阅读说明：本技术 飞机尾撑杆组件 (Airplane tail stay rod assembly ) 是由 汪邦中 徐国军 金雪均 苏利焱 陆春刚 周祥华 于 2020-04-15 设计创作，主要内容包括：本发明提供了一种飞机尾撑杆组件。该飞机尾撑杆组件包括支承主体和底座,支承主体的下端连接到底座,并且支承主体是可伸缩的,其中,飞机尾撑杆组件还包括连接机构,连接机构包括：机身连接板,机身连接板的一侧面适于与飞机的机身抵接,并且机身连接板上设有紧固件；连接柱,连接柱的第一端固定到机身连接板,连接柱的第二端构造成能抵接支承主体的上端；以及固定装置,固定装置将连接柱可拆卸地连接到支承主体。根据本发明的飞机尾撑杆组件操作方便,其为操作人员提供了改进的便利性和安全性。(The invention provides an aircraft tail stay bar assembly. This aircraft tail vaulting pole subassembly includes supporting body and base, and the lower extreme of supporting body is connected to the base to the supporting body is the telescopic, and wherein, aircraft tail vaulting pole subassembly still includes coupling mechanism, and coupling mechanism includes: one side surface of the machine body connecting plate is suitable for being abutted against the machine body of the airplane, and a fastener is arranged on the machine body connecting plate; a connecting column, a first end of the connecting column being fixed to the fuselage connecting plate, a second end of the connecting column being configured to abut an upper end of the support body; and a fixing means detachably connecting the connection column to the support body. The aircraft tail stay rod assembly according to the invention is convenient to operate, which provides improved convenience and safety for the operator.)

1. An aircraft tail stay assembly comprising a support body and a base, the support body being connected at a lower end to the base and being telescopic,

characterized in that, aircraft tail boom assembly still includes coupling mechanism, coupling mechanism includes:

the aircraft body connecting plate is characterized by comprising an aircraft body connecting plate, a connecting rod and a fastening piece, wherein one side surface of the aircraft body connecting plate is suitable for being abutted against an aircraft body of an aircraft, and the aircraft body connecting plate is provided with the fastening piece;

a connecting column having a first end fixed to the fuselage connecting plate and a second end configured to abut an upper end of the support body; and

a fixture removably connecting the connecting column to the support body.

2. The aircraft tail stay assembly of claim 1 wherein the securing means comprises a snap ring having an opening for nesting the attachment post and a plurality of connecting bolts secured to the snap ring defined between the second end of the attachment post and the fuselage connecting plate.

3. The aircraft tail stay assembly of claim 2, wherein the upper end of the support body comprises a support block having a plurality of slots or holes adapted to the connecting bolts.

4. The aircraft tail stay assembly of claim 2 wherein the snap ring has a lug disposed on an outer periphery thereof, each of said attachment bolts being rotatably connected to said lug by a pivot shaft.

5. The aircraft tail stay assembly of claim 1 wherein the connecting column has a tapered body and a top ball at the second end of the connecting column.

6. The aircraft tail stay assembly of claim 5 wherein the main body of the attachment post and the fuselage web are welded together.

7. The aircraft tail stay assembly of claim 5 wherein said upper end of said support body includes a support block having a socket formed therein, said jacking ball being adapted to be pressed into said socket.

8. The tail stay assembly of claim 5 wherein the securing means comprises a snap ring having an opening for nesting with the conical body, the opening having a diameter less than the outer diameter of the knob.

9. The aircraft tail stay assembly of claim 1 wherein the fuselage web is disposed obliquely relative to a longitudinal axis of the connecting column.

Technical Field

The invention relates to tail stay rod equipment applied to preventing an airplane from turning backwards during maintenance or cargo handling, in particular to an airplane tail stay rod assembly.

Background

The function of the tail stay bar device is mainly to prevent the tail backward overturn accident caused by the sudden overlarge backward movement of the gravity center of the plane in the process of maintaining or loading and unloading goods of the civil plane, in particular to the civil plane with a tail-hung engine.

The bottom of the rear fuselage of the civil airplane is provided with a jacking point which is also the connecting position of the tail stay bar and the airplane. Common structural forms of the tail stay of the civil aircraft are a single-rod body type and a rod body with a tripod type. Because the equipment needs to resist the overturn of the airplane when the airplane has a tendency of backward overturn and the mechanism needs to have certain bearing capacity, the weight and the volume of the tail stay bar are both larger. How to realize the quick connection with the aircraft interface is a problem difficult to solve. If a handle is designed on part of the single-rod type tail stay bar, the manual operation is convenient for aligning the interface. But the tail stay is heavy, so the operation is still inconvenient. Accordingly, there remains a need for improvements to existing aircraft tail struts.

Disclosure of Invention

To overcome the deficiencies of the prior art, the present invention provides an aircraft tail boom assembly comprising a support body and a base, the support body being connected at a lower end thereof to the base and being telescopic, wherein the aircraft tail boom assembly further comprises a connection mechanism comprising: the aircraft body connecting plate is characterized by comprising an aircraft body connecting plate, a connecting rod and a fastening piece, wherein one side surface of the aircraft body connecting plate is suitable for being abutted against an aircraft body of an aircraft, and the aircraft body connecting plate is provided with the fastening piece; a connecting column having a first end fixed to the fuselage connecting plate and a second end configured to abut an upper end of the support body; and a fixing device detachably connecting the connection column to the support body.

According to one aspect of the present invention, the fixing means includes a snap ring having an opening for fitting over the connection post and defined between the second end of the connection post and the body connection plate, and a plurality of connection bolts fixed to the snap ring.

According to a further aspect of the present invention, the upper end of the supporting body includes a supporting block, and the supporting block is provided with a plurality of locking grooves or locking holes adapted to the connecting bolts.

According to still another aspect of the present invention, a lug is provided on an outer periphery of the snap ring, and each of the connection bolts is rotatably connected to the lug through a pivot shaft.

According to yet another aspect of the invention, the connecting stud has a tapered body and a top ball at the second end of the connecting stud.

According to a further aspect of the invention, the body of the connecting stud is welded to the fuselage web.

According to a further aspect of the invention, the upper end of the bearing body comprises a bearing block in which a socket is formed, the knob being adapted to be pressed into the socket.

According to a further aspect of the invention, the fixing device comprises a snap ring having an opening for sleeving the conical body, wherein the diameter of the opening is smaller than the outer diameter of the knob.

According to a further aspect of the invention, the fuselage web is arranged obliquely with respect to the longitudinal axis of the connecting column.

The airplane tail stay rod assembly is convenient to operate, the connecting mechanism is separately and operatively connected to the top starting point of the airplane during installation, and then the supporting body of the connecting assembly is connected, so that the installation process is convenient and safe for operators.

The connection between the connecting mechanism and the supporting main body can be completed without a complex alignment process through the matching of the jacking ball and the jacking socket in the airplane tail stay rod assembly, and the bearing capacity can be uniformly distributed along the arc surface of the jacking ball, so that the service life of the connecting mechanism is long.

The connecting plate in the connecting mechanism is arranged obliquely relative to the longitudinal axis of the connecting column, so that it can be ensured that the connecting mechanism and the supporting body are arranged vertically.

Drawings

The preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of an aircraft tail stay assembly in accordance with a preferred embodiment of the present invention.

FIG. 2 is an enlarged perspective view of an end of the aircraft tail stay assembly of FIG. 1.

FIG. 3 is a perspective view of an attachment mechanism for an aircraft tail stay assembly in accordance with a preferred embodiment of the present invention.

List of reference numerals

10 airplane tail stay rod assembly

20 connecting mechanism

21 fuselage connecting plate

211 UN bolt

25 connecting column

251 tapered body

252 heading

28 clasp

281 ear

29 connecting bolt

30 support body

31 support block

311 card slot

312 ceiling pit

50 base

51 wheel

Detailed Description

The present invention is further described in the following description with reference to specific embodiments and the accompanying drawings, wherein the details are set forth in order to provide a thorough understanding of the present invention, but it is apparent that the present invention can be embodied in many other forms different from those described herein, and it will be readily appreciated by those skilled in the art that the present invention can be implemented in many different forms without departing from the spirit and scope of the invention.

FIG. 1 illustrates a perspective view of an aircraft tail boom assembly 10 according to a preferred embodiment of the present invention. As shown, the aircraft tail stay assembly 10 generally includes a base 50, a support body 30, and a connection mechanism 20. The base 50 is supported beneath the entire assembly 10. as shown in fig. 1, the base 50 preferably includes wheels 51 to facilitate movement of the entire assembly 10. The lower end of the support body 30 is connected to the base 50, while the upper end of the support body 30 is detachably attached to the connecting mechanism 20. The support body 30 preferably comprises a collapsible support rod consisting of several tube sections that telescope into each other, wherein the tube section with the largest diameter is attached to the base 50 and the tube section with the smallest diameter is connectable to the connection mechanism 20.

The connection mechanism 20 is an intermediate part between the support body 30 and the jacking point of the fuselage of the aircraft, preferably a ball joint connection mechanism 20, and in the aircraft tail stay assembly 10 according to the invention, the connection of the tail stay assembly 10 to the aircraft is facilitated by the addition of such a connection mechanism 20.

The preferred construction of the attachment mechanism 20 is best seen in fig. 2 and 3. The coupling mechanism 20 mainly comprises three parts: a fuselage connecting plate 21 configured to cooperate with an aircraft fuselage, a fixing device configured to mutually fix the connecting mechanism 20 and the support body 30, and a connecting column 25 providing a supporting force against the support body 30.

One side of the fuselage connecting plate 21 is adapted to abut against the fuselage of the aircraft, and the fuselage connecting plate 21 is provided with fasteners, such as 4 UN bolts 211, which can be matingly connected with threaded holes provided at the top of the fuselage. Preferably, a cushioning layer such as a rubber sheet is provided on the side of the fuselage connecting plate 21 that abuts the fuselage, to protect the fuselage from damage when the attachment mechanism 20 abuts the aircraft fuselage. As shown in fig. 2, the body connection plate 21 is substantially square, and 4 bolts are provided at four corners of the body connection plate 21. Preferably, the 4 UN bolts 211 may be configured in a dish shape to ensure that the operator can manually screw the bolts into the 4 threaded holes around the jacking point. Furthermore, a reinforcing rib may be further provided on the body attachment plate 21 to increase the strength of the body attachment plate 21, for example, the reinforcing rib is provided on the lower side of the body attachment plate 21.

In the connecting mechanism 20, the connecting column 25 is fixed to the fuselage web 21, for example integrally formed by welding, which transmits the bearing forces from the bearing body 30 of the assembly 10 to the fuselage web 21. As can be seen in fig. 3, the plane of the fuselage web 21 is arranged obliquely to the longitudinal axis of the support body 30, in order to ensure that the entire connecting mechanism 20 is oriented vertically downwards, in particular the support columns, after the fuselage web 21 has been fixed to the fuselage.

As shown in fig. 3, preferably, the connecting column 25 has a conical body 251 and a top ball 252, wherein one end of the conical body 251 is the first end of the support column, which is fixed to the fuselage connecting plate 21, the conical body 251 tapers from the first end, and the top ball 252 forms the second end of the support column, which mates with the ball socket in the support body 30 of fig. 2. In this embodiment, the outer diameter of top ball 252 is greater than the maximum diameter of conical body 251.

As shown in fig. 3, the fastening means of the coupling mechanism 20 comprises a snap ring 28 having a generally central opening therein, through which the snap ring 28 is fitted over the connecting post 25. The step of sleeving the snap ring 28 may be performed prior to welding the support post to the attachment post 25. The diameter of the opening is smaller than the outer diameter of the top ball 252 of the attachment post 25 so that the snap ring 28 is defined between the top ball 252 at the end of the attachment post 25 and the fuselage web 21. The snap ring 28 is able to move along the connecting post 25, but cannot be disengaged from the connecting post 25, before the attachment mechanism 20 is secured to the support body 30.

The fastening means of the attachment mechanism 20 further comprise a plurality of attachment bolts 29. As shown in fig. 3, the fixing device in the preferred embodiment has four attachment bolts 29. Preferably, each connecting bolt 29 is pivotally connected to a peripheral ledge 281 of snap ring 28. The bolt can be rotated about the pivot axis, and the rotatable arrangement of the bolt facilitates the engagement of the bolt in the engagement slot 311 of the bearing block 31 after the engagement of the top ball 252 with the top socket 312. Preferably, the connecting bolts 29 are evenly distributed over the circumference to achieve an even distribution of the forces.

As shown in FIG. 2, the upper end of the tail stay assembly 10 is provided with structure that mates with the attachment mechanism 20. Specifically, the upper end of the support body 30 includes a support block 31, and the support block 31 may be fixed to the upper end of the tail stay by welding. The support block 31 is provided with a locking slot 311 or a locking hole adapted to the connecting bolt 29. A top socket 312 is formed in the support block 31, the top socket 312 being generally hemispherical in shape and size to accommodate the top ball 252 being partially pressed therein.

The aircraft tail stay assembly 10 according to the present invention is used as follows.

When it is desired to support an aircraft using the aircraft tail stay assembly 10, first, the attachment mechanism 20 in the assembly 10 is removed separately, the fuselage attachment plate 21 is brought into abutment with the jacking point of the rear fuselage in the aircraft, and the 4 UN bolts 211 are manually screwed into the 4 threaded holes around the jacking point. Next, the support body 30 of the aircraft tail stay assembly 10 is moved below the attachment mechanism 20, the extension of the support body 30 is adjusted so that the top socket 312 of the support block 31 at the upper end of the support body 30 contacts the top ball 252 of the attachment mechanism 20, the attachment bolts 29 of the snap ring 28 are then snapped into the four snap slots 311 around the top socket 312, and then the hand nuts on the 4 attachment bolts 29 are tightened. The connection of the tail boom assembly 10 to the aircraft is thus completed, ensuring that the tail boom assembly 10 is in an operative condition.

The airplane tail stay rod assembly is convenient to operate, the connecting mechanism is separately and operatively connected to the top starting point of the airplane during installation, and then the supporting body of the connecting assembly is connected, so that the installation process is convenient and safe for operators.

The connection between the connecting mechanism and the supporting main body can be completed without a complex alignment process through the matching of the jacking ball and the jacking socket in the airplane tail stay rod assembly, and the bearing capacity can be uniformly distributed along the arc surface of the jacking ball, so that the service life of the connecting mechanism is long.

The connecting plate in the connecting mechanism is arranged obliquely relative to the longitudinal axis of the connecting column, so that it can be ensured that the connecting mechanism and the supporting body are arranged vertically.

Furthermore, the locking of either the connection plate to the aircraft fuselage or the connection mechanism to the support body can be done manually, without complex tools, further providing the ease of installation of the present assembly.

Although the present invention has been disclosed in terms of the preferred embodiment, it is not intended to limit the invention, and variations and modifications may be made by one skilled in the art without departing from the spirit and scope of the invention. Therefore, any modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention are within the protection scope defined by the claims of the present invention, unless the technical essence of the present invention departs from the content of the present invention.