the side walls of the wheel stop body (1).

7. A towable aircraft wheel chock according to claim 1, characterized in that: A ring (22) is provided between the end of the carrying rope (21) and the quick lock (23).

8. A towable aircraft wheel chock according to claim 1, characterized in that: The quick-lock (23) is an M8 quick-lock.

9. A towable aircraft wheel chock according to claim 1, characterized in that: The tensile strength of the lifting rope assembly (2) is greater than 200 kg.

10. A towable aircraft wheel chock according to claim 1, characterized in that: The carrying rope (21) is made of polypropylene.

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