The present application discloses a sealant container and a tire repair and inflation device using the sealant container. The sealant container comprises: a container body having an internal space for storing sealant and a container mouth with an inner wall; and a core component installed onto the container mouth and extending toward the internal space after installation. The core component has an outer end, an inner end, and a first channel between the outer end and the inner end inside the core component for passage of gas, wherein the outer end is provided with an interface, and the inner end is provided with at least one openable outlet to communicate with the internal space when the outlet is opened; and wherein the inner wall further defines a second channel for passage of sealant. The sealant container has a simplified structure and good sealing performance.

The present application discloses a sealant container and a tire repair and inflation device using the sealant container. The sealant container comprises: a container body having an internal space for storing sealant and a container mouth with an inner wall; and a core component installed onto the container mouth and extending toward the internal space after installation. The core component has an outer end, an inner end, and a first channel between the outer end and the inner end inside the core component for passage of gas, wherein the outer end is provided with an interface, and the inner end is provided with at least one openable outlet to communicate with the internal space when the outlet is opened; and wherein the inner wall further defines a second channel for passage of sealant. The sealant container has a simplified structure and good sealing performance.

An apparatus can include a first tube. The apparatus can include a manifold coupled to the first tube. The manifold can have an opening. The apparatus can include a second tube at least partially disposed in the first tube. The second tube can enter the first tube via the opening of the manifold.

In order to adjust the tire internal pressure on landing to an appropriate internal pressure, the internal pressure and temperature of the tires when housed inside the aircraft in flight, the temperature and atmospheric pressure around the aircraft, and the altitudes and air temperatures at the takeoff and landing sites of the aircraft are obtained, and a target internal pressure at takeoff is calculated from information relating to the altitude and air temperature at the takeoff airport, after which an in-flight tire internal pressure whereby the tire internal pressure becomes a target internal pressure on landing is calculated from the temperature and atmospheric pressure around the tires of the aircraft, the air temperature and atmospheric pressure at the landing airport, and information relating to a load anticipated to act on the tires on landing, and subsequently the in-flight tire internal pressure is adjusted so that the obtained internal pressure of the tires housed inside the aircraft becomes the calculated in-flight tire internal pressure.

In order to adjust the tire internal pressure on landing to an appropriate internal pressure, the internal pressure and temperature of the tires when housed inside the aircraft in flight, the temperature and atmospheric pressure around the aircraft, and the altitudes and air temperatures at the takeoff and landing sites of the aircraft are obtained, and a target internal pressure at takeoff is calculated from information relating to the altitude and air temperature at the takeoff airport, after which an in-flight tire internal pressure whereby the tire internal pressure becomes a target internal pressure on landing is calculated from the temperature and atmospheric pressure around the tires of the aircraft, the air temperature and atmospheric pressure at the landing airport, and information relating to a load anticipated to act on the tires on landing, and subsequently the in-flight tire internal pressure is adjusted so that the obtained internal pressure of the tires housed inside the aircraft becomes the calculated in-flight tire internal pressure.

The present invention discloses an online inflating valve insertion device. The online inflating valve insertion device has a frame, a chassis, a lift cylinder, a support A, bearing seats, linear bearings, a mounting plate, guide shafts, a lift shaft, a servomotor A, a synchronous pulley A, a connecting plate, a synchronous belt, a synchronous pulley B, a base, a connecting shaft A, a servomotor B, a shaft sleeve A, a lower end cover, a connecting shaft B, a shaft sleeve B and the like. The online inflating valve insertion device provided by the present invention can meet the requirement of automatically inserting an inflating valve into a wheel, also has the characteristics of simple structure, convenience in manufacturing, stable performance, and capability of meeting the precision machining requirement, and can fit to the requirement of automatic production.

A screw-in valve connector includes a stationary connecting pipe with a pipe body and a drive portion. The pipe body includes an air intake portion, an air discharge portion, and a receiving hole. An elastic member is disposed in the receiving hole, and includes: a press end pressed against the air intake portion, and a force-receiving end. A stop includes: a lower end inserted in the force-receiving end, a stop end, an engaging portion between the lower and stop ends to stop against the force-receiving end, and an air passage penetrating the lower and stop ends. A positioning ring is sleeved onto the stop end to abut against the engaging portion, and includes a first threaded hole for threaded connection of a French valve. A rotary ring is pivotally connected to the air discharge portion, and includes a second threaded hole for threaded connection of an American valve.

A screw-in valve connector includes a stationary connecting pipe with a pipe body and a drive portion. The pipe body includes an air intake portion, an air discharge portion, and a receiving hole. An elastic member is disposed in the receiving hole, and includes: a press end pressed against the air intake portion, and a force-receiving end. A stop includes: a lower end inserted in the force-receiving end, a stop end, an engaging portion between the lower and stop ends to stop against the force-receiving end, and an air passage penetrating the lower and stop ends. A positioning ring is sleeved onto the stop end to abut against the engaging portion, and includes a first threaded hole for threaded connection of a French valve. A rotary ring is pivotally connected to the air discharge portion, and includes a second threaded hole for threaded connection of an American valve.

A pump head includes a casing unit, a tightening member and a control unit. The casing unit includes a main body and an abutment wall connected to the main body. The main body has an installation section. The tightening member is disposed in the installation section proximally to the abutment wall. The control unit includes a control valve, a resilient member and a control lever. The control valve is movably disposed in the installation section. The resilient member urges the control valve toward the abutment wall to clamp the tightening member between the control valve and the abutment wall. The control lever is connected to the main body and operable to move the control valve against the resilient member and away from the abutment wall.