Aircraft towbar with center of gravity adjustment function

Abstract

The utility model relates to the technical field of aircraft tow bar, disclose a kind of aircraft tow bar with gravity center adjusting function, including pole body, pole body one end is connected with buffer mechanism, buffer mechanism both sides are connected with tow handle and are arranged, the one end of buffer mechanism is connected with tow ring and is arranged away from pole body, pole body other end is connected with load protection mechanism and is arranged, pole body one end is connected with pulley connecting unit and is arranged.The utility model is mainly used in the no-load state of tow bar by tow bar walking mechanism, can be divided into two kinds of state, namely no-load manual towing and no-load vehicle towing, and the position of moving wheel can be adjusted by quick-release pin, further meet the use effect, the buffer spring in buffer mechanism absorbs the excess impact energy when starting and stopping, and releases after the impact energy is weakened, so that energy impact becomes more gentle energy fluctuation, which can reduce the impact load received by other components.

Description

Technical Field

[0001] This utility model relates to the field of aircraft tow bar technology, specifically an aircraft tow bar with a center of gravity adjustment function. Background Technology

[0002] Aircraft tow bar is a specialized device used to connect an aircraft to a towing vehicle. Through buffering and shock absorption design, it ensures that the towing vehicle reduces impact when moving the aircraft. The tow bar is made of high-strength alloy steel, with small wheels at both ends for easy operation by maintenance personnel. It has a buffer device and shear pin in the middle, which can absorb impact force and prevent damage to components during towing.

[0003] Currently, the position of the small wheel on the tow bar is mostly fixed. When the vehicle is unloaded, the height when the tow bar is connected cannot meet the height requirements when manually pulling, making it difficult to pull. Moreover, the buffer structure located in the middle mostly reduces the impact force during traction through hydraulic systems or mechanical structures, making the structure relatively complex. Utility Model Content

[0004] The purpose of this invention is to provide an aircraft tow bar with a center of gravity adjustment function to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: It includes a rod body, a buffer mechanism connected to one end of the rod body, traction handles connected to both sides of the buffer mechanism, a traction ring connected to the end of the buffer mechanism away from the rod body, a load-limiting protection mechanism connected to the other end of the rod body, a pulley connecting unit connected to one end of the rod body, a movable wheel connected to the bottom end of the pulley connecting unit, and a support rod connected to the bottom end of the buffer mechanism.

[0006] Preferably, the buffer mechanism includes a connecting pipe fitting, one end of which is connected to a connecting end, a flange is connected to one side of the connecting end, a buffer rod is slidably mounted on one side of the flange, one end of the buffer rod is connected to a traction ring, the other end extends into the connecting pipe fitting and is connected to a nut, two retaining rings are connected to the two ends of the buffer rod located inside the connecting pipe fitting, and a buffer spring is connected between the retaining rings.

[0007] Preferably, a washer is provided between the nut and the retaining ring, and a cotter pin is provided at the end of the buffer rod near the nut.

[0008] Preferably, the pulley connecting unit includes a rod frame connected to one end of the rod body, a quick-release pin is provided through the top of the rod frame, a connecting shaft is connected to the bottom of the rod frame, the two ends of the connecting shaft are connected to the movable wheel, and pin holes are opened at the middle and tail ends of the rod body corresponding to the quick-release pin.

[0009] Preferably, the load limiting protection mechanism includes a double-eared connector fixedly installed at one end of the rod body, and a single-eared connector that slides inside the double-eared connector. A safety pin and a rotating shaft are provided through one side of the double-eared connector and the single-eared connector. A traction connector is connected to the tail end of the double-eared connector, and a positioning pin is connected to one side of the traction connector.

[0010] Preferably, a strip-shaped hole is provided on one side of the single-ear connector corresponding to the rotating shaft.

[0011] Preferably, the bottom of the support rod is equipped with a polyurethane shock-absorbing pad.

[0012] In summary, this application includes the following beneficial technical effects:

[0013] The tow bar walking mechanism is mainly used in the tow bar unloaded state. It can be used in two states: unloaded manual towing and unloaded vehicle towing. The position of the moving wheel can be adjusted by quick-release pins to further meet the usage requirements. The buffer spring in the buffer mechanism absorbs excess impact energy during start-up and stop, and releases it after the impact energy weakens, so that the energy impact is transformed into a smoother energy fluctuation, which can reduce the impact load received by other components. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of an aircraft tow bar with center of gravity adjustment function in manual towing mode according to the present invention;

[0015] Figure 2 This is a schematic diagram of an aircraft tow bar and vehicle traction structure with center of gravity adjustment function according to the present invention.

[0016] Figure 3 This is a schematic diagram of the buffer mechanism in an aircraft tow bar with center of gravity adjustment function according to the present invention.

[0017] Figure 4 This is a schematic diagram of the pulley connection unit in an aircraft tow bar with center of gravity adjustment function according to the present invention.

[0018] Figure 5 This is a structural schematic diagram of a load-limiting protection mechanism in an aircraft tow bar with a center of gravity adjustment function, according to the present invention.

[0019] In the diagram: 1. Rod; 2. Buffer mechanism; 21. Connecting pipe fitting; 22. Connecting end; 23. Flange; 24. Buffer rod; 25. Nut; 26. Retaining ring; 27. Buffer spring; 3. Traction handle; 4. Traction ring; 5. Pulley connection unit; 51. Rod frame; 52. Quick release pin; 53. Connecting shaft; 6. Moving wheel; 7. Load limiting protection mechanism; 71. Double-ear connector; 72. Single-ear connector; 73. Safety pin; 74. Rotating shaft; 75. Traction connector; 76. Positioning pin; 8. Support rod; 9. Washer; 10. Cotter pin; 11. Pin hole. Detailed Implementation

[0020] 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.

[0021] Please see Figure 1-5 The present invention provides a technical solution comprising: a rod body 1, a buffer mechanism 2 connected to one end of the rod body 1, traction handles 3 connected to both sides of the buffer mechanism 2, a traction ring 4 connected to the end of the buffer mechanism 2 away from the rod body 1, a load-limiting protection mechanism 7 connected to the other end of the rod body 1, a pulley connecting unit 5 connected to one end of the rod body 1, a movable wheel 6 connected to the bottom end of the pulley connecting unit 5, and a support rod 8 connected to the bottom end of the buffer mechanism 2;

[0022] Reference Figure 3As shown, the buffer mechanism 2 includes a connecting pipe 21. One end of the connecting pipe 21 is connected to a connecting end 22, and a flange 23 is connected to one side of the connecting end 22. A buffer rod 24 is slidably mounted on one side of the flange 23. One end of the buffer rod 24 is connected to a traction ring 4, and the other end extends into the connecting pipe 21 and is connected to a nut 25. Two retaining rings 26 are connected to the two ends of the buffer rod 24 inside the connecting pipe 21, and a buffer spring 27 is connected between the retaining rings 26. The diameter of the end of the buffer rod 24 outside the connecting pipe 21 is larger than the diameter of the hole inside the retaining ring 26, so that when the buffer rod 24 slides into the connecting pipe 21, it can squeeze and push the retaining ring 26. The inner diameter of one end of the connecting pipe 21 is smaller than the outer diameter of the other retaining ring 26, thus creating a limit. When the tractor connects to the aircraft's towing wheel through this device and starts, the buffer rod 24 slides forward on the connecting pipe 21, thereby squeezing the retaining ring 26 on one side through the nut 25, thus compressing the buffer spring 27 and providing buffering. When stopping, the buffer rod 24 moves relatively inward into the connecting pipe 21, so that the end of the buffer rod 24 pushes the retaining ring 26 on one side, compressing the buffer spring 27. The buffer spring 27 absorbs excess impact energy during starting and stopping, and releases it after the impact energy weakens, transforming the energy impact into a smoother energy fluctuation. The spring compression force is linearly related to the deformation, and it deforms instantaneously when subjected to external force, which can reduce the impact load received by other components.

[0023] A washer 9 is provided between the nut 25 and the retaining ring 26 for protection. A cotter pin 10 is provided at the end of the buffer rod 24 near the nut 25 to prevent the nut 25 from loosening due to vibration.

[0024] Reference Figure 4 As shown, the pulley connection unit 5 includes a rod frame 51 connected to one end of the rod body 1. A quick-release pin 52 is provided through the top of the rod frame 51, and a connecting shaft 53 is connected to the bottom of the rod frame 51. Both ends of the connecting shaft 53 are connected to the movable wheel 6. The middle and tail ends of the rod body 1 have pin holes 11 corresponding to the quick-release pin 52. The rod body 1 is slidably connected to the rod body 1. The rod body 1 can be slid to the corresponding position 11 and then fixed by connecting the rod body 52. ​​The position can be adjusted quickly and easily. The movable wheel 6 is made of high-quality polyurethane material, which is wear-resistant, water-resistant, and has strong adaptability to various road surfaces.

[0025] Reference Figure 5As shown, the load limiting protection mechanism 7 includes a double-eared connector 71 fixedly installed at one end of the rod body 1. A single-eared connector 72 slides inside the double-eared connector 71. A safety pin 73 and a rotating shaft 74 are provided through one side of the double-eared connector 71 and the single-eared connector 72. A traction connector 75 is connected to the tail end of the double-eared connector 71. A positioning pin 76 is connected to one side of the traction connector 75. A strip hole is opened on one side of the single-eared connector 72 corresponding to the rotating shaft 74. An arc groove is machined at each of the two joints of the single-eared connector 72 and the double-eared connector 71. When the safety pin 73 is subjected to overload shearing force, it is easier to cut off the safety pin 73 from the arc groove position. The safety pin 73 can be cut off before the axial load reaches the limit traction load, ensuring that the safety pin 73 is cut off first when an overload that may endanger the safety of the aircraft occurs, stopping the traction work, so as to protect the aircraft and other tow rod components and avoid accidents due to overload. After the safety pin 73 is cut off, the shaft 74 can slide in the slot, ensuring that the traction joint 75 can still be connected to the double-ear joint 71 through the single-ear joint 72, but the traction work cannot continue.

[0026] The bottom of support rod 8 is equipped with a polyurethane shock-absorbing pad, which can effectively protect the epoxy floor of the hangar and prevent damage caused by metal impacts. The polyurethane shock-absorbing pad can provide a higher coefficient of friction, improving the stability of parking during storage and daily parking.

[0027] The implementation principle of this application is as follows: When using this utility model, during manual traction, two people lift the traction handle 3 or one person lifts the traction ring 4 to a height of 800mm. At this time, the traction joint 75 is about 80mm off the ground. Figure 1 As shown, during vehicle towing, except for the movable wheel 6, the minimum ground clearance of all components is approximately 80mm, preventing collisions with the ground, ditches, or embankments. Before towing the aircraft, one person pulls out the quick-release pin 52 on the pulley frame to fix the movable wheel 6, while another person pushes the towing rod 1 to move. When the pulley frame 6 is in the middle of the rod, the rod frame 51 is fixed to the middle of the rod 1 using the quick-release pin 52 through the pin hole 11, thus fixing the pulley frame to the rod 1. At this point, the center of gravity is close to the movable wheel, and the towing connector is higher than the aircraft towing interface. According to the torque equation, only a small downward pressure is needed to gently press down on the towing connector to lift the support rod off the ground, thus moving the towing rod to complete the connection with the aircraft. The insertion hole of the towing connector 75 is aligned with the round hole of the aircraft towing interface using the positioning pin 76, and the positioning pin is passed through the round hole to complete the connection. The towing ring 4 is then connected to the towing vehicle for towing.

[0028] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0029] 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 towbar with a center of gravity adjustment function, comprising a bar body (1), characterized in that: A buffer mechanism (2) is connected to one end of the rod (1), and traction handles (3) are connected to both sides of the buffer mechanism (2). A traction ring (4) is connected to the end of the buffer mechanism (2) away from the rod (1). A load protection mechanism (7) is connected to the other end of the rod (1). A pulley connection unit (5) is connected to one end of the rod (1), and a movable wheel (6) is connected to the bottom end of the pulley connection unit (5). A support rod (8) is connected to the bottom end of the buffer mechanism (2).

2. The aircraft towbar with a center of gravity adjustment function according to claim 1, characterized in that: The buffer mechanism (2) includes a connecting pipe (21), one end of which is connected to a connecting end (22), and a flange (23) is connected to one side of the connecting end (22). A buffer rod (24) is slidably arranged on one side of the flange (23). One end of the buffer rod (24) is connected to a traction ring (4), and the other end extends into the connecting pipe (21) and is connected to a nut (25). Two retaining rings (26) are connected to both ends of the buffer rod (24) located inside the connecting pipe (21), and a buffer spring (27) is connected between the retaining rings (26).

3. The aircraft towbar with a center of gravity adjustment function according to claim 2, characterized in that: A washer (9) is provided between the nut (25) and the retaining ring (26), and a cotter pin (10) is provided at the end of the buffer rod (24) near the nut (25).

4. The aircraft towbar with a center of gravity adjustment function according to claim 1, characterized in that: The pulley connection unit (5) includes a rod frame (51) connected to one end of the rod body (1). A quick-release pin (52) is provided through the top of the rod frame (51). A connecting shaft (53) is connected to the bottom of the rod frame (51). Both ends of the connecting shaft (53) are connected to the moving wheel (6). The middle and tail ends of the rod body (1) are provided with pin holes (11) corresponding to the quick-release pin (52).

5. The aircraft towbar with a center of gravity adjustment function according to claim 1, characterized in that: The load limiting protection mechanism (7) includes a double-ear connector (71) fixedly installed at one end of the rod (1). The double-ear connector (71) has a single-ear connector (72) that slides inside it. A safety pin (73) and a rotating shaft (74) are provided through one side of the double-ear connector (71) and the single-ear connector (72). A traction connector (75) is connected to the tail end of the double-ear connector (71). A positioning pin (76) is connected to one side of the traction connector (75).

6. The aircraft towbar with a center of gravity adjustment function according to claim 5, characterized in that: The single-ear connector (72) has a strip-shaped hole on one side corresponding to the rotating shaft (74).

7. The aircraft towbar with a center of gravity adjustment function according to claim 1, characterized in that: The bottom of the support rod (8) is equipped with a polyurethane shock-absorbing pad.

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