Landing device and ship for vertical take-off and landing aircraft

Abstract

The present invention provides a landing device and a ship for a vertical take-off and landing aircraft, the landing device includes a lift platform, a plurality of power devices for driving the lift platform to rise or descend are arranged on the lift platform; a power cable and a probe are arranged below the lift platform, a pull-down rope is arranged inside the probe, and a shock-absorbing landing gear is also arranged below the lift platform; wherein the lift platform includes an upper platform, the upper platform is located at the upper end of the lift platform, and the upper platform is provided with a tensioning assembly, and the tensioning assembly is used to pull the aircraft and the upper platform together. The ship has the above-mentioned landing device. The present invention can avoid a large impact on the deck caused by the aircraft when it lands on the deck, and the landing control of the aircraft is simpler.

Description

Technical Field

[0001] The present invention relates to the field of shipborne vertical take-off and landing aircraft landing assistance, and in particular to a landing device for a vertical take-off and landing aircraft and a ship with the landing device. Background Art

[0002] Shipborne vertical take-off and landing aircraft, such as helicopters and drones, need to rely on landing devices when landing, and the existing landing devices mainly enable the aircraft to land in a rigid manner. Taking helicopters as an example, there are three main types of landing devices for helicopters: "pull-down", "harpoon-grid", and "landing-assisting net".

[0003] The pull-and-drop landing device is mainly composed of the guide rope, guide rope winch, main probe, tail probe installed on the helicopter, and the pull-and-drop rope and pull-and-drop winch, clamping mechanism and control room installed on the ship. When the helicopter is ready to land, it hovers at a height of 6 to 8 meters above the flight deck, releases the main probe, and extends the guide rope from the main probe. The crew on the deck uses a grounding clamp to dock the guide rope with the pull-and-drop rope on the deck, and then the helicopter pilot starts the guide rope winch on the aircraft to recycle the guide rope, thereby pulling the pull-and-drop rope into the aircraft and fixing it. The ship's deck pilot starts the pull-and-drop winch to recycle the pull-and-drop rope, and at the same time the pilot controls the helicopter to generate a lift consistent with the rise and fall of the ship's deck, ensuring that the helicopter's rise and fall is synchronized with the rise and fall of the ship's deck under the action of the pull-and-drop rope, and the helicopter is pulled to land under the pulling force of the pull-and-drop winch. After the helicopter lands, the main probe is inserted into the clamping mechanism on the deck, and the pilot quickly controls the clamping to keep the helicopter on the flight deck. Afterwards, the pilot released the tail probe on the aircraft, which was stuck in the grille on the flight deck to fix the tail of the aircraft, completing the entire landing process of the helicopter. The pull-down landing device is mainly suitable for the landing of large helicopters weighing more than 10 tons, and is suitable for landing in sea conditions below level 6. Among them, the tethered landing method is a special application of the pull-down landing method to recover the vertical lift unmanned aircraft on the unmanned ship. When using the tethered assisted vertical lift unmanned aircraft to land, the unmanned ship will directly tie the pull-down rope under the vertical lift unmanned aircraft. When recovering, directly tighten the pull-down rope and recover the vertical lift unmanned aircraft directly to the unmanned ship.

[0004] The harpoon-grid landing device is mainly composed of a harpoon-shaped locking device under the belly of the helicopter and a grid on the flight deck. The grid has a diameter of about 2.5 meters and has holes on the top. The harpoon locking device is hydraulically driven and operated by the pilot, and can be extended or retracted. When the helicopter lands, the harpoon mechanism is lowered, and the harpoon mechanism is inserted into the grid on the flight deck. Then the locking pin of the harpoon locking device is automatically extended and locked to fix the helicopter on the deck. The harpoon-grid landing device is mainly suitable for small aircraft of 4 to 5 tons, and is only suitable for landing in sea conditions below level 5.

[0005] The landing aid net type is a net placed on the deck, supported by a frame, 10 to 12 centimeters from the ground. When the helicopter lands, the wheels are stuck in the net to keep it stable.

[0006] At present, there are three main types of helicopter landing gear: skid type, wheel type, and skid and wheel combination type. Among them, skid type and skid and wheel combination type landing gear have no shock absorption effect. Although wheel type landing gear has a certain shock absorption effect, due to its heavy weight, the shock absorption effect is not ideal. Regardless of whether it is a skid type or a wheel type landing gear, helicopters currently have certain difficulties when landing. The main problem of the three existing landing methods is that they are not universal. The pull-down type can better solve the problem of helicopter landing in sea conditions below level 6, but it is only suitable for large helicopters with large lift, not suitable for small and medium-sized helicopters with insufficient lift; the harpoon-grid type (only suitable for small helicopters of 4 to 5 tons) and the landing net type helicopter landing deck are both rigid landings, which are only suitable for sea conditions below level 5. Since the ship sways and fluctuates on the sea surface, it is easy for the helicopter to directly hit the deck when landing vertically. In addition, if the helicopter's descent speed is not well controlled, the helicopter will collide with the deck with great impact force when it lands on the deck, causing an accident. Accidents during landing also account for a relatively high proportion of all helicopter flight accidents. At present, vertical take-off and landing unmanned aircraft can only use the tethered method to land on unmanned ships. Due to the limitation of the length of the tethered rope, vertical take-off and landing unmanned aircraft cannot be far away from the unmanned ship when in use, which limits the role of the unmanned aircraft.

[0007] There is a landing device for vertical take-off and landing of aircraft on ships, such as Figure 1 and Figure 2 As shown, a deck 20 is arranged on the hull of the ship, and a lift platform as a landing device is arranged on the deck 20. The lift platform includes a three-layer structure, which are an upper platform 10, a power device layer 60 and a shock-absorbing layer 70 arranged in sequence from top to bottom. The upper platform 10 is fixed above the power device layer 60, and the shock-absorbing layer 70 is fixed below the power device layer 60. The aircraft 50 is locked on the upper platform 10 and lands on the deck 20 together with the lift platform 10.

[0008] The power device layer 60 is provided with a power device and a flight control system, such as a rotor or a turbofan engine. Under the action of the power device, the launch platform can rise and approach the bottom of the aircraft 50 so that the aircraft 50 can be locked on the upper surface of the upper platform 10.

[0009] A power cable (not shown) connected to the ship's power system is provided below the shock-absorbing layer 70. A shock-absorbing landing gear 35 and a main probe 30 are provided below the shock-absorbing layer 70. The power cable provides power supply for all power devices on the lift platform. The shock-absorbing landing gear 35 uses a hydraulic system for shock absorption. A main pull-down cable 31 is provided in the main probe 30. In addition, auxiliary probes 40 are provided at the four corners of the shock-absorbing layer 70, and auxiliary pull-down cables 41 are provided in the auxiliary probes 40.

[0010] The landing device also includes a cable winch, a main lowering winch 32, and an auxiliary lowering winch 43 arranged below the ship deck 20. The power cable is connected to the cable winch, and the cable winch can release or recover the power cable. The main lowering cable 31 is wound around the main lowering winch 32, and the main lowering winch 32 can recover or release the main lowering cable 32. Correspondingly, the auxiliary lowering cable 41 is wound around the auxiliary lowering winch 43, and the auxiliary lowering winch 43 can recover or release the auxiliary lowering cable 41. A transition wheel 42 is also arranged below the deck 20, and the auxiliary lowering cable 41 can bypass a part of the surface of the transition wheel 42 to achieve steering.

[0011] A plurality of rotor mounting frames and turbofan engine mounting frames are arranged on the power device layer 60, and the plurality of rotor mounting frames and turbofan engine mounting frames are connected by trusses, and a rotor is installed in each rotor mounting frame. When the lift platform needs to rise, the lift platform is driven to rise by driving the plurality of rotors to rotate. A turbofan engine is installed in each turbofan engine mounting frame.

[0012] A locking device 12 is provided on the upper surface of the upper platform 10, and the locking device 12 includes a catcher assembly, and the catcher assembly includes a catcher bracket provided on the upper platform 10 and a plurality of catch claw assemblies installed on the catcher bracket, and the plurality of catch claw assemblies can move relative to the catcher bracket. When the aircraft skid landing gear enters the capture range of the catcher assembly, the catch claw assembly can lock the skid column of the aircraft, thereby fixing the aircraft on the upper platform 10, and as the lift platform slowly descends to the deck 20, the aircraft is landed, so that the aircraft 50 can be prevented from directly landing on the deck 20 and causing an impact on the deck 20.

[0013] However, since this landing device requires the skid landing gear of the aircraft 50 to slowly enter the capture range of the capture assembly before the skid column of the aircraft can be captured and fixed by the capture claw assembly, but since the aircraft is easily affected by wind in the air, there are certain difficulties in docking with the upper platform, which requires more precise control of the aircraft and the launch platform, and the docking control of the aircraft and the launch platform is relatively difficult. Summary of the invention

[0014] The first object of the present invention is to provide a landing device for a vertical take-off and landing aircraft to reduce the frequency of accidents occurring when the vertical take-off and landing aircraft lands.

[0015] The second object of the present invention is to provide a ship having the above-mentioned landing device.

[0016] To achieve the above-mentioned first purpose, the landing device for a vertical take-off and landing aircraft provided by the present invention includes a lift platform, on which are disposed a plurality of power devices for driving the lift platform to rise or descend; a power cable and a probe are disposed below the lift platform, inside of the probe is disposed a pull-down rope, and a shock-absorbing landing gear is also disposed below the lift platform; wherein the lift platform includes an upper platform, the upper platform is located at the upper end of the lift platform, and the upper platform is provided with a tensioning assembly, the tensioning assembly is used to pull the aircraft and the upper platform together, and the upper platform is also provided with a locking device for locking the aircraft.

[0017] It can be seen from the above scheme that when a vertical take-off and landing aircraft, such as a helicopter, a vertical take-off and landing drone, etc. needs to land, the aircraft flies over 8 to 15 meters above the flight deck of the ship and hovers (when the ship is sailing, the aircraft flies over 8 to 15 meters above the deck of the ship and hovers relatively), the power device of the lift platform drives the lift platform into the air, and the lift platform tows the descent cable to rise, and the lift platform hovers or hovers relatively in the air 3 to 5 meters directly below the vertical take-off and landing aircraft. At this time, the vertical take-off and landing aircraft can be pulled together with the upper platform by a tensioning assembly. In this way, there is no need for very precise positioning between the aircraft and the upper platform, and the aircraft can also be fixed on the upper platform.

[0018] When the rappelling cable is retracted, the aircraft and the launch platform jointly generate an upward lift. This lift must ensure that the rise and fall of the launch platform and the aircraft are synchronized with the rise and fall of the flight deck of the ship in complex sea conditions, and the rappelling cable is always under the action of tension. During the rappelling process, the rise and fall of the launch platform and the deck always maintain a high consistency. In addition to the rise and fall movement of the ship deck, there is also swing. The launch platform obtains the swing attitude information of the deck through laser radar, radio, wired electricity, etc. The flight control system of the launch platform keeps the platform attitude horizontal or consistent with the swing attitude of the deck. While the rappelling cable is gradually shortened, the launch platform gradually approaches the deck. At the moment when the rappelling winch pulls the launch platform back to the deck through the rappelling cable, the shock-absorbing landing gear under the launch platform acts as a buffer for the deck, avoiding direct rigid contact between the launch platform and the deck, thereby avoiding rigid contact between the aircraft and the deck through the launch platform. At the same time, when the ship is swaying, the shock-absorbing landing gear can also be kept in a self-balancing state, thereby avoiding collision between the aircraft and the deck.

[0019] A preferred solution is that a cable joint and a clamping assembly are provided on the lifting platform, the cable joint is arranged on the lifting frame, the lower end of the cable joint is fixedly connected to the cable, and the cable is wound on a cable winder; the clamping assembly also includes at least one pair of clamping rollers arranged above the cable joint.

[0020] It can be seen from this that a cable connector that cooperates with a cable can be provided on the aircraft. When the aircraft needs to land, the cable is released from the belly of the aircraft, and the cable connector and the pull cable connector are fixed to each other. When the aircraft recovers the cable, the pull cable is brought into the aircraft and locked, and the pull cable connector and the cable connector are separated. At this time, the vertical take-off and landing aircraft increases a certain lift, and the lift platform reduces a certain lift, so that the pull cable maintains a certain tension, and the cable winch on the lift platform tightens the cable, gradually pulling the aircraft and the upper platform together and fixing them.

[0021] Furthermore, the present invention clamps and fixes the cable pulley by means of the clamping roller, thereby avoiding the problem that the cable pull joint and the cable pull joint cannot be butted together.

[0022] A further solution is that the number of the clamping rollers is more than two pairs, and the two pairs of clamping rollers are arranged perpendicular to each other.

[0023] It can be seen that by arranging two pairs of clamping rollers in two mutually perpendicular directions, the cable can be clamped and fixed in two directions on a plane, ensuring that the cable pulling joint and the cable pulling joint are smoothly connected.

[0024] A further solution is that the clamping assembly also includes a roller rotation driving device, and the roller rotation driving device drives the clamping roller to rotate around its own axis.

[0025] In this way, after the clamping roller clamps the cable, the redundant cable below the roller can be retracted by rotating the clamping roller, driving the cable connector to rise and clamp, which is conducive to inserting the cable connector into the cable pulling connector.

[0026] A further solution is that a wheel locking device is provided on the upper surface of the upper platform, and the wheel locking device is arranged below the clamping roller; or a skid column clamping device is provided on the upper surface of the upper platform, and the skid column clamping device is arranged below the clamping roller.

[0027] It can be seen that by providing a wheel locking device or a skid column clamping device on the upper platform, an aircraft with a wheeled or skid landing gear can be clamped and fixed, which is beneficial for fixing the aircraft on the upper platform.

[0028] An optional solution is that the tensioning assembly includes a capture hook assembly, which includes a screw rod and at least two capture hooks arranged in the circumferential direction of the screw rod, the fixed end of each capture hook is fixed on a nut sleeve, and the nut sleeve can move up and down relative to the screw rod, the free end of each capture hook is provided with a hooking portion, and the lower end of the screw rod is also provided with a telescopic device.

[0029] In this way, the capture hook assembly can be used to hook the landing gear of the aircraft, and then the capture hook assembly can be slowly lowered to achieve a slow landing of the aircraft onto the upper platform. This can avoid the need for the aircraft to be accurately positioned with the upper platform, and the aircraft and the upper platform can be pulled together and fixed through the capture hook assembly.

[0030] A further solution is that a fixing ring is provided at the upper end of the screw rod, and the rod body of each capture hook is connected to the fixing ring via a connecting rod.

[0031] It can be seen that when the screw rod rotates, the nut sleeve moves up and down relative to the screw rod, and the connecting rod can drive each capture hook to expand or contract, thereby realizing the change of the capture hook assembly between the expansion and contraction states.

[0032] A further solution is that a shock absorbing device is provided on the outer sleeve of the connecting rod, and two ends of the shock absorbing device are respectively fixed to two ends of the connecting rod.

[0033] It can be seen that the shock-absorbing device can buffer the vibration generated in the process of the capture hook assembly hooking the aircraft, thereby preventing the upper platform from being subjected to severe impact.

[0034] A further solution is that a turntable landing platform is provided on the upper platform, and a magnetic field generating device is provided under the turntable landing platform; a mechanical arm assembly is also provided on the upper platform, and the mechanical arm assembly includes a clamping arm, and a clamping member is provided at the free end of the clamping arm, and the clamping member is located above the turntable landing platform.

[0035] It can be seen that when the aircraft lands on the launch platform, the turntable landing platform can generate a strong magnetic field and adsorb the aircraft. The battery assembly, refueling gun and charging plug are clamped by the robotic arm assembly to realize the operations of drone battery replacement, fuel tank refueling and charging. It is suitable for small drones to realize battery replacement, fuel tank refueling and charging without landing on the deck.

[0036] In order to achieve the above-mentioned second purpose, the ship provided by the present invention includes a hull, and the above-mentioned landing device is arranged on the hull. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 The present invention is a schematic diagram of the structure of a ship with a landing device.

[0038] Figure 2 It is a structural diagram of the existing landing device and the landing gear of the aircraft.

[0039] Figure 3 It is a structural diagram of the first embodiment of the landing vessel of the present invention.

[0040] Figure 4 It is a schematic diagram of the partial structure of the upper platform and the aircraft of the first embodiment of the landing device of the present invention.

[0041] Figure 5 yes Figure 4 Enlarged view of point A in the middle.

[0042] Figure 6 It is a schematic diagram of the structure of the upper platform and the wheel group locking device of the first embodiment of the landing device of the present invention.

[0043] Figure 7 It is a structural schematic diagram of the first stage of an aircraft landing on the upper platform of the first embodiment of the landing device of the present invention.

[0044] Figure 8 It is a top view of an aircraft landing on the second-stage upper platform of the first embodiment of the landing device of the present invention.

[0045] Fig. 9 It is a cross-sectional view of the first stage of an aircraft landing on the upper platform of the first embodiment of the landing device of the present invention.

[0046] Fig.10 yes Fig. 9 Enlarged view of point B.

[0047] Fig.11 It is a cross-sectional view of the third stage of an aircraft landing on the upper platform of the first embodiment of the landing device of the present invention.

[0048] Fig.12 It is a schematic diagram of the partial structure of the upper platform and the aircraft of the second embodiment of the landing device of the present invention.

[0049] Fig.13 It is a schematic diagram of the structure of the upper platform and the skid column clamping device of the second embodiment of the landing device of the present invention.

[0050] Fig.14 It is a structural schematic diagram of the first stage of an aircraft landing on the upper platform of the second embodiment of the landing device of the present invention.

[0051] Fig.15 It is a top view of an aircraft landing on the second-stage upper platform of the second embodiment of the landing device of the present invention.

[0052] Fig.16 It is a cross-sectional view of the first stage of an aircraft landing on the upper platform of the second embodiment of the landing device of the present invention.

[0053] Fig.17 yes Fig.16 Enlarged view of point C in the middle.

[0054] Fig.18 It is a cross-sectional view of the third stage of an aircraft landing on the upper platform of the second embodiment of the landing device of the present invention.

[0055] Fig.19 It is a schematic diagram of the partial structure of the upper platform and the aircraft of the third embodiment of the landing device of the present invention.

[0056] Fig. 20 It is a structural diagram of the capture hook assembly of the third embodiment of the landing device of the present invention.

[0057] Fig.21 It is a partial structural diagram of the working state of the capture hook assembly of the third embodiment of the landing device of the present invention.

[0058] Fig. 22 It is a side view of the upper platform and a part of the aircraft of the third embodiment of the landing device of the present invention.

[0059] Fig.23 It is a structural diagram of the second stage of an aircraft landing on the upper platform of the third embodiment of the landing device of the present invention.

[0060] Fig.24 It is a side view of the second stage of an aircraft landing on the upper platform of the third embodiment of the landing device of the present invention.

[0061] Fig.25 It is a structural diagram of the third stage of an aircraft landing on the upper platform of the third embodiment of the landing device of the present invention.

[0062] Fig.26 It is a side view of the third stage of an aircraft landing on the upper platform of the third embodiment of the landing device of the present invention.

[0063] Fig. 27 It is a schematic diagram of the partial structure of the upper platform and the aircraft of the fourth embodiment of the landing device of the present invention.

[0064] Fig.28 It is a structural diagram of the telescopic device of the capture hook assembly of the fifth embodiment of the landing device of the present invention.

[0065] Fig.29 It is a structural exploded view of the telescopic device of the capture hook assembly of the fifth embodiment of the landing device of the present invention.

[0066] Fig.30 It is a structural diagram of the charging components and a partial aircraft of the sixth embodiment of the landing device of the present invention.

[0067] Fig.31It is a structural diagram of the turntable landing platform, mechanical arm assembly and aircraft part of the seventh embodiment of the landing device of the present invention.

[0068] Fig.32 It is a schematic diagram of the structure of the first variation of the power device of the landing device of the present invention and the upper platform.

[0069] Fig.33 It is a schematic diagram of the structure of the second variation of the power device of the landing device of the present invention and the upper platform.

[0070] Fig.34 It is a schematic diagram of the structure of the third variation of the power device of the landing device of the present invention and the upper platform.

[0071] Fig.35 It is a schematic diagram of the structure of the fourth variation of the power device of the landing device of the present invention and the upper platform.

[0072] Fig.36 It is a schematic diagram of the structure of the fifth variation of the power device of the landing device of the present invention and the upper platform.

[0073] Fig.37 It is a schematic diagram of the structure of the sixth variation of the power device of the landing device of the present invention and the upper platform.

[0074] Fig.38 It is a schematic diagram of the structure of the seventh variation of the power device of the landing device of the present invention and the upper platform.

[0075] Fig.39 It is a schematic diagram of the structure of the eighth variation of the power device of the landing device of the present invention and the upper platform.

[0076] Fig.40 It is a schematic diagram of the structure of the ninth variation of the power device of the landing device of the present invention and the upper platform.

[0077] Fig.41 It is a schematic diagram of the structure of the tenth variation of the power device of the landing device of the present invention and the upper platform.

[0078] Fig.42 It is a structural diagram of the first implementation mode of the clamping part of the first embodiment of the landing device of the present invention.

[0079] Fig.43 It is a structural diagram of the second implementation mode of the clamping part of the first embodiment of the landing device of the present invention.

[0080] Fig.44 It is a structural diagram of the first embodiment of the landing device and the aircraft of the present invention.

[0081] Fig.45It is a structural exploded view of the first embodiment of the landing device of the present invention and the aircraft.

[0082] Fig.46 It is a structural decomposition diagram of the power device layer in the first embodiment of the landing device of the present invention.

[0083] Fig.47 It is a top view of the power device layer in the first embodiment of the landing device of the present invention.

[0084] Fig.48 It is a structural diagram of the rotor in the first embodiment of the landing device of the present invention.

[0085] Fig.49 It is a structural diagram of the turbofan engine in the first embodiment of the landing device of the present invention.

[0086] Fig.50 It is a schematic diagram of the internal structure installation of the rotor in the first embodiment of the landing device of the present invention.

[0087] Fig.51 It is a cross-sectional view of the rotor and the rotor mounting frame in the first embodiment of the landing device of the present invention.

[0088] Fig.52 It is a cross-sectional view of a turbofan engine and a turbofan engine mounting frame in the first embodiment of the landing device of the present invention.

[0089] Fig.53 It is a cross-sectional view of another installation method of the turbofan engine and the turbofan engine mounting frame in the first embodiment of the landing device of the present invention.

[0090] Fig.54 It is a structural diagram of the capture hook assembly of the eighth embodiment of the landing device of the present invention.

[0091] Fig.55 It is a structural exploded view of the capture hook assembly and the upper level of the eighth embodiment of the landing device of the present invention.

[0092] Fig.56 It is a structural diagram of the capture hook assembly and the upper layer of the eighth embodiment of the landing device of the present invention.

[0093] The present invention is further described below in conjunction with the accompanying drawings and embodiments. DETAILED DESCRIPTION

[0094] The ship of the present invention can be a manned ship or an unmanned ship. The landing device of the present invention is arranged on the deck of the ship to assist the landing of a vertical take-off and landing aircraft, such as a helicopter or a vertical take-off and landing drone.

[0095] First embodiment:

[0096] The landing device of this embodiment is mainly used for landing vertical take-off and landing aircraft such as helicopters and vertical take-off and landing drones on ships to avoid landing accidents.

[0097] See also Figure 3 The ship of this embodiment includes a hull, a deck 129 is arranged on the hull, and a lift platform is arranged on the deck 129. The lift platform of this embodiment includes a three-layer structure, which are an upper platform 100, a power device layer 101 and a shock-absorbing layer 109 arranged in sequence from top to bottom. The upper platform 100 is fixed above the power device layer 101, and the shock-absorbing layer 109 is fixed below the power device layer 101. The power device layer 101 is provided with a plurality of trusses. The aircraft 175 is locked on the upper platform 100 and lands on the deck 129 together with the lift platform, so that the aircraft can be prevented from landing directly on the deck 129 and from rigidly colliding with the violently shaking deck 129.

[0098] See also Fig.44 and Fig.45 The upper platform 100 of this embodiment is a square, and of course it can be other symmetrical shapes such as a rectangle, a regular pentagon, a circle, etc. In addition, the upper platform 100 can be provided with positioning, aiming, docking guidance and other systems, and the power device layer 101 is provided with a power device and a flight control system, such as a rotor or a turbofan engine, etc. Under the action of the power device, the launch platform can rise and approach the bottom of the aircraft 175, so that the aircraft 175 can be locked on the upper surface of the upper platform 100.

[0099] A power cable (not shown) connected to the ship's power system is provided below the shock-absorbing layer 109. The power cable may also be a power composite cable, in which power cables, control cables, communication cables, etc. are arranged, which are respectively connected to the power, control and communication systems on the ship. A shock-absorbing landing gear 105 and a main probe 103 are provided below the shock-absorbing layer 109. Among them, the power cable provides power supply for all power devices on the lift platform, the shock-absorbing landing gear 105 adopts a hydraulic system for shock absorption, and a main pull-down cable 106 is provided in the main probe 103. In addition, auxiliary probes 104 are provided at the four corners of the shock-absorbing layer 109, and auxiliary pull-down cables 108 are provided in the auxiliary probes 104. Preferably, the four auxiliary probes 104 are symmetrically arranged on the shock-absorbing layer 109.

[0100] The landing device also includes a cable winch, a main lowering winch 128, and an auxiliary lowering winch 107 arranged below the ship deck 129. The power cable is connected to the cable winch, and the cable winch can release or recycle the power cable. The main lowering cable 106 is wound around the main lowering winch 128, and the main lowering winch 128 can recycle or release the main lowering cable 106. Correspondingly, the auxiliary lowering cable 108 is wound around the auxiliary lowering winch 107, and the auxiliary lowering winch 107 can recycle or release the auxiliary lowering cable 108. Preferably, a transition wheel is also arranged below the deck 129, and the auxiliary lowering cable 108 can bypass a part of the surface of the transition wheel to achieve steering.

[0101] Of course, the main probe 103 and the main descent rope 106 can be eliminated, and the four auxiliary descent ropes 108 arranged at the four corners all constitute the main descent ropes.

[0102] In addition, a lighting system (not shown) is provided on the surface of the upper platform 100, so that the upper platform 100 can also be used for landing operations of the aircraft 175 at night. There are also laser radars, visual detection devices, and radio positioning, aiming, docking guidance and other systems (not shown) on the surface of the upper platform 100.

[0103] See also Fig.46 and Fig.47 The power plant layer 101 of this embodiment includes a main frame 1201, on which a plurality of rotor mounting frames 1210 and a turbofan engine mounting frame 1211 are arranged. The plurality of rotor mounting frames 1210 and the turbofan engine mounting frame 1211 are connected by a truss 1205. A rotor 1220 is installed in each rotor mounting frame 1210. When the lift platform needs to rise, the lift platform is driven to rise by driving the rotation of the plurality of rotors 1220. A turbofan engine 1240 is installed in each turbofan engine mounting frame 1211. An aviation fuel tank and oil pipe are arranged on the lift platform. Another way is that rotors and turbofan engines are arranged on the power plant layer 101 at the same time. For example, four rotors are arranged at the four corners of the power plant layer 101, and four turbofan engines are arranged at one-quarter and three-quarters of two diagonals. In addition, the number of turbofan engines installed on the power unit layer 101 can be two or three. If two turbofan engines are installed, the two turbofan engines can be installed on both sides of the main probe 103. If the number of turbofan engines is three, the three turbofan engines are located at the three vertices of an equilateral triangle, and the center of the inscribed circle of the triangle is the center point of the power unit layer 101.

[0104] A plurality of support rods 1203 are arranged on the main frame 1201, and the upper platform 100 can be supported on the top of the plurality of support rods 1203. A plurality of connecting rods 1202 are arranged at the lower end of the main frame 1201, and the shock absorbing layer 109 is connected to the lower end of the plurality of connecting rods 1202. Fig.47 It can be seen that the power unit layer 101 includes four rotors 1220 and four turbofan engines 1240 . The four rotors 1220 are located at four corners, while the four turbofan engines 1240 are located near the center of the main frame 1201 .

[0105] See also Fig.48 The rotor 1220 includes a cylindrical housing 1221, which can be fixed in the annular cylindrical rotor mounting frame 1210, for example, by welding or screws. A connecting rod 1222 is provided in the housing 1221, and the main body 1230 of the rotor 1220 is fixed in the housing 1221 through the connecting rod 1222. The main body 1230 of the rotor 1220 is also provided with blades 1223. Fig.50 and Fig.51 The top of the housing 1221 is provided with an outwardly expanded bell mouth 1224, which can be fixed to the top of the rotor mounting frame 1210. A motor 1226 is provided in the main body 1230 of the rotor 1220, the motor 1226 is fixed to the mounting plate 1225, and the blades 1223 are fixed to the radially outer side of the rotating shaft 1227 of the motor 1226. The rotor 1220 is a common flight power device, and the existing rotor structure can be used in this embodiment.

[0106] See also Fig.49 The turbofan engine 1240 includes a housing 1241, and two fixing columns 1242 are arranged on the side wall of the housing 1241. The two fixing columns 1242 are inserted into the turbofan engine mounting frame 1211, so as to achieve the fixing of the turbofan engine 1240 and the turbofan engine mounting frame 1211. An airflow opening 1243 is arranged at the top of the housing 1241. Fig.52 The main body 1245 of the turbofan engine 1240 is arranged in the outer casing 1241. The turbofan engine 1240 is a common flight power device. The present embodiment can use the existing turbofan engine structure.

[0107] Fig.52 The turbofan engine shown is installed in a vertical direction, that is, the axis of the turbofan engine is perpendicular to the main surface of the upper platform 100. In actual application, the turbofan engine can also be installed in a horizontal direction, but a curved pipe needs to be provided. Fig.53, the axis of the turbofan engine mounting frame 1211 is arranged in the horizontal direction, that is, parallel to the main surface of the upper platform 100, and the axis of the main body 1245 of the turbofan engine 1240 is also parallel to the main surface of the upper platform 100. A bend 1246 is arranged at the air outlet end of the turbofan engine 1240, and the bend 1246 is a 90° bend, the free end of the bend 1246 faces downward, and the axis of the free end is in the vertical direction. Since the airflow ejected by the turbofan engine 1240 is a high-temperature and high-pressure gas, the bend 1246 needs to be made of a metal material resistant to high temperature and high pressure. When the vertical installation mode of the turbofan engine is changed to the horizontal installation mode, the position of the bend nozzle equipped with the turbofan engine must be the same as the nozzle position of the vertically installed turbofan engine.

[0108] Of course, the four rotors can be replaced by ducts, or the four turbofan engines can also be replaced by ducts.

[0109] See also Figure 4 , Figure 5 and Figure 6 The upper platform 100 is provided with a tensioning assembly, which includes a lifting frame 150 arranged on the upper surface of the upper platform 100, and a cable connector 151 is arranged at the upper end of the lifting frame 150. The lifting frame 150 can be a scissor lift mechanism, which rises or falls under the drive of a driving component such as a motor, thereby driving the cable connector 151 to rise or fall relative to the upper platform 100.

[0110] The inner surface of the belly 170 of the aircraft 175, i.e. Figure 4 A take-up wheel 172 is provided on the upper surface of the take-up wheel 172, and the lead cable 173 can be wound around the circumference of the take-up wheel 172. A lead cable joint 174 is provided at the end of the lead cable, and preferably, a limit plate 176 is provided at the upper end of the lead cable joint 174. The main body of the lead cable joint 174 is cylindrical, and the lower end is a cone. The lead cable joint 174 can be inserted into the cable pull joint 151. The belly 170 is provided with a through hole 171, and the lead cable joint 174 and the lead cable 173 can pass through the through hole 171 and extend out of the aircraft 175 and hang down.

[0111] from Figure 5 It can be seen that a receiving cavity 152 is provided in the middle of the cable connector 151, and the cable connector 174 can be inserted into the receiving cavity 152. Preferably, a locking mechanism can be provided in the cable connector 151, for example, a locking pin is provided to lock the cable connector 174 in the receiving cavity 152. An optional way is to provide a micro switch in the receiving cavity 152, and when the cable connector 174 is inserted into the receiving cavity 152, a locking pin is driven by a motor to move and pass through the cable connector 151 and the cable connector 174, so that the cable connector 174 is locked in the cable connector 151.

[0112] Two pairs of clamping rollers are arranged on the upper platform 100, the first pair of clamping rollers includes a slide bar 110 and a roller 111 fixed on one side of the slide bar 110, a slide groove is arranged at the edge of the upper platform 100, and both ends of the slide bar 110 are arranged on the slide groove through support rods 113. The slide bar 110 can slide on the slide groove under the drive of the drive motor 114, thereby driving the roller 111 to slide relative to the upper platform 100.

[0113] Opposite to the slide bar 110 is the slide bar 115, which is arranged parallel to the slide bar 110. A roller 116 is arranged on one side of the slide bar 115 close to the slide bar 110. Figure 6 It can be seen that the roller 111 and the roller 116 are both long strip rollers, and the roller 111 and the roller 116 are parallel to each other, so the roller 111 and the roller 116 constitute a first pair of clamping rollers. The two ends of the slide bar 115 are supported on the slide groove by the support rod 117, and slide on the slide groove under the drive of the motor. Preferably, the slide bar 110 and the slide bar 115 can be set on the same slide groove, and the slide bar 110 and the slide bar 115 can move away from each other or move towards each other.

[0114] Preferably, a roller rotation driving device, such as a driving motor, is provided at one end of the rollers 111 and 116 to drive the rollers 111 and 116 to rotate along their own axes, such as clockwise or counterclockwise.

[0115] Another pair of clamping rollers includes a slide bar 120 and a slide bar 125 which are parallel to each other. A strip-shaped roller 121 is arranged on one side of the slide bar 120 close to the slide bar 125, and a strip-shaped roller 126 is arranged on one side of the slide bar 125 close to the slide bar 120. The rollers 121 and 126 are arranged parallel to each other. Moreover, the slide bar 120 and the slide bar 110 are perpendicular to each other, so the extension directions of the two sets of clamping rollers are perpendicular to each other.

[0116] The two ends of the slide bar 120 and the slide bar 125 are supported on another set of slide grooves through support rods, and can slide back and forth on the slide grooves, that is, the sliding direction of the slide bar 120 is perpendicular to the sliding direction of the slide bar 110. In the direction perpendicular to the upper platform 100, the slide bars 110, 115, 120, 125 are all located above the cable joint 151.

[0117] In order to ensure that the aircraft 175 can be firmly fixed on the upper platform 100, a wheel locking device is provided on the upper surface of the upper platform 100. Since a front wheel 180 and two rear wheels 182 are provided under the belly 170 of the aircraft 175, the wheel locking device of this embodiment includes a front wheel locking device 130 and two rear wheel locking devices 140.

[0118] The front wheel locking device 130 includes two guide plates 131, which form a V-shape and have open ends facing upwards, so as to facilitate the fixing of the front wheel 180. Axle clamping seats 132 and 134 are respectively arranged at both ends of the two guide plates 131, axle clamping member 133 is arranged on the side of the axle clamping seat 132 close to the axle clamping seat 134, and axle clamping member 135 is arranged on the side of the axle clamping seat 134 close to the axle clamping seat 132, so that the axle clamping member 133 and the axle clamping member 135 are arranged opposite to each other. In addition, the axle clamping member 133 can extend or retract relative to the axle clamping seat 132, and the axle clamping member 135 can extend or retract relative to the axle clamping seat 134.

[0119] When the front wheel 180 is located between the two guide plates 131 , the axle clamping member 133 extends from the axle clamping seat 132 , and the axle clamping member 135 extends from the axle clamping seat 134 , clamping the rotating shaft of the front wheel 180 to prevent the front wheel 180 from moving relative to the guide plates 131 .

[0120] The two rear wheel locking devices 140 are arranged parallel to each other, and each rear wheel locking device 140 includes locking seats 141 and 143. A locking member 142 is arranged on the side of the locking seat 141 close to the locking seat 143. The locking member 142 can be extended or retracted relative to the locking seat 141, and the end of the locking member 142 is an arc-shaped opening. A locking member 144 is arranged on the side of the locking seat 143 close to the locking seat 141. The locking member 144 can be extended or retracted relative to the locking seat 143, and the end of the locking member 144 is an arc-shaped opening. A circular space is formed between the locking members 142 and 144, and the rear wheel 182 can be clamped in the space, so that the rear wheel 182 is locked on the upper platform 100.

[0121] A cable winding machine 160 is provided below the upper platform 100 . A cable 161 is wound around the cable winding machine 160 . The upper end of the cable 161 is fixedly connected to the cable connector 151 .

[0122] When the aircraft 175 needs to land, first, the flight control system starts the power device on the lift platform, such as starting the rotor or turbofan engine, so that the lift platform rises to a certain height, such as 9 to 10 meters. Since the main probe 104 and the auxiliary probe 104 are both fixed on the lift platform, the main probe 103 and the auxiliary probe 104 rise together with the lift platform.

[0123] At this time, the aircraft 175 slowly hovers a certain distance above the lift platform, such as hovering about 3 to 5 meters above the upper platform 100, and then the approximate position of the aircraft 175 is determined by the auxiliary positioning device on the lift platform, for example, a camera is set on the upper platform 100, and the image of the bottom of the aircraft 175 is captured by the camera, and the approximate position of the aircraft 175 is determined after analyzing the image. At this time, the flight control system controls the power device on the lift platform to move the lift platform to a suitable position below the aircraft 175. Alignment and positioning by image recognition, laser, etc. are well-known technologies and will not be described in detail here.

[0124] Then, when the aircraft 175 is hovering, the lead cable 173 on the aircraft passes through the through hole 171 and is thrown down, as shown in FIG. Figure 7 As shown, the cable connector 174 at the lower end of the cable 173 gradually approaches the upper platform 100. However, due to the strong wind and waves at sea, the cable 173 is easily affected by the wind and swings in no definite direction. Therefore, the cable 173 needs to be clamped and fixed by two sets of clamping rollers.

[0125] After the cable 173 is dropped, the cable connector 174 slowly descends and descends to below the two sets of clamping rollers. Then, the slide bars 110 and 115 are driven by the motor to move closer to each other. At the same time, the slide bars 120 and 125 are driven by the motor to move closer to each other. Figure 8 As each set of slide bars approaches each other, the lower end of the cable 173 will be surrounded by two sets of clamping rollers, as shown in FIG. Fig. 9 and Fig.10 As shown, when the slide bar 110 and the slide bar 115 are close to each other, the lower end of the cable 173 is clamped by the roller 111 and the roller 116. Similarly, in the other direction, the lower end of the cable 173 is clamped by the roller 121 and the roller 126.

[0126] Next, the roller 111 rotates counterclockwise under the drive of the motor, and the roller 116 rotates clockwise under the drive of the motor, and under the action of friction, the cable 173 is driven to move upward, thereby driving the cable connector 174 to move upward. At this time, the lifting frame 150 drives the cable connector 151 to move upward, so that the cable connector 174 is inserted into the cable connector 151, and finally the locking pin locks the cable connector 151 and the cable connector 174.

[0127] At this time, the take-up wheel 172 of the aircraft 175 rotates to retract the tow cable 173 into the belly 170, and the cable connector 151 follows the tow cable 173 into the aircraft 175 and is clamped above the belly 170. Then, the cable connector 151 and the tow cable connector 174 are disengaged. In this embodiment, a clamp is provided above the belly of the aircraft 175 for clamping the cable connector 151. At this time, the vertical take-off and landing aircraft increases the lift force to a certain extent, and the lift platform reduces the lift force to a certain extent, so that the tow cable 161 maintains a certain tension. The lift platform tightens the tow cable 161 through the cable winder 160, and gradually pulls the aircraft 175 and the upper platform 100 together and fixes them, as shown in FIG. Fig.11 shown.

[0128] The clamping member provided in the aircraft 175 has various structures. Fig.42 One structure is shown, the clamping member 190 is a clamp that can be opened, and the clamp includes two clamping arms 192, and the ends of the two clamping arms 192 are connected to a cylinder 191, and the cylinder 191 can drive the clamp to open or close. The front end of the clamping arm 192 is a clamping portion 193, and the cable connector 151 can be clamped between the two clamping portions. For example, Figure 5 As shown, a groove 153 is provided in the middle of the cable connector, and the clamping portion 193 can be clamped outside the groove 153 .

[0129] Fig.43 Another structure of the clamping member is shown, the clamping member 195 includes two clamping parts that can be separated from each other or approached to each other, each clamping part includes a bracket 196, a motor 199 is provided on the bracket 196, a clamping block 197 is provided at one end of the bracket 196, and the two clamping blocks 197 are both provided with semicircular openings. The motor 199 can drive the clamping blocks 197 to approach each other or move away from each other. After the two clamping blocks 197 approach each other, a circular through hole 198 is formed, and the cable connector 151 can be clamped in the through hole 198. For example, the groove 153 of the cable connector 151 is located in the through hole 198.

[0130] Subsequently, the main lowering winch 128 and the auxiliary lowering winch 107 start to rotate, retracting the main lowering cable 106 and the auxiliary lowering cable 108, thereby driving the lift platform to descend. In this way, the aircraft 175 descends together with the lift platform, and when the lift platform descends to the deck 129, the aircraft 175 lands.

[0131] When the launch platform lands on the deck 129, the lower end of the shock-absorbing landing gear 105 will abut against the upper surface of the deck 129 and provide a buffering force for the launch platform to prevent the launch platform from landing hard on the deck 129 and causing vibration of the deck 129, and also to prevent the aircraft 175 on the launch platform from vibrating violently.

[0132] Due to complex sea conditions during offshore operations, waves may throw the hull upward. In order to prevent the hull from rising or falling instantly and causing impact on the lifting platform, the power device of the lifting platform is always working and providing lift during the descent of the lifting platform. In this way, even if the hull is thrown up by the waves and rises instantly, causing the main pull-down cable 106 and the auxiliary pull-down cable 108 to be unable to provide the pulling force for descent, since the power device of the lifting platform always provides lift, the lifting platform will also rise rapidly under the action of the lift, thereby avoiding impact on the lifting platform due to the instantaneous rise of the deck 129, and avoiding the deck 129 from hitting the lifting platform.

[0133] Of course, in the present embodiment, the cable pull joint 151 and the cable lead joint 174 are locked by a locking pin. In actual application, the cable pull joint 151 and the cable lead joint 174 can also be fixed to each other by a magnetic field. For example, a coil is arranged in the cable pull joint 151. When the cable lead joint 174 made of metal is inserted into the cable pull joint 151, the coil is energized and generates a magnetic field, thereby fixing the cable lead joint 174 in the cable pull joint 151.

[0134] Of course, both the front wheel locking device 130 and the rear wheel locking device 140 can be provided with an axle clamping seat and an axle clamping member, and a locking seat and a locking member can also be provided, that is, for the same wheel, both the wheel and the axle can be clamped. For example, when the wheel falls between the two guide plates, the two locking members are first used to clamp the wheel, and then the axle clamping member is used to clamp the axle of the wheel, so that the wheel is clamped more firmly. Preferably, the two guide plates can be folded on the upper platform 100, that is, the angle between the guide plate and the upper platform 100 can be changed.

[0135] Second embodiment:

[0136] The first embodiment is mainly for the landing of an aircraft with a wheeled landing gear, and this embodiment is mainly for the landing of an aircraft with a skid-type landing gear. The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can be locked on the upper platform and land on the deck together with the lift platform. The structure of the upper platform, the power device layer and the shock-absorbing layer is the same as that of the first embodiment, and will not be repeated here.

[0137] See also Fig.12 , Fig.13 and Fig.14The upper platform 200 is provided with a tensioning assembly, and the tensioning assembly of this embodiment includes a lifting frame 250 provided on the upper surface of the upper platform 20, and a cable connector 251 is fixed to the upper end of the lifting frame 250. The lifting frame 250 may be a scissor lift mechanism, which is driven by a motor or other driving components to rise or fall, thereby driving the cable connector 251 to rise or fall relative to the upper platform 200.

[0138] A take-up wheel 272 is provided on the inner surface of the belly 270 of the aircraft, and the lead cable 273 can be wound around the circumference of the take-up wheel 272. A lead cable joint 274 is provided at the end of the lead cable 273, and preferably, a limit plate is provided at the upper end of the lead cable joint 274. The main body of the lead cable joint 274 is cylindrical, and the lower end is a cone. The lead cable joint 274 can be inserted into the cable pull joint 251. The belly 270 is provided with a through hole 271, and the lead cable joint 274 and the lead cable 273 can pass through the through hole 271 and extend out of the aircraft and hang down.

[0139] See also Fig.17 The middle of the cable connector 251 is provided with an accommodating cavity 252, and the cable connector 274 can be inserted into the accommodating cavity 252. Preferably, a locking mechanism can be provided in the cable connector 251, for example, a locking pin is provided to lock the cable connector 274 in the accommodating cavity 252. Alternatively, a coil is provided in the cable connector 251, and when the cable connector 274 is inserted into the accommodating cavity 252, the coil is energized and generates a magnetic field, thereby adsorbing and fixing the metal cable connector 274.

[0140] Two pairs of clamping rollers are arranged on the upper platform 200, the first pair of clamping rollers includes a slide bar 210 and a roller 211 fixed on one side of the slide bar 210, a slide groove is arranged at the edge of the upper platform 200, and both ends of the slide bar 210 are arranged on the slide groove through a support rod 213. The slide bar 210 can slide on the slide groove under the drive of the drive motor 214, thereby driving the roller 211 to slide relative to the upper platform 200.

[0141] Opposite to the slide bar 210 is the slide bar 215. The slide bar 215 and the slide bar 210 are arranged parallel to each other. A roller 216 is arranged on one side of the slide bar 215 close to the slide bar 210. Fig.13 It can be seen that the roller 211 and the roller 216 are both long strip rollers, and the roller 211 and the roller 216 are parallel to each other, so the roller 211 and the roller 216 constitute a first pair of clamping rollers. The two ends of the slide bar 215 are supported on the slide groove by the support rod 217, and slide on the slide groove under the drive of the motor. Preferably, the slide bar 210 and the slide bar 215 can be set on the same slide groove, and the slide bar 210 and the slide bar 215 can move away from each other or move towards each other.

[0142] Preferably, a roller rotation driving device, such as a driving motor, is provided at one end of the rollers 211 and 216 to drive the rollers 211 and 216 to rotate along their own axes, such as clockwise or counterclockwise.

[0143] Another pair of clamping rollers includes a slide bar 220 and a slide bar 225 which are parallel to each other. A strip-shaped roller 221 is arranged on the side of the slide bar 220 close to the slide bar 225, and a strip-shaped roller 226 is arranged on the side of the slide bar 225 close to the slide bar 220. The rollers 221 and 226 are arranged parallel to each other. Moreover, the slide bar 220 and the slide bar 210 are perpendicular to each other, so the extension directions of the two sets of clamping rollers are perpendicular to each other.

[0144] The two ends of the slide bar 220 and the slide bar 225 are supported on another set of slide grooves through support rods, and can slide back and forth on the slide grooves, that is, the sliding direction of the slide bar 220 is perpendicular to the sliding direction of the slide bar 210. In the direction perpendicular to the upper platform 200, the slide bars 210, 215, 220, 225 are all located above the cable joint 251.

[0145] Two parallel skid fixing members 230 are arranged on the upper surface of the upper platform 200. Each skid fixing member 230 is provided with two mounting grooves 231 with open upper ends. The skid 280 of the aircraft can be placed in the mounting grooves 231. Fig.13 It can be seen that, in the length direction of the slide bar 210, the two slide fixing members 230 are respectively located near the slide bar 220 and the slide bar 225. In addition, two slide buffer plates 235 arranged parallel to each other are also arranged on the upper platform 200.

[0146] In the length direction of the slide bar 210, two slide column clamping devices 240 are arranged between the two slides, and the lifting frame 250 is located between the two slide column clamping devices 240. Preferably, each slide column clamping device 240 is arranged below the clamping roller. Each slide column clamping device 240 includes three bases 241, and the three bases 241 are arranged along a straight line. The two bases located on the outer sides are provided with a clamping member 242, and a clamping member 243 extends to both sides of the middle base 241. A clamping member 242 and a clamping member 243 are arranged opposite to each other and can clamp a slide column 281.

[0147] Preferably, the clamping member 242 can extend or retract relative to the base 241, and the clamping member 243 can also extend or retract relative to the base 241. Further, the two clamping members 241 located on the outside can move along the straight line where the three bases 241 are distributed, that is, the distance between the two bases 241 on both sides and the middle base 241 is adjustable.

[0148] See also Fig.14 A pulling and lowering winch 260 is provided below the upper platform 200 , a pulling and lowering rope 261 is wound around the pulling and lowering winch 260 , and the upper end of the pulling and lowering rope 261 is fixedly connected to the lower end of the cable joint 251 .

[0149] When the aircraft needs to land, first, the flight control system starts the power device on the launch platform, such as starting the rotor or turbofan engine, so that the launch platform rises to a certain height, such as 9 to 10 meters. Since the main probe and the auxiliary probe are fixed on the launch platform, the main probe and the auxiliary probe rise together with the launch platform.

[0150] At this time, the aircraft slowly hovers at a certain distance above the lift platform, such as about 3 to 5 meters above the upper platform 200, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift platform, such as a camera is set on the upper platform 200, and the image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft is determined after analyzing the image. At this time, the flight control system controls the power device on the lift platform to move the lift platform to a suitable position below the aircraft.

[0151] Then, when the aircraft is hovering, the cable 273 on the aircraft passes through the through hole 271 and is dropped, and the cable connector 274 at the lower end of the cable 273 gradually approaches the upper platform 200. However, due to the strong wind and waves at sea, the cable 273 is easily affected by the wind and swings in no definite direction, so the cable 273 needs to be clamped and fixed by two sets of clamping rollers.

[0152] After the cable 273 is dropped, the cable connector 274 slowly descends and descends to the bottom of the two sets of clamping rollers. Then, the slide bars 210 and 215 are driven by the motor to move closer to each other. At the same time, the slide bars 220 and 225 are driven by the motor to move closer to each other. Fig.15 As each set of slide bars approaches each other, the lower end of the cable 273 will be surrounded by two sets of clamping rollers, as shown in FIG. Fig.16 and Fig.17 As shown, when the slide bar 210 and the slide bar 215 are close to each other, the lower end of the cable 273 is clamped by the roller 211 and the roller 216. Similarly, in the other direction, the lower end of the cable 273 is clamped by the roller 221 and the roller 226.

[0153] Next, the roller 211 rotates counterclockwise under the drive of the motor, and the roller 216 rotates clockwise under the drive of the motor, and the friction force drives the cable 273 to move upward, thereby driving the cable connector 274 to move upward. At this time, the lifting frame 250 drives the cable connector 251 to move upward, so that the cable connector 274 is inserted into the cable connector 251, and finally the coil in the cable connector 251 is energized so that the cable connector 251 and the cable connector 274 are locked.

[0154] At this time, the take-up wheel 272 of the aircraft rotates to retract the lead cable 273 into the belly 270, and the cable connector 251 follows the lead cable 273 into the belly 270 and is clamped above the belly 270. Then, the cable connector 251 and the lead cable connector 274 are separated. At this time, the vertical take-off and landing aircraft increases a certain lift, and the lift platform reduces a certain lift, so that the cable 261 maintains a certain tension. The lift platform tightens the cable 261 through the cable winder 260, and gradually pulls the aircraft 275 and the upper platform 200 together and fixes them. Fig.18 shown.

[0155] Then, the main and auxiliary winches start to rotate, retracting the main and auxiliary cables, thus driving the lift platform down. In this way, the aircraft descends along with the lift platform, and when the lift platform descends to the deck, the aircraft lands.

[0156] When the launch platform lands on the deck, the lower end of the shock-absorbing landing gear will abut against the upper surface of the deck and provide a buffering force for the launch platform to prevent the launch platform from landing hard on the deck and causing vibration of the deck, and also to prevent the aircraft on the launch platform from vibrating violently.

[0157] Due to complex sea conditions during offshore operations, waves may throw the hull upward. In order to prevent the hull from rising or falling instantly and causing impact on the lifting platform, the power device of the lifting platform is always working and providing lift during the descent of the lifting platform. In this way, even if the hull is thrown up by waves and rises instantly, causing the main and auxiliary descent cables to be unable to provide the pulling force for descent, the lifting platform will rise rapidly under the action of the lift because the power device of the lifting platform always provides lift, thereby avoiding impact on the lifting platform due to instantaneous rise of the deck and avoiding the deck hitting the lifting platform.

[0158] In the first and second embodiments, the clamping assembly may not be provided with a sliding rod, and long rollers may be directly provided at the upper ends of the two support rods, and a built-in motor is provided to drive the rollers to rotate along their own axes. The lower ends of the support rods may be provided on the slide grooves and may slide along the slide grooves.

[0159] Third embodiment:

[0160] This embodiment is mainly aimed at the landing of an aircraft with a skid-type landing gear. The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can be locked on the upper platform and land on the deck together with the lift platform. The structure of the upper platform, the power device layer and the shock-absorbing layer is the same as that of the first embodiment, and will not be repeated here.

[0161] See also Fig.19 Two skid mounting grooves 301 are provided above the upper platform 300, and each skid 371 of the aircraft can be installed in one skid mounting groove 301. A through hole is provided in the middle of the upper platform 300, and the tensioning assembly of this embodiment includes a capture hook assembly 310 that can pass through the through hole. The lower end of the capture hook assembly 310 is fixed on the support plate 308. Preferably, the support plate 308 is parallel to the upper platform 300 and is about 0.5 meters lower than the upper platform.

[0162] See also Fig. 20 and Fig.21 The capture hook assembly 310 includes a screw rod 320, which is located in the middle of the capture hook assembly 310. A motor 316 is provided at the bottom of the screw rod 320, and the motor 316 can drive the screw rod 310 to rotate along its own axis. A fixing ring 325 is provided at the top of the screw rod 310, and the fixing ring 325 cannot move up and down relative to the screw rod 310.

[0163] A nut sleeve 326 is sleeved on the screw rod 310. The nut sleeve 326 is provided with an internal thread. When the screw rod 310 rotates, the nut sleeve 326 can move up and down relative to the screw rod 310. Four capture hooks 330 are arranged outside the screw rod 310. The fixed end of each capture hook 330 is fixed on the nut sleeve 326. The connecting rod 340 is connected to the fixing ring 325 and also captures the middle part of the rod body of the capture hook 330. Fig.21 It can be seen that one end of the connecting rod 340 is hinged on the fixing ring 325, and the other end of the connecting rod 340 is hinged on the rod body of the capture hook 330. A spring 341 is sleeved on the connecting rod 340, and the spring 341 serves as a shock absorbing device of this embodiment, and its two ends are respectively fixed to the two ends of the connecting rod 340 to avoid severe vibration when the capture hook 330 is expanded or retracted.

[0164] A hooking portion 331 is provided at the free end of the capture hook 330 . In this embodiment, the hooking portion 331 is bent downward from the rod body of the capture hook 330 . Preferably, the hooking portion 331 and the rod body are perpendicular to each other.

[0165] In the initial state, the capture hook assembly 310 is in a state as follows: Fig. 20 In the state shown in FIG. 1 , when the motor 316 drives the screw rod 310 to rotate, the nut sleeve 326 rises relative to the screw rod 310, and the four capture hooks 330 are gradually unfolded. Fig.21 Similarly, when the screw rod 310 rotates in the opposite direction, the capture hook assembly 310 can be restored from the expanded state to the retracted state.

[0166] Four telescopic devices 312 are arranged at the lower end of the screw rod 310. The telescopic devices 312 of this embodiment are multi-section telescopic rods, and the four telescopic devices 312 are arranged in a rectangle. The lower ends of the four telescopic devices 312 are fixed to the lower fixed plate 311, and the upper ends of the four telescopic devices 312 are fixed to the upper fixed plate 313. The lower end of the motor 316 is fixed to the support plate 315. Several shock absorbers 314 are arranged between the support plate 315 and the upper fixed plate 313. The shock absorbers 314 of this embodiment are spiral wire rope shock absorbers, and the axis of each shock absorber 314 is perpendicular to the axis of the telescopic device 312.

[0167] When the aircraft needs to land, first, the flight control system starts the power device on the launch platform, such as starting the rotor or turbofan engine, so that the launch platform rises to a certain height, such as 9 to 10 meters. Since the main probe and the auxiliary probe are fixed on the launch platform, the main probe and the auxiliary probe rise together with the launch platform.

[0168] At this time, the aircraft slowly hovers at a certain distance above the lift platform, such as about 3 to 5 meters above the upper platform 300, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift platform, such as a camera is set on the upper platform 300, and the image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft is determined after analyzing the image. At this time, the flight control system controls the power device on the lift platform to move the lift platform to a suitable position below the aircraft.

[0169] Then, when the aircraft is hovering, the telescopic device 312 of the capture hook assembly 310 in the retracted state gradually rises and drives the four capture hooks 330 to pass through the through holes of the upper platform 300, as shown in FIG. Fig. 22 As shown, the upper end of the capture grapple 330 can pass over the skid 371 of the aircraft.

[0170] Then, the motor 316 drives the screw rod 320 to rotate, and the four capture hooks 330 are changed from the contracted state to the expanded state. Fig.23 and Fig.24 As shown, the hooking parts 331 of the four capture hooks 330 will be hooked on the skid 371 of the aircraft. Preferably, each hooking part 331 can be hooked at the connection between the skid 371 and the skid column 372.

[0171] When the four hooking parts 331 are hooked on the skid 371 of the aircraft, the four telescopic devices 312 begin to shrink. Fig.25 and Fig.26 As shown, two skids 371 fall into the skid mounting grooves 301 respectively, thereby achieving fixation between the aircraft and the lift platform.

[0172] Then, the main and auxiliary winches start to rotate, retracting the main and auxiliary cables, thus driving the lift platform down. In this way, the aircraft descends along with the lift platform, and when the lift platform descends to the deck, the aircraft lands.

[0173] When the launch platform lands on the deck, the lower end of the shock-absorbing landing gear will abut against the upper surface of the deck and provide a buffering force for the launch platform to prevent the launch platform from landing hard on the deck and causing vibration of the deck, and also to prevent the aircraft on the launch platform from vibrating violently.

[0174] Due to complex sea conditions during offshore operations, waves may throw the hull upward. In order to prevent the hull from rising or falling instantly and causing impact on the lifting platform, the power device of the lifting platform is always working and providing lift during the descent of the lifting platform. In this way, even if the hull is thrown up by waves and rises instantly, causing the main and auxiliary descent cables to be unable to provide the pulling force for descent, the lifting platform will rise rapidly under the action of the lift because the power device of the lifting platform always provides lift, thereby avoiding impact on the lifting platform due to instantaneous rise of the deck and avoiding the deck hitting the lifting platform.

[0175] Preferably, in order to facilitate the replacement of batteries for small aircraft, a battery replacement assembly is provided on the upper platform 300, and the battery replacement assembly includes a slide rail 305, a slider 306 can slide on the slide rail 305, an extendable mechanical arm 307 is provided on the upper end of the slider 306, and a battery fixing frame 308 is provided on the upper end of the mechanical arm 307. The battery fixing frame 308 can rise to the inner side of the belly 370 driven by the mechanical arm 307, and can grab and fix the battery 375 of the aircraft. When the mechanical arm 307 is retracted, the old battery can be put down, and the new battery can be placed on the battery fixing frame 308. After the mechanical arm 307 drives the battery fixing frame 308 to rise, the new battery can be placed in the aircraft to achieve battery replacement. In this way, the small aircraft can conveniently achieve battery replacement without landing on the deck.

[0176] Fourth embodiment:

[0177] This embodiment is mainly aimed at the landing of an aircraft with a skid-type landing gear. The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can be locked on the upper platform and land on the deck together with the lift platform. The structure of the upper platform, the power device layer and the shock-absorbing layer is the same as that of the third embodiment, and will not be repeated here.

[0178] See also Fig. 27 In this embodiment, a through hole is provided in the upper platform 400, and the capture hook assembly 410 can pass through the through hole. The capture hook assembly 410 is provided with four capture hooks 430. The capture hook assembly 410 of this embodiment is the same as that of the third embodiment and will not be repeated.

[0179] Different from the third embodiment, this embodiment does not provide a battery replacement component, but provides a refueling component. The refueling component of this embodiment includes a slide rail 405, and a slider 406 can reciprocate on the slide rail 405. A retractable refueling pipe 407 is provided at the upper end of the slider 406, and a refueling nozzle is provided at the upper end of the refueling pipe 407. For an aircraft 470 using aviation fuel, the aircraft 470 can be refueled through the refueling assembly.

[0180] Fifth embodiment:

[0181] This embodiment is mainly aimed at the landing of an aircraft with a skid-type landing gear. The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can be locked on the upper platform and land on the deck together with the lift platform. The structure of the upper platform, the power device layer and the shock-absorbing layer is the same as that of the third embodiment, and will not be repeated here.

[0182] The difference from the third embodiment is that the structures of the telescopic device and the shock absorber are changed, such as Fig.28 and Fig.29As shown, the telescopic device 510 includes a multi-section telescopic rod 512, and a steel cable 513 is arranged at the upper end of the multi-section telescopic rod 512. The lower end of the steel cable 513 is fixed to the multi-section telescopic rod 512, and the upper end of the steel cable 513 is fixed to the upper fixing plate 515. The upper fixing plate 515 of this embodiment can replace the upper fixing plate 313 of the third embodiment. A spring 514 is sheathed outside the steel cable 513. Preferably, the upper and lower ends of the spring 514 are respectively fixed to the multi-section telescopic rod 512 and the upper fixing plate 515. The spring 514 of this embodiment is also a coil spring, and the axis is parallel to the multi-section telescopic rod 512. Preferably, the spring 514 and the multi-section telescopic rod 512 are coaxially arranged.

[0183] Sixth embodiment:

[0184] The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which is an upper platform, a power device layer and a shock absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can land on the upper platform and land on the deck together with the lift platform. The structures of the upper platform, the power device layer and the shock absorbing layer are the same as those of the first embodiment, and will not be repeated here.

[0185] The upper platform of this embodiment is provided with a charging assembly, see Fig.30 A charging assembly is arranged on the upper platform 600, and the charging assembly includes a positive plate 601 and a negative plate 602. An isolation bar 605 is arranged between the positive plate 601 and the negative plate 602 to achieve electrical isolation between the positive plate 601 and the negative plate 602. The positive plate 601 and the negative plate 602 are connected to the positive terminal and the negative terminal of the DC power supply respectively.

[0186] The two skids 671 and 672 of the aircraft 670 are respectively the positive charging electrode and the negative charging electrode. When the aircraft 670 lands on the upper platform 600, the two skids 671 and 672 land on the positive plate 601 and the negative plate 602 respectively, so that the aircraft 670 can be charged.

[0187] An optional solution is to set the charging component and the tensioning component in two adjacent areas on the upper platform 600. In this way, after the lift platform lands on the deck, the aircraft 670 is pushed to move a certain distance on the upper platform 600, and the aircraft 670 is pushed onto the charging component, thereby realizing charging of the aircraft.

[0188] Seventh embodiment:

[0189] The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which is an upper platform, a power device layer and a shock absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can land on the upper platform and land on the deck together with the lift platform. The structures of the upper platform, the power device layer and the shock absorbing layer are the same as those of the first embodiment, and will not be repeated here.

[0190] See also Fig.31 , a turntable landing platform 710 is arranged on the upper platform 700 of this embodiment, and the turntable landing platform 710 can rotate relative to the upper platform 700. For example, a rotating motor is arranged at the bottom of the upper platform 700, and the turntable landing platform 710 is driven to rotate by the rotating motor. A magnetic field generating device (not visible in the figure) is arranged below the turntable landing platform 710, so that the turntable landing platform 710 can generate a strong magnetic field. In addition, a slide rail 711 is also arranged on the upper platform 700, and the upper platform 700 is also provided with a mechanical arm assembly, and the mechanical arm assembly includes a slider 712, and the slider 712 can reciprocate on the slide rail 711. The mechanical arm assembly also includes a clamping arm 713, the fixed end of the clamping arm 713 is hinged on the slider 712, and the clamping arm 713 includes two sections of mutually hinged clamping rods, and the free end of the clamping arm 713 is provided with a clamping member 714, and the clamping member 714 is located above the turntable landing platform 710.

[0191] When the aircraft 770 needs to land, it will gradually land on the turntable landing platform 710, and when the slide 771 is a certain distance away from the turntable landing platform 710, the magnetic field generating device generates a magnetic field and adsorbs the aircraft 770 onto the turntable landing platform 710. After the aircraft 770 lands on the turntable landing platform 710, the turntable landing platform 710 is driven by the rotating motor to rotate, so that the battery 775 of the aircraft 770 faces the direction of the slide rail 771. At this time, the slider 712 moves to a position facing the battery 775, and the mechanical arm 713 drives the clamping member 714 and clamps the battery 775 of the aircraft 770 to achieve the replacement of the battery 775.

[0192] It should be noted that, in addition to using motors, all the driving devices in the above embodiments can also be replaced by hydraulic equipment or pneumatic equipment.

[0193] Eighth embodiment:

[0194] This embodiment is mainly aimed at the landing of an aircraft with a skid-type landing gear. The ship of this embodiment includes a hull, a deck is arranged on the hull, and a lift platform is arranged on the deck. The lift platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom, and the three layers are fixedly connected by trusses. The aircraft can be locked on the upper platform and land on the deck together with the lift platform. The structure of the upper platform, the power device layer and the shock-absorbing layer is the same as that of the first embodiment, and will not be repeated here.

[0195] Two skid mounting grooves are provided above the upper platform, and each skid of the aircraft can be installed in one of the skid mounting grooves. A through hole is provided in the middle of the upper platform, and the tensioning assembly of this embodiment includes a capture hook assembly that can pass through the through hole. The lower end of the capture hook assembly is fixed to the support plate.

[0196] See also Figure 54 to Figure 56 The capture hook assembly 1230 includes a screw rod 1233, which is located in the middle of the capture hook assembly 1230. A motor is provided at the bottom of the screw rod 1233, and the motor can drive the screw rod 1233 to rotate along its own axis. A fixing ring 1237 is provided at the top of the screw rod 1233, and the fixing ring 1237 cannot move up and down relative to the screw rod 1233.

[0197] A nut sleeve 1236 is sleeved on the screw rod 1233, and the nut sleeve 1236 is provided with an internal thread. When the screw rod 1233 rotates, the nut sleeve 1236 can move up and down relative to the screw rod 1233. Four capture hooks 1234 are arranged outside the screw rod 1233 in the circumferential direction. The fixed end of each capture hook 1233 is fixed on the nut sleeve 1236, and the connecting rod 1238 is connected between the fixing ring 1237 and the middle part of the rod body of the capture hook 1234. Preferably, a spring 1239 is sleeved on the connecting rod 1238. The spring 1239 is used as a shock absorbing device in this embodiment, and its two ends are respectively fixed on the two ends of the connecting rod 1238 to avoid violent vibration when the capture hook 1234 is expanded or retracted. A hooking portion 1235 is arranged at the free end of the capture hook 1234. Different from the third embodiment, in this embodiment, the hooking portion 1235 is bent upward from the rod body of the capture hook 1234.

[0198] Four telescopic devices 1232 are arranged at the lower end of the screw rod 1234. The telescopic devices 1232 of this embodiment are multi-section telescopic rods, and the four telescopic devices 1232 are arranged in a rectangle. The lower ends of the four telescopic devices 1232 are fixed to the lower fixed plate 1231, the upper ends of the four telescopic devices 1232 are fixed to the upper fixed plate, the lower end of the motor is fixed to the support plate, and several shock absorbers are arranged between the support plate and the upper fixed plate.

[0199] When the aircraft 1250 needs to land, first, the flight control system starts the power device on the lift platform, such as starting the rotor or turbofan engine, so that the lift platform rises to a certain height, such as 9 to 10 meters. Since the main probe and the auxiliary probe are fixed on the lift platform, the main probe and the auxiliary probe rise together with the lift platform.

[0200] At this time, the aircraft 1250 slowly hovers a certain distance above the lift platform, such as hovering about 3 to 5 meters above the upper platform, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift platform, for example, a camera is set on the upper platform, and the image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft 1250 is determined after analyzing the image. At this time, the flight control system controls the power device on the lift platform to move the lift platform to a suitable position below the aircraft.

[0201] Then, when the aircraft 1250 is hovering, the telescopic device 1232 of the capture hook assembly 1230 in the retracted state gradually rises and drives the four capture hooks 1234 to pass through the through holes of the upper platform, and the upper ends of the capture hooks 1234 can pass over the skid 1252 of the aircraft.

[0202] Then, the motor drives the screw rod 1233 to rotate, and the four capture hooks 1234 are changed from the contracted state to the expanded state. Fig.55 and Fig.56 As shown, the hooking portions 1235 of the four capture hooks 1234 will be hooked on the skid 1252 of the aircraft. Preferably, each hooking portion 1235 can be hooked at the connection between the skid 1252 and the skid column 1251.

[0203] When the four hooking parts 1235 are hooked on the skids 1252 of the aircraft, the four telescopic devices 1232 begin to shrink, and the two skids 1252 fall into the skid installation grooves respectively, thereby achieving the fixation between the aircraft 1250 and the lift platform.

[0204] Then, the main and auxiliary winches start to rotate, retracting the main and auxiliary cables, thus driving the lift platform down. In this way, the aircraft descends along with the lift platform, and when the lift platform descends to the deck, the aircraft lands.

[0205] When the launch platform lands on the deck, the lower end of the shock-absorbing landing gear will abut against the upper surface of the deck and provide a buffering force for the launch platform to prevent the launch platform from landing hard on the deck and causing vibration of the deck, and also to prevent the aircraft on the launch platform from vibrating violently.

[0206] Due to complex sea conditions during offshore operations, waves may throw the hull upward. In order to prevent the hull from rising or falling instantly and causing impact on the lifting platform, the power device of the lifting platform is always working and providing lift during the descent of the lifting platform. In this way, even if the hull is thrown up by waves and rises instantly, causing the main and auxiliary descent cables to be unable to provide the pulling force for descent, the lifting platform will rise rapidly under the action of the lift because the power device of the lifting platform always provides lift, thereby avoiding impact on the lifting platform due to instantaneous rise of the deck and avoiding the deck hitting the lifting platform.

[0207] In the above embodiment, a hydraulic device or a pneumatic device may be used to replace the structure of the screw rod 1233 and the nut sleeve 1236 .

[0208] Powerplant changes:

[0209] The lift platform of the present invention includes a power device layer located in the middle, and the power device layer includes a rotor mounting frame and a turbofan engine mounting frame. There can be a variety of different layouts for the layout of the rotor mounting frame and the turbofan engine mounting frame.

[0210] See also Fig.32 The first arrangement is to set four rotor mounting frames 1003 and four turbofan engine mounting frames 1002, the four rotor mounting frames 1003 and the four turbofan engine mounting frames 1002 are connected by trusses 1004, and the upper platform 1001 is located above the power plant layer and is fixed to the power plant layer by the trusses. Fig.32 It can be seen that four turbofan engine mounting frames 1002 are arranged on a side close to the upper platform 1001, and four rotor mounting frames 1003 are arranged on a side away from the upper platform 1001. One rotor mounting frame 1003 corresponds to one turbofan engine mounting frame 1002, and the four rotor mounting frames 1003 are respectively located outside the four corners of the upper platform 1001, and the four turbofan engine mounting frames 1002 are respectively located outside the four corners of the upper platform 1001.

[0211] See also Fig.33 The second arrangement is to set four rotor mounting frames 1012 and four turbofan engine mounting frames 1013. The four rotor mounting frames 1012, four turbofan engine mounting frames 1013 and the upper platform 1011 are connected by trusses 1014. The upper platform 1011 is located above the power plant layer and is fixed to the power plant layer by the trusses. Fig.33It can be seen that the four turbofan engine mounting frames 1013 are arranged on a side close to the upper platform 1011, and the four rotor mounting frames 1012 are arranged at a distance from the upper platform 1012. In this embodiment, the four rotor mounting frames 1012 are respectively located outside the four corners of the upper platform 1011, and the four turbofan engine mounting frames 1013 are respectively located outside the four sides of the upper platform 1011.

[0212] Of course, another way is that the four rotor mounting frames are located on the outside of the four sides of the upper platform, while the four turbofan engine mounting frames are located on the outside of the four corners of the upper platform.

[0213] See also Fig.34 The third arrangement is to set four rotor mounting frames 1022 and three turbofan engine mounting frames 1023. The four rotor mounting frames 1022, the three turbofan engine mounting frames 1023 and the upper platform 1021 are connected by trusses 1024. The upper platform 1021 is located above the power plant layer and is fixed to the power plant layer by the trusses. Fig.34 It can be seen that the distance between the four turbofan engine mounting frames 1023 and the upper platform 1021 is relatively short, while the distance between the three rotor mounting frames 1022 and the upper platform 1012 is relatively long. In this embodiment, the four rotor mounting frames 1022 are respectively located outside the four corners of the upper platform 1021, and the three turbofan engine mounting frames 1023 are all located outside the four sides of the upper platform 1021, preferably, arranged in an equilateral triangle.

[0214] See also Fig.35 The fourth arrangement is to set four rotor mounting frames 1032 and two turbofan engine mounting frames 1033. The four rotor mounting frames 1032, the two turbofan engine mounting frames 1033 and the upper platform 1031 are connected by trusses 1034. The upper platform 1031 is located above the power plant layer and is fixed to the power plant layer by the trusses. In this embodiment, the four rotor mounting frames 1032 are respectively located outside the four corners of the upper platform 1031, and the two turbofan engine mounting frames 1033 are both located outside the two sides of the upper platform 1031 and are symmetrically arranged.

[0215] See also Fig.36The fifth arrangement is to set four rotor mounting frames 1042 and two turbofan engine mounting frames 1043. The four rotor mounting frames 1042, the two turbofan engine mounting frames 1043 and the upper platform 1041 are connected by trusses 1044. The upper platform 1041 is located above the power plant layer and is fixed to the power plant layer by the trusses. In this embodiment, the four rotor mounting frames 1042 are respectively located outside the four sides of the upper platform 1041, and the two turbofan engine mounting frames 1043 are both located outside a diagonal line of the upper platform 1041.

[0216] See also Fig.37 , the sixth arrangement is to set four rotor mounting frames 1052 and two turbofan engine mounting frames 1053, the four rotor mounting frames 1052, the two turbofan engine mounting frames 1053 and the upper platform 1051 are connected by trusses 1054, the upper platform 1051 is located above the power plant layer, and is fixed to the power plant layer by the trusses. In this embodiment, the four rotor mounting frames 1052 are respectively located outside the four sides of the upper platform 1051, and are far away from the upper platform 1051, and the two turbofan engine mounting frames 1053 are both located outside the two sides of the upper platform 1051 and are symmetrically arranged, so the distance between the turbofan engine mounting frames 1053 and the upper platform 1051 is short.

[0217] See also Fig.38 The seventh arrangement is to only set four rotor mounting frames 1062 without setting a turbofan engine mounting frame. The four rotor mounting frames 1062 are connected to the upper platform 1061 through a truss 1064. The upper platform 1061 is located above the power plant layer and is fixed to the power plant layer through the truss. In this embodiment, the four rotor mounting frames 1062 are respectively located outside the four corners of the upper platform 1061.

[0218] See also Fig.39 The eighth arrangement is to only set four rotor mounting frames 1072 without setting a turbofan engine mounting frame. The four rotor mounting frames 1072 are connected to the upper platform 1071 through a truss 1074. The upper platform 1071 is located above the power device layer and is fixed to the power device layer through the truss. In this embodiment, the four rotor mounting frames 1072 are respectively located on the outer sides of the four sides of the upper platform 1071.

[0219] See also Fig.40The ninth arrangement is to set four rotor mounting frames 1082 and three turbofan engine mounting frames 1083. The four rotor mounting frames 1082, the three turbofan engine mounting frames 1083 and the upper platform 1081 are connected by trusses 1084. The upper platform 1081 is located above the power plant layer and is fixed to the power plant layer by the trusses. Fig.40 It can be seen that the distance between the four turbofan engine mounting frames 1083 and the upper platform 1081 is relatively short, while the distance between the three rotor mounting frames 1082 and the upper platform 1081 is relatively long. In this embodiment, the four rotor mounting frames 1082 are respectively located outside the four sides of the upper platform 1081, and the three turbofan engine mounting frames 1083 are arranged in an equilateral triangle, and one of the turbofan engine mounting frames 1083 and one of the rotor mounting frames 1082 are on the same straight line.

[0220] See also Fig.41 The tenth arrangement is to set four rotor mounting frames 1092 and one turbofan engine mounting frame 1091, with the turbofan engine mounting frame 1091 located in the middle, and the four rotor mounting frames 1092 located at the four corners of the turbofan engine mounting frame 1091, and arranged in a rectangular shape. Each rotor mounting frame 1092 is connected to the turbofan engine mounting frame 1091 through a truss. In addition, the upper platform can be located above the power plant layer and fixedly connected through a truss.

[0221] In addition, in the above embodiments, in various layouts of the power unit, the turbofan engine mounting frame can be modified to a rotor mounting frame, that is, the power units are all rotors, and the rotors can be arranged in more ways, for example, multiple rotors can be arranged up and down in the vertical direction. The turbofan engine air inlet is provided with a guide cover to change the inlet direction, etc.

[0222] Of course, in the above embodiments, the axes of the rotors are perpendicular to the upper platform. In actual application, the rotors whose axes are parallel to the upper platform can be increased. The number and setting positions of the rotors whose axes are parallel to the upper platform can be adjusted as needed, which is more conducive to controlling the flight direction of the launch platform.

[0223] Of course, the above scheme is only a preferred implementation scheme of the present invention. In actual application, there may be more changes, for example, changes in the mechanism for clamping the front wheels or rear wheels of the aircraft, or changes in the layout positions of various power units in the power unit layer, or changes in the specific structure of the shock-absorbing landing gear, etc. These changes do not affect the implementation of the present invention and should also be included in the protection scope of the present invention.

Claims

1. A landing device for a vertical take-off and landing aircraft, including: A lifting platform, on which a plurality of power devices for driving the lifting platform to rise or descend are arranged; A power cable and a probe are provided below the lifting platform, a descent cable is provided inside the probe, and a shock-absorbing landing gear is also provided below the lifting platform; Features: The lift platform comprises an upper platform, the upper platform is located at the upper end of the lift platform, and the upper platform is provided with a tensioning assembly, the tensioning assembly is used to pull the aircraft and the upper platform together; The tensioning assembly includes a cable pull joint and a clamping assembly arranged on the lifting platform, the cable pull joint is arranged on the lifting frame, the lower end of the cable pull joint is fixedly connected to the cable, and the cable is wound on the cable pull winding machine; the clamping assembly also includes at least one pair of clamping rollers arranged above the cable pull joint; Alternatively, the tensioning assembly includes a capture hook assembly, which includes a screw rod and at least two capture hooks arranged in the circumferential direction of the screw rod, the fixed end of each capture hook is fixed on a nut sleeve, the nut sleeve can move up and down relative to the screw rod, the free end of each capture hook is provided with a hooking portion, and the lower end of the screw rod is provided with a telescopic device; The lifting platform includes a three-layer structure, which are an upper platform, a power device layer and a shock-absorbing layer arranged in sequence from top to bottom. The upper platform is fixed above the power device layer, and the shock-absorbing layer is fixed below the power device layer. The power device layer is provided with multiple trusses. During the descent of the lifting platform, the power device always works and provides lift.

2. The landing device for a vertical take-off and landing aircraft according to claim 1, characterized in that: The number of the clamping rollers is more than two pairs, and the two pairs of clamping rollers are arranged perpendicular to each other.

3. The landing device for a vertical take-off and landing aircraft according to claim 1 or 2, characterized in that: The clamping assembly also includes a roller rotation driving device, and the roller rotation driving device drives the clamping roller to rotate around its own axis.

4. The landing device for a vertical take-off and landing aircraft according to claim 1 or 2, characterized in that: The upper surface of the upper platform is provided with a wheel set locking device, and the wheel set locking device is arranged below the clamping roller; or The upper surface of the upper platform is provided with a skid column clamping device, and the skid column clamping device is arranged below the clamping roller.

5. The landing device for a vertical take-off and landing aircraft according to claim 4, characterized in that: A fixing ring is arranged at the upper end of the screw rod, and the rod body of each capture hook is connected to the fixing ring via a connecting rod.

6. The landing device for a vertical take-off and landing aircraft according to claim 5, characterized in that: The outer sleeve of the connecting rod is provided with a shock absorbing device, and two ends of the shock absorbing device are respectively fixed to two ends of the connecting rod.

7. The landing device for a vertical take-off and landing aircraft according to any one of claims 1, 2, 5, and 6, characterized in that: A turntable landing platform is arranged on the upper platform, and a magnetic field generating device is arranged under the turntable landing platform; The upper platform is also provided with a mechanical arm assembly, which includes a clamping arm, a clamping piece is provided at the free end of the clamping arm, and the clamping piece is located above the turntable landing platform.

8. A ship, comprising a hull, characterized in that: The hull is provided with a landing device as described in any one of claims 1 to 7.

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