An aircraft towing device

Abstract

The utility model discloses an aircraft traction device, including one end is provided with the traction rod of U-shaped traction head, two fixed structures that set up respectively on the two clamping plates of U-shaped traction head and the pull structure that sets up on the traction rod and is connected with two fixed structures. The fixed structure includes the fixed casing that sets up on the clamping plate and has the opening, rotatable setting on the pivot of clamping plate, set up on the pivot and be used for opening or closing the back baffle of opening, and the counterweight plate that sets up on the pivot, the counterweight plate is through its own gravity drive back baffle overturns to the closed position to close the opening, the pull structure is connected with back baffle, is used for driving back baffle overturns to the open position to open the opening. The utility model discloses can quickly with the plane wheel axle butt joint or dismount, improves the traction efficiency.

Description

Technical Field

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

[0002] In some small civilian airports, flight academies, and other airports with a large number of small aircraft, due to the limited size of the airport, it is often necessary to manually tow the small aircraft to designated areas in order to improve airport utilization.

[0003] Patent application CN202320764919.2 discloses an aircraft tow bar. This technology involves rotating a handle clockwise to move the axle cups towards the aircraft's wheel axle, causing the axle cups on two clamping components to clamp from both ends of the axle, thus connecting the tow bar to the aircraft. Once the aircraft is towed to a designated area, rotating the handle counterclockwise disengages the axle cups from the axle, detaching the tow bar from the aircraft. While this technology reduces the risk of the tow bar disengaging from the axle during towing, both connections and disconnections require constant manual rotation of the handle, resulting in low efficiency. Furthermore, the two clamping components require separate adjustments, increasing the complexity of the operation. Utility Model Content

[0004] The purpose of this invention is to solve the above-mentioned problems and provide an aircraft traction device that can quickly connect with the aircraft wheel axle to improve traction efficiency.

[0005] The purpose of this utility model is achieved through the following technical solution: an aircraft traction device, comprising a traction rod with a U-shaped traction head at one end, two fixed structures respectively set on two clamps of the U-shaped traction head, and a pulling structure set on the traction rod and connected to the two fixed structures.

[0006] The fixing structure includes a fixed housing with an opening mounted on a clamping plate, a rotating shaft rotatably mounted on the clamping plate, a rear baffle mounted on the rotating shaft for opening or closing the opening, and a counterweight plate mounted on the rotating shaft; the counterweight plate drives the rear baffle to flip to the closed position by its own weight to close the opening; the pulling structure is connected to the rear baffle and drives the rear baffle to flip to the open position to open the opening.

[0007] The fixed housing includes a back plate, a front baffle and a back plate disposed opposite to each other on the back plate, and a top plate covering the front baffle, the back plate and the top of the back plate; the front baffle, the back plate, the back plate and the top plate together form a limiting cavity for the aircraft wheel axle to be inserted, and the opening is disposed on the back plate; the rear baffle can abut against the back plate to close the opening.

[0008] The clamp plate has a groove, and the rotating shaft is rotatably disposed between the opposite side walls of the groove.

[0009] The pulling structure includes a pull rod and a U-shaped rod at one end of the pull rod; the two straight rods of the U-shaped rod are respectively connected to the rear baffles of two fixed structures by pull ropes.

[0010] The clamp plate has a through hole that communicates with the limiting cavity. The pull rope extends into the limiting cavity through the through hole and is connected to the rear baffle.

[0011] The traction rod is provided with a limit block, the pull rod is fitted with a spring, the pull rod passes through the limit block and is in clearance fit with the limit block, and the spring is located between the limit block and the U-shaped rod.

[0012] Limiting blocks are provided on both clamping plates of the U-shaped traction head, and the two straight rods of the U-shaped rod pass through the limiting blocks on the two clamping plates respectively and are in clearance fit with the limiting blocks.

[0013] Rollers are provided at the bottom of both clamps on the U-shaped traction head.

[0014] A traction handle is provided at the end of the traction rod that is away from the U-shaped traction head.

[0015] A pull ring is provided at the end of the pull rod that is away from the U-shaped rod.

[0016] Compared with the prior art, this application has the following advantages: This utility model only requires aligning the opening with the aircraft axle and pushing it forward to make the aircraft axle automatically engage in the limiting cavity, and the rear baffle automatically closes the opening under the gravity of the counterweight plate, thereby quickly connecting this utility model with the aircraft axle; after traction is completed, simply pull the structure to open the opening and pull this utility model away from the aircraft axle. The entire connection and disassembly process is simple and fast, improving traction efficiency.

[0017] Some of the additional features of this application will be described in the following description. These additional features will become apparent to those skilled in the art upon examination of the following description and the accompanying drawings, or upon understanding the production or operation of the embodiments. The features disclosed in this application can be implemented and achieved through the practice or use of various methods, means, and combinations thereof with respect to the specific embodiments described below. Attached Figure Description

[0018] The accompanying drawings, which are provided to further illustrate this application and constitute a part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute a limitation thereof. In the drawings, the same reference numerals denote the same components. Figure 1 This is a top view of the present invention.

[0019] Figure 2 This is a cross-sectional view of the present invention.

[0020] Figure 3 This is a schematic diagram of an aircraft axle being inserted into an opening.

[0021] Figure 4 This is a schematic diagram showing the aircraft wheel axle after it enters the limiting cavity.

[0022] Figure 5 This is a schematic diagram of the pulling structure of this utility model pulling the rear baffle.

[0023] Figure 6 This is a structural diagram of the fixed housing of this utility model.

[0024] The reference numerals in the above figures are as follows: 1-U-shaped traction head, 2-traction rod, 3-limiting block, 4-spring, 5-pull rod, 6-pull ring, 7-traction handle, 8-clamp plate, 9-pull rope, 10-fixed structure, 11-U-shaped rod, 12-straight rod, 13-perforation, 14-roller, 15-fixed housing, 151-front baffle, 152-top plate, 153-back plate, 154-backrest plate, 155-opening, 16-groove, 17-rear baffle, 18-rotating shaft, 19-counterweight plate, 20-aircraft nose wheel, 21-aircraft wheel axle. Detailed Implementation

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

[0026] It should be noted that if the terms "first," "second," etc., are used in the specification, claims, and accompanying drawings of this application, they are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] In this application, when terms such as "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" are used, they indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are mainly for better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0028] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0029] Furthermore, in this application, the terms "installation," "setup," "equipped with," "connection," "linking," and "socketing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] Example like Figure 1 As shown, this embodiment discloses an aircraft traction device, which includes a traction rod 2 with a U-shaped traction head 1 at one end, two fixing structures 10 respectively set on two clamping plates 8 of the U-shaped traction head 1, and a pulling structure set on the traction rod 2 and connected to the two fixing structures.

[0032] The towing rod 2 is equipped with a towing handle 7 at the end opposite to the U-shaped towing head 1. When in use, the aircraft towing device is pushed forward so that the front wheel 20 of the small aircraft is inserted into the U-shaped opening of the U-shaped towing head 1. Then, the aircraft wheel axle 21 on the front wheel is fixed by the two fixing structures 10 on both sides of the U-shaped towing head 1. The towing personnel hold the towing handle 7 and pull the small aircraft forward.

[0033] like Figure 2As shown, the fixing structure 10 includes a fixing housing 15 disposed on the clamping plate 8 and having an opening 155, a rotating shaft 18 rotatably disposed on the clamping plate 8, a rear baffle 17 disposed on the rotating shaft 18 for opening or closing the opening 155, and a counterweight plate 19 disposed on the rotating shaft 18.

[0034] like Figure 6 As shown, the fixed housing 15 includes a back plate 153, a front baffle 151 and a back plate 154 disposed opposite to each other on the back plate 153, and a top plate 152 covering the front baffle 151, the back plate 154, and the top of the back plate 153. Through this structure, the front baffle 151, the back plate 154, the back plate 153, and the top plate 152 together form a limiting cavity for the aircraft wheel axle 21 to be engaged. The opening 155 is disposed on the back plate 154; specifically, the back plate 154 can be made shorter to form the opening 155, such as... Figure 6 As shown.

[0035] In a specific configuration, a groove 16 can be formed on the clamping plate 8, and a rotating shaft 18 can be rotatably positioned between the opposite side walls of the groove 16. The rear baffle 17 and the counterweight plate 19 can rotate around the rotating shaft 18 as a fulcrum. The rear baffle 17 and the counterweight plate 19 are arranged in an "L" shape, and the weight of the counterweight plate 19 is greater than the weight of the rear baffle 17. For example, the length of the counterweight plate 19 can be set to be longer than that of the rear baffle 17, or the thickness of the counterweight plate 19 can be set to be greater than that of the rear baffle 17, so that the weight of the counterweight plate 19 is greater than the weight of the rear baffle 17.

[0036] Since the weight of the counterweight plate 19 is greater than the weight of the rear baffle 17, the counterweight plate 19 can drive the rotating shaft 18 to rotate by its own gravity, thereby causing the rear baffle 17 to flip to the closed position to close the opening 155.

[0037] by Figure 2 For example, the rear baffle 17 is located inside the limiting cavity, while the counterweight plate 19 extends outside the limiting cavity. The lengths of both the rear baffle 17 and the counterweight plate 19 are greater than the height of the opening 155, meaning neither the rear baffle 17 nor the counterweight plate 19 can pass through the opening 155. Thus, under the weight of the counterweight plate 19, the rear baffle 17 maintains a clockwise rotation tendency, causing the rear baffle 17 to abut against the backing plate 154, thereby closing the opening 155. Figure 2 As shown. With the above structure, the front baffle 151, the back plate 154 and the rear baffle 17 can limit the aircraft wheel axle 21 in the front-rear direction, the back plate 153 can limit the aircraft wheel axle 21 in the axial direction, and the top plate 152 can limit the aircraft wheel axle 21 from above.

[0038] When it is necessary to connect the aircraft towing device of this embodiment to the axle 21 of a small aircraft, the operator holds the towing handle 7 and pushes the aircraft towing device forward, so that the aircraft's nose wheel 20 is engaged in the U-shaped opening of the U-shaped towing head 1. In specific implementation, rollers 14 can be provided at the bottom of both clamps 8 on the U-shaped towing head 1 to facilitate the movement of the aircraft towing device, such as... Figure 2 As shown. After the aircraft's nose wheel 20 engages with the U-shaped opening of the U-shaped traction head 1, the traction rod 2 is slightly swung up and down, aligning the left and right axles 21 of the aircraft's nose wheel 20 with the openings 155 on the two fixed structures 10 respectively. Continuing to push the aircraft traction device forward, the axles 21 push the rear baffle 17, causing the rear baffle 17 to rotate counterclockwise. The openings 155 are then pushed open by the axles 21, as shown. Figure 3 As shown. Continue pushing the aircraft traction device forward, moving the aircraft axle 21 to a position close to the front baffle 151. The rear baffle 17 separates from the aircraft axle 21. Under the weight of the counterweight 19, the rear baffle 17 returns to its closed position, and the opening 155 is closed again. The connection between the aircraft traction device and the small aircraft axle 21 is complete, as shown. Figure 1 , 4 As shown.

[0039] In specific configuration, the width of the limiting cavity should be such that when the aircraft wheel axle 21 moves to a position close to the front baffle 151, the rear baffle 17 can separate from the aircraft wheel axle 21 so that the rear baffle 17 can return to the closed position. Additionally, the distance between the two clamping plates 8 should not be too large; that is, the distance between the two fixing structures 10 should not be too large. It is necessary to ensure that during traction, the aircraft wheel axle 21 does not fall out of the limiting cavity of the two fixing structures 10 due to an excessively large distance between them.

[0040] It should be noted that after the aircraft's nose wheel 20 engages with the U-shaped opening of the U-shaped traction head 1, it forms a certain limiting position. Therefore, simply swinging the traction rod 2 up and down slightly is enough to quickly align the aircraft axle 21 with the opening 155. In actual operation, the aircraft traction device can be slowly pushed forward while swinging the traction rod 2 up and down. During this process, the operator can feel whether the aircraft axle 21 is engaged with the opening 155, and can pull the aircraft traction device backward to verify whether the aircraft axle 21 has been fixed in the limiting cavity. Alternatively, the height of the opening 155 can be set to match the height of the aircraft axle 21 during the production of the aircraft traction device. Combined with the limiting effect of the U-shaped opening of the U-shaped traction head 1 and the aircraft's nose wheel 20, the aircraft axle 21 can be aligned with the opening 155 more quickly.

[0041] Once the aircraft traction device is connected to the axle 21 of the small aircraft, it can traction the aircraft forward. During the forward traction process, the rear baffle 17 remains closed under the action of the counterweight plate 19. In addition, the aircraft axle 21 is against the inside of the rear baffle 17 during the traction process, so the rear baffle 17 cannot rotate counterclockwise and the opening 155 will not be opened, thus preventing the aircraft axle 21 from disengaging from the limiting cavity during the traction process.

[0042] The pull mechanism is connected to the rear baffle 17, which is used to drive the rear baffle 17 to rotate counterclockwise to the open position, thereby opening the opening 155.

[0043] like Figure 1 As shown, the pulling structure includes a pull rod 5 and a U-shaped rod 11 disposed at one end of the pull rod 5. A pull ring 6 is disposed at the end of the pull rod 5 away from the U-shaped rod 11.

[0044] The two straight rods 12 of the U-shaped rod 11 are respectively connected to the rear baffles 17 of the two fixed structures 10 via pull ropes 9. Specifically, a through hole 13 communicating with the limiting cavity can be provided on the clamping plate 8. The pull rope 9 extends into the limiting cavity through the through hole 13 and connects to the rear baffle 17. Figure 2 As shown. At the same time, through holes can be provided at the ends of the two straight rods 12 of the U-shaped rod 11, and small tie rings can be provided on the rear baffle 17. One end of the pull rope 9 is tied to the through hole, and the other end is tied to the small tie ring.

[0045] In a specific configuration, the pull rod 5 can be mounted on the traction rod 2, while the two straight rods 12 are respectively located on the two clamping plates 8. Furthermore, a limiting block 3 is provided on the traction rod 2, and a spring 4 is sleeved on the pull rod 5. The pull rod 5 passes through the limiting block 3 and is in clearance fit with the limiting block 3. The spring 4 is located between the limiting block 3 and the U-shaped rod 11. Limiting blocks 3 are provided on both clamping plates 8 of the U-shaped traction head 1, and the two straight rods 12 of the U-shaped rod 11 pass through the limiting blocks 3 on the two clamping plates 8 respectively and are in clearance fit with the limiting blocks 3.

[0046] With the above structure, after the small aircraft is towed to the designated area, the aircraft towing device is slightly pushed forward, causing the aircraft axle 21 to approach the front baffle 151. Pulling the pull ring 6 transmits the pulling force through the pull rod 5 and the straight rod 12 to the pull rope 9. The pull rope 9 then pulls the rear baffle 17 on the two fixed structures 10, causing the rear baffle 17 to rotate counterclockwise, opening the opening 155. Figure 5As shown, at this time, pulling the aircraft traction device backward causes the aircraft wheel axle 21 to retract to the opening 155 position. The pull ring 6 is released, and the aircraft traction device is continued to be pulled backward, causing the aircraft wheel axle 21 to exit the limiting cavity. Simultaneously, under the action of the spring 4, the pulling structure resets, and the rear baffle 17 is no longer under the tension of the pull rope 9. Under the action of the counterweight plate 19, the rear baffle 17 rotates clockwise to the closed position, and the opening 155 is closed again. Because the pull rope 9 is relatively thin, it does not affect the aircraft wheel axle 21's contact with the front baffle 151 or the rear baffle 17.

[0047] The aircraft traction device in this embodiment can be quickly connected to or disconnected from the aircraft wheel axle, improving traction efficiency.

[0048] It should be noted that all features disclosed in this specification, or all steps in all methods or processes disclosed, may be combined in any way, except for mutually exclusive features and / or steps.

[0049] Furthermore, the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this utility model, and these solutions all fall within the scope of this utility model and its protection. Those skilled in the art should understand that this utility model specification and its drawings are illustrative and not intended to limit the scope of the claims. The scope of protection of this utility model is defined by the claims and their equivalents.

Claims

1. An aircraft towing device, characterized in that It includes a traction rod (2) with a U-shaped traction head (1) at one end, two fixing structures (10) respectively set on two clamps (8) of the U-shaped traction head (1), and a pulling structure set on the traction rod (2) and connected to the two fixing structures; The fixing structure (10) includes a fixed housing (15) disposed on the clamping plate (8) and having an opening (155), a rotating shaft (18) rotatably disposed on the clamping plate (8), a rear baffle (17) disposed on the rotating shaft (18) for opening or closing the opening (155), and a counterweight plate (19) disposed on the rotating shaft (18); the counterweight plate (19) drives the rear baffle (17) to flip to the closed position by its own gravity to close the opening (155); the pulling structure is connected to the rear baffle (17) and is used to drive the rear baffle (17) to flip to the open position to open the opening (155).

2. Aircraft towing device according to claim 1, characterized in that The fixed housing (15) includes a back plate (153), a front baffle (151) and a back plate (154) disposed opposite to each other on the back plate (153), and a top plate (152) covering the top of the front baffle (151), the back plate (154) and the back plate (153); the front baffle (151), the back plate (154), the back plate (153) and the top plate (152) together form a limiting cavity for the aircraft wheel axle (21) to be inserted, and the opening (155) is disposed on the back plate (154); the rear baffle (17) can abut against the back plate (154) to close the opening (155).

3. The aircraft towing apparatus of claim 1, wherein, The clamping plate (8) has a groove (16) and the rotating shaft (18) is rotatably disposed between the opposite side walls of the groove (16).

4. The aircraft towing apparatus of claim 2, wherein, The pulling structure includes a pull rod (5) and a U-shaped rod (11) set at one end of the pull rod (5); the two straight rods (12) of the U-shaped rod (11) are respectively connected to the rear baffles (17) of the two fixed structures (10) through pull ropes (9).

5. The aircraft traction device according to claim 4, characterized in that, The clamp (8) has a through hole (13) that communicates with the limiting cavity. The pull rope (9) extends into the limiting cavity through the through hole (13) and is connected to the rear baffle (17).

6. The aircraft towing apparatus of claim 4, wherein, The traction rod (2) is provided with a limiting block (3), and the pull rod (5) is fitted with a spring (4). The pull rod (5) passes through the limiting block (3) and is in clearance fit with the limiting block (3). The spring (4) is located between the limiting block (3) and the U-shaped rod (11).

7. Aircraft towing device according to claim 6, characterized in that Limiting blocks (3) are provided on both clamping plates (8) of the U-shaped traction head (1). The two straight rods (12) of the U-shaped rod (11) pass through the limiting blocks (3) on the two clamping plates (8) respectively and are in clearance fit with the limiting blocks (3).

8. The aircraft traction device according to claim 1, characterized in that, Rollers (14) are provided at the bottom of the two clamps (8) on the U-shaped traction head (1).

9. The aircraft traction device according to claim 1, characterized in that, The traction rod (2) has a traction handle (7) at the end opposite to the U-shaped traction head (1).

10. The aircraft traction device according to claim 4, characterized in that, The pull rod (5) has a pull ring (6) at the end opposite to the U-shaped rod (11).

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