Anti-sway roller for aircraft hatches

Abstract

The utility model discloses an aviation hatch anti-swing roller, including rolling wheel, rolling axle, fixed end cover, countersunk screw, the rolling axle sets up in the rolling wheel one end, and the rolling axle and rolling wheel spherical surface contact fit connection, and the ball of rolling axle passes through fixed end cover and countersunk screw cooperation and is fixed in the rolling wheel, and the inclined section of rolling axle and the through -hole of fixed end cover one clearance fit, and the rolling wheel receives the force and passes through spherical surface contact and is transmitted to rolling axle, and rolling axle and rolling wheel satisfy self alignment function, and spherical surface contact can guarantee the stress area area fully and evenly, and avoid the structural damage caused by stress concentration. Adopt the design idea of modular assembly, and the equipment is simple, and misoperation is not easy to produce, and the skill level requirement of assembly personnel is low, and also convenient for the maintenance and overhaul of product.

Description

Technical Field

[0001] This utility model relates to the field of aerospace technology, and in particular to an anti-sway roller for aircraft canopies. Background Technology

[0002] An existing aircraft cockpit system aims to improve the canopy's movement during opening and closing, coordinating with the fuselage anti-sway support to correct and guide the canopy's movement. It also aims to support the canopy's movement within the fuselage via rollers during unlocking and locking. Existing canopy anti-sway rollers are prone to wear under dry friction conditions, and the presence of abrasive debris exacerbates wear. They also exhibit drawbacks such as roller jamming and poor wear resistance. Due to system structural limitations, the system can only provide a limited number of installation positions for the canopy anti-sway rollers, and the weight of the canopy anti-sway rollers must not exceed 0.11 kg.

[0003] However, how to solve the problems of wear and tear on existing hatch cover anti-sway rollers under dry friction, the aggravation of wear in the presence of abrasive debris, roller jamming, and poor wear resistance remains a key issue, and there is still room for improvement. Summary of the Invention

[0004] This invention provides an anti-sway roller for aircraft canopies, comprising a roller, a roller shaft, a fixed end cap, and countersunk screws. One end of the roller shaft is fixed inside the roller shaft by the fixed end cap and countersunk screws. The roller shaft includes an integrally formed spherical section, an inclined section, and a long shaft section. One end face of the roller shaft is coaxially provided with a limiting hole and a spherical hole, the curvature of which is consistent with the curvature of the spherical section. The spherical section is placed inside the spherical hole. The diameter of the limiting hole matches the outer diameter of the fixed end cap, placing the fixed end cap inside the roller shaft. The bottom end face of the limiting hole has several fixed holes circumferentially avoiding the spherical hole. The fixed end cap has a through hole I at its center and several through holes II circumferentially. The through holes I are clearance-fitted with the inclined section of the roller shaft. The through holes II are fixedly connected to the fixed holes by countersunk screws. The end of the long shaft section of the roller shaft is fixedly connected to the fuselage anti-sway support. The other end of the roller shaft forms a kinematic pair with the roller shaft, and the other end of the roller shaft forms a kinematic pair with the guide part of the aircraft body.

[0005] Furthermore, the long shaft section has a connecting hole at the center of its end face, and a thread on the outside of the connecting hole, which together connects with the anti-sway support of the machine body.

[0006] Furthermore, there is a smooth transition between the inclined section and the long axis section.

[0007] Furthermore, the gap between the through hole and the inclined section ensures that the rolling shaft has a 2° free travel space to move within the rolling wheel.

[0008] Furthermore, the rolling wheel, rolling shaft, fixed end cap, and countersunk screw are all made of stainless steel.

[0009] Furthermore, the surface roughness of all friction pairs of the aircraft canopy anti-sway rollers in contact with the aircraft fuselage is controlled to be no worse than Ra0.2, and the rollers, roller shafts, fixed end caps, and countersunk screw end faces are all treated with physical vapor deposition (PVD) to ensure that the coefficient of friction is no greater than 0.05. PVD possesses characteristics such as low coefficient of friction, surface strengthening, and self-lubrication, meeting the requirements for avoiding periodic maintenance.

[0010] Furthermore, the long shaft section is also provided with a pin hole near its end to cooperate with a positioning pin for fixation.

[0011] The rolling wheel and rolling shaft are in spherical contact. Forces on the rolling wheel are transmitted to the rolling shaft through this contact. The rolling shaft and rolling wheel perform self-alignment, and the spherical contact ensures sufficient and uniform stress distribution, preventing structural damage caused by stress concentration. Under the combined action of the applied force and the installation support force, the rolling wheel and rolling shaft can deflect at a small angle (designed to be 2°) for correction and guidance. Fixed end caps ensure constant contact between the rolling shaft and rolling wheel, preventing loosening. The coefficient of friction between the rolling wheel and rolling shaft is designed to be below 0.05 in both selection and process design. All friction surfaces, including those in contact with the aircraft fuselage, are controlled to have a coefficient of friction no worse than Ra0.2. Furthermore, physical vapor deposition (PVD) treatment is performed to ensure the coefficient of friction is no greater than 0.05.

[0012] The rolling shaft is fixed by threaded mounting, with the rolling wheel contacting (or not contacting) the fuselage guide to form a kinematic pair. Both the rolling wheel and the rolling shaft surfaces undergo physical vapor deposition (PVD) treatment to reduce the coefficient of friction. A fixed end cap secures the rolling shaft to prevent detachment, creating a 2° "free travel" space between the rolling shaft and the fixed end cap 130° to ensure contact between non-spherical surfaces for potential installation tolerances. Since there is no tensile stress between the rolling shaft and the rolling wheel, a self-made countersunk screw is used for fixing. With the rolling shaft fixed, the rolling wheel and the fuselage guide create rolling friction, enabling the cockpit canopy to lock, unlock, open, and close. The installation structure, using threaded mounting on the rolling shaft and the rolling wheel contacting (or not contacting) the fuselage guide to form a kinematic pair, integrates the mounting interface and product functions entirely within the rolling shaft and rolling wheel, resulting in a compact, small, and lightweight product. The modular assembly design simplifies assembly, reduces the risk of misoperation, lowers the skill requirements for assembly personnel, and facilitates product maintenance and repair.

[0013] The beneficial effects of this utility model are: 1. A structure similar to a spherical bearing is set at the connection between the rolling wheel and the rolling shaft. Through spherical contact, the good contact of the friction pair between the rolling wheel and the rolling shaft can be effectively guaranteed.

[0014] 2. A 2° "free travel" space is formed between the rolling shaft and the fixed end cover to ensure good contact of the aspherical part in case of installation tolerances, and to effectively complete the correction and guidance of the cockpit canopy movement.

[0015] 3. The rolling wheel, rolling shaft and all friction pairs are subjected to physical vapor deposition (PVD) process. Physical vapor deposition (PVD) process has the characteristics of low friction coefficient, surface strengthening and self-lubrication, which meets the requirements of avoiding periodic maintenance.

[0016] 4. All friction pairs in contact with the aircraft fuselage are controlled to a coefficient of friction of no less than Ra0.2. On this basis, physical vapor deposition (PVD) process is carried out to ensure that the coefficient of friction is no greater than 0.05, thereby further reducing friction, reducing wear on parts, and improving service life.

[0017] 5. This structure achieves wear resistance, smooth rolling without jamming, and correction and guidance through the synergistic effects of spherical contact, 2° "no-travel" space, end face (PVD) process, and friction pair surface roughness not inferior to Ra0.2. The product has a compact structure, small size, and light weight. It adopts a modular assembly design concept, which makes it easy to assemble, less prone to misoperation, requires low skill level from assembly personnel, and facilitates product maintenance and repair. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments conforming to the present invention and, together with the description, serve to explain the principles of the present invention. It is obvious that the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0019] Figure 1 A schematic diagram of the anti-sway roller for aircraft canopies provided by this utility model; Figure 2 for Figure 1 A schematic diagram of the cross-section along the AA direction; Figure 3 A schematic diagram of the rolling wheel structure provided by this utility model; Figure 4 for Figure 3 A schematic diagram of the cross-section along the BB direction; Figure 5 A schematic diagram of the rolling shaft structure provided by this utility model; Figure 6 A schematic diagram of the structure of the fixed end cap provided by this utility model; Figure 7 for Figure 6 A schematic diagram of the cross-section along the CC direction; Wherein: 1-rolling wheel, 101-spherical hole, 102-limiting hole, 103-fixing hole, Rolling shaft, 201-spherical section, 202-sloping section, 203-long shaft section, 203.1-hexagonal hole, 203.2 pin hole. 3-Fixed end cap, 301-Through hole one, 302-Through hole two, 4-Counterhead screw. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0021] Please see Figure 1-7The figure shows a schematic diagram of the anti-sway roller for aircraft canopies provided by this utility model, including a roller 1, a roller shaft 2, a fixed end cap 3, and a countersunk screw 4; one end of the roller shaft 2 is fixed inside the roller 1 by the fixed end cap 3 and the countersunk screw 4, and the roller 1 and the roller shaft 2 are in spherical contact. The roller shaft 2 includes an integrally formed spherical section 201, an inclined section 202, and a long shaft section 203. One end face of the roller 1 is coaxially provided with a limiting hole 102 and a spherical hole 101, the curvature of which is consistent with the curvature of the spherical section 201. The spherical section 201 is placed inside the spherical hole 101. The diameter of the fixed end cap 3 matches the outer diameter of the fixed end cap 3. The fixed end cap 3 is placed inside the rolling wheel 1. The bottom end face of the limiting hole 102 has several fixed holes 103 around the circumference, avoiding the spherical hole 101. The fixed end cap 3 has a through hole 301 at its center and several through holes 302 around its circumference. The through hole 301 is clearance-fitted with the inclined section 202 of the rolling shaft 2. The through holes 302 are fixedly connected to the fixed holes 103 by countersunk screws 4. The end of the long shaft section 203 of the rolling shaft 2 is fixedly connected to the anti-sway support of the machine body. The other end of the rolling shaft 2 forms a kinematic pair with the rolling wheel 1, and the other end of the rolling wheel 1 forms a kinematic pair with the guide part of the machine body. The center of the end face of the long shaft section 203 has a connecting hole 203.1, and the outside of the connecting hole 203.1 is threaded, which together connects to the anti-sway support of the machine body. The inclined section 202 and the long shaft section 203 have a smooth transition. The gap between the through hole 301 and the inclined section 202 ensures that the rolling shaft 2 has a 2° free travel space to move within the rolling wheel 1. The rolling wheel 1, rolling shaft 2, fixed end cap 3, and countersunk screw 4 are all made of stainless steel. The roughness of all friction pairs in contact with the aircraft body is controlled to be no worse than Ra0.2, and the end faces of the rolling wheel 1, rolling shaft 2, fixed end cap 3, and countersunk screw 4 are all treated with physical vapor deposition to ensure that the coefficient of friction is no greater than 0.05. The long shaft section 203 also has a pin hole 203.2 near its end for fixing with a locating pin.

[0022] The rolling wheel and rolling shaft are in spherical contact. Forces on the rolling wheel are transmitted to the rolling shaft through this contact. The rolling shaft and rolling wheel perform self-alignment, and the spherical contact ensures sufficient and uniform stress distribution, preventing structural damage caused by stress concentration. Under the combined action of the applied force and the installation support force, the rolling wheel and rolling shaft can deflect at a small angle (designed to be 2°) for correction and guidance. Fixed end caps ensure constant contact between the rolling shaft and rolling wheel, preventing loosening. The coefficient of friction between the rolling wheel and rolling shaft is designed to be below 0.05 in both selection and process design. All friction surfaces, including those in contact with the aircraft fuselage, are controlled to have a coefficient of friction no worse than Ra0.2. Furthermore, physical vapor deposition (PVD) treatment is performed to ensure the coefficient of friction is no greater than 0.05.

[0023] The rolling shaft is fixed by threaded mounting, with the rolling wheel contacting (or not contacting) the fuselage guide to form a kinematic pair. Both the rolling wheel and the rolling shaft surfaces undergo physical vapor deposition (PVD) to reduce the coefficient of friction. A fixed end cap secures the rolling shaft to prevent detachment, creating a 2° "free travel" space between the rolling shaft and the fixed end cap (130°) to ensure contact between non-spherical surfaces for potential installation tolerances. Since there is no tensile stress between the rolling shaft and the rolling wheel, a self-made countersunk screw is used for fixing. With the rolling shaft fixed, the rolling wheel and the fuselage guide create rolling friction, enabling the cockpit canopy to lock, unlock, open, and close. The installation structure, using threaded mounting on the rolling shaft and the rolling wheel contacting (or not contacting) the fuselage guide to form a kinematic pair, integrates the mounting interface and product functions entirely within the rolling shaft and rolling wheel, resulting in a compact, small, and lightweight product. The modular assembly design simplifies assembly, reduces the risk of misoperation, lowers the skill requirements for assembly personnel, and facilitates product maintenance and repair. The above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Any modifications or equivalent substitutions made by those skilled in the art to the technical solution of this utility model, as long as they do not depart from the spirit and scope of the technical solution of this utility model, are all covered within the scope of the claims of this utility model.

Claims

1. An anti-sway roller for aircraft canopies, characterized in that: The device includes a rolling wheel (1), a rolling shaft (2), a fixed end cap (3), and countersunk screws (4). One end of the rolling shaft (2) is fixed inside the rolling wheel (1) by the fixed end cap (3) and the countersunk screws (4). The rolling wheel (1) and the rolling shaft (2) are in spherical contact. The rolling shaft (2) includes an integrally formed spherical section (201), an inclined section (202), and a long shaft section (203). One end face of the rolling wheel (1) is coaxially provided with a limiting hole (102) and a spherical hole (101). The curvature of the spherical hole (101) is consistent with the curvature of the spherical section (201). The spherical section (201) is placed inside the spherical hole (101). The diameter of the limiting hole (102) is the same as the outer diameter of the fixed end cap (3). The fixed end cap (3) is placed inside the rolling wheel (1) with a radial fit. The bottom end face of the limiting hole (102) is provided with several fixed holes (103) along the circumferential direction, avoiding the spherical hole (101). The fixed end cap (3) is provided with a through hole one (301) in the center and several through holes two (302) along the circumferential direction. The through hole one (301) is clearance fitted with the inclined section (202) of the rolling shaft (2). The through hole two (302) is fixedly connected to the fixed hole (103) by countersunk screws (4). The end of the long shaft section (203) of the rolling shaft (2) is fixedly connected to the anti-sway support of the machine body. The other end of the rolling shaft (2) forms a kinematic pair with the rolling wheel (1). The other end of the rolling wheel (1) forms a kinematic pair with the guide part of the machine body.

2. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The long shaft section (203) has a connecting hole (203.1) at the center of its end face, and the connecting hole (203.1) has a thread on its outer side, which together connect with the anti-sway support of the fuselage.

3. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The inclined section (202) and the long axis section (203) have a smooth transition.

4. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The gap between the through hole (301) and the inclined section (202) ensures that the rolling shaft (2) has a 2° free travel space to move within the rolling wheel (1).

5. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The rolling wheel (1), rolling shaft (2), fixed end cap (3), and countersunk screw (4) are all made of stainless steel.

6. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The roughness of all friction pairs in contact with the aircraft body is controlled to be no worse than Ra0.2, and the end faces of the rolling wheel (1), rolling shaft (2), fixed end cap (3), and countersunk screw (4) are all treated with physical vapor deposition process to ensure that the friction coefficient is no greater than 0.

05.

7. The aircraft canopy anti-sway roller according to claim 1, characterized in that: The long shaft section (203) is also provided with a pin hole (203.2) near the end to cooperate with the positioning pin for fixation.

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