A manual culvert control system for manned airships

Abstract

A manual culvert control system for a manned airship includes a support frame, steering wheels, a forward / reverse mechanism, and a clutch assembly. The support frame comprises a support plate, a support shaft, and bearings. The steering wheels include a left first handwheel fixed to the support shaft and a right second handwheel rotatably mounted on the support shaft via bearings. The forward / reverse mechanism includes gear plates, gears, and gear clutch forks on the inner sides of the left and right pulleys. The clutch assembly includes clutch friction plates and a threaded clutch. This invention employs a manual control mechanism, which is safe, has a low failure rate, and eliminates concerns about power outages and circuit faults. It can serve as a backup device for an electric culvert and, when combined with an electric culvert, improves the safety factor of the manned airship.

Description

Technical Field

[0001] This invention belongs to the technical field of airship steering systems, and particularly relates to a manual steering control system for manned airships. Background Technology

[0002] Airships are a type of aerostat, utilizing gases lighter than air to provide lift. Based on their operating principles, aerostats can be categorized into airships, tethered balloons, and hot air balloons, among which airships and tethered balloons have the highest military value. The main difference between airships and tethered balloons is that the former has its own propulsion system, allowing it to fly independently.

[0003] Currently, the ducts of manned airships are mainly electric. While electric systems are less labor-intensive, they have a relatively high failure rate. Any power outage or circuit failure can lead to loss of control. Once the duct goes out of control, the consequences are often catastrophic. Therefore, it is necessary to add a backup system so that if one of the backup systems fails, the backup equipment can be used to maintain safe operation. Summary of the Invention

[0004] The purpose of this invention is to provide a manual culvert control system for manned airships, so as to solve the technical problems of the lack of alternative culvert devices and the high failure rate of electric culverts.

[0005] To solve the above-mentioned technical problems, the specific technical solution of the manned airship manual transfer system of the present invention is as follows:

[0006] A manual steering control system for a manned airship includes a support frame, steering wheels, a forward / reverse rotation device, a clutch device, a braking device, and a power unit. The support frame includes a support plate, a support shaft, and bearings. The support plates are fixedly mounted on the right side bottom shell of the airship pilot, arranged left and right. The support shaft is mounted on the left and right support plates via bearings. The steering wheels include a first handwheel fixedly mounted on the support shaft, a second right handwheel rotatably mounted on the support shaft via bearings, and a first and second rope pulleys coaxially mounted inside the handwheels. The actuation rope pulleys are mounted on the power support shaft of the power unit. The forward / reverse rotation device includes a pinion bracket, a pinion, a clutch fork, and a first gear disc. The second gear disc; the pinion bracket is a ladder-shaped frame fixed to the bottom shell of the pod, with the lower end of the clutch fork fixed to the first cross brace by a pin shaft, the second cross brace being a fixed shaft on which the sliding pinion is fitted, and the third cross brace being a limiting plate with a rectangular opening; the clutch device includes a clutch friction plate fixed to the second handwheel, a sliding clutch friction plate mounted on a support shaft, an elastic release spring clamped between the clutch plates, and a threaded clutch; the brake device includes a first brake pad fixed to the first handwheel, a second brake pad fixed to the second handwheel, a first brake component fixed to the support plate, a second brake component, a transmission oil rope, and a foot brake.

[0007] The manual transfer system for manned airships of the present invention has the following advantages:

[0008] 1. This invention can operate normally without electricity.

[0009] 2. This invention can achieve synchronous rotation in the same direction, synchronous rotation in opposite directions, and independent operation of a single unit for forward and reverse rotation.

[0010] 3. The present invention has a simple structure, is safe and reliable, easy to implement, and has a low failure rate.

[0011] 4. It can serve as an alternative to electric ducted transfer equipment, providing mutual backup. If one system malfunctions, the other can be used to control the system, ensuring flight safety. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the overall structure of the control system of the present invention;

[0013] Figure 2 for Figure 1 Top view at point B;

[0014] Figure 3 for Figure 2 The bottom view in the middle;

[0015] Explanation of markings in the diagram: 1. Support plate; 2a. First handwheel; 2b. Second handwheel; 3. Pinion; 4. Threaded clutch; 5a. First brake component; 5b. Second brake component; 6. Bottom shell; 7. Power support shaft; 8. Power unit; 11. Support shaft; 12. Bearing; 21a. First pulley; 21b. Second pulley; 22. Steering cable; 23. Second handwheel bearing; 24. Actuation pulley; 31. Pinion support; 32. Clutch fork; 33a. First gear; 33b. Second gear; 41. Sliding clutch friction plate; 42. Clutch spring plate; 51a. First brake pad; 51b. Second brake pad; 52. Brake cable; 53. Foot brake; 81. Engine; 82. Propeller. Detailed Implementation

[0016] To better understand the purpose, structure, and function of this invention, the following detailed description of a manned airship manual transfer control system is provided in conjunction with the accompanying drawings.

[0017] like Figure 1 Figure 2As shown, the technical solution adopted by the present invention is as follows: A manual steering control system for a manned airship includes a bracket, a steering wheel, a forward and reverse rotation device, a clutch device, and a braking device. The bracket includes a bracket plate 1, a support shaft 11, and a bearing 12. The steering wheel includes a first handwheel 2a fixedly mounted on the support shaft 11, a second handwheel 2b rotatably mounted on the support shaft 11 via a bearing, and a first rope wheel 21a and a second rope wheel 21b coaxially mounted inside the handwheels. An execution rope wheel 24 is mounted on the power support shaft 7 of the power unit 8. Two bracket plates 1 are respectively fixedly mounted on the right side bottom shell 6 of the airship pilot, arranged left and right. The support shaft 11 is mounted on the left and right bracket plates 1 via bearings 12. The first handwheel 2a is fixedly mounted on the support shaft 11 and rotates synchronously with the support shaft 11. The second handwheel 2b is rotatably mounted on the support shaft via a second handwheel bearing 23. On 11, the first rope wheel 21a and the second rope wheel 21b are fixedly mounted on the inner sides of the first handwheel 2a and the second handwheel 2b. At the same time, the first gear plate 33a and the second gear plate 33b are fixedly mounted on the inner sides of the first rope wheel 21a and the second rope wheel 21b. When the pinion 3 is pushed into the gap between the first gear plate 33a and the second gear plate 33b by the clutch fork, the gap is just enough to accommodate the pinion 3 to mesh tightly with it. Since the circumferential angle of the pinion 3 relative to the support shaft 11 is fixed, the rotation of one of the handwheels will drive the pinion 3 to rotate, and the rotation of the pinion 3 will drive the other gear plate to rotate in the opposite direction. The directions are different, but the rotation angles are synchronized. When the pinion 3 is disengaged by the clutch fork 32, the rotation of the two handwheels does not affect each other at all.

[0018] In this embodiment, the pinion bracket 31 in the forward and reverse reversing device is a trapezoidal structure, installed on the pod bottom shell 6 at the vertical tangent position of the rear inner and outer edges of the first gear disk 33a and the second gear disk 33b between the two handwheels. The outer bracket maintains a distance from the first gear disk 33a and the second gear disk 33b that is not less than the length of the pinion 3. A rotating pin is provided in the middle of the first cross brace on the pinion bracket 31, which is used to oscillate and fix the lower end of the shift fork clutch 32. The second cross brace is the pinion shaft, which is horizontally fixed between the support shaft 11 and the bracket of the pinion 3 at the height of the shaft center. The shaft length is sufficient to allow the pinion 3 to slide out. Disengaging from engagement, it slides into a secure engagement with the first gear 33a and the second gear 33b; the third cross brace is the limiting locking plate of the clutch shift fork 32, located at a suitable position above the pinion 3. This plate is welded to the top of the pinion bracket 31. The plate is long and narrow with a rectangular opening in the middle. The length is suitable to meet the maximum range of motion of the clutch shift fork 32; a rectangular tooth is also opened on the left side of each end of the rectangular opening, which serves as a locking stop for the engagement or disengagement of the clutch shift fork 32. At the same time, the shift fork is made of rigid elastic material, and its installation gives it stress that is embedded in the rectangular teeth. When disengaging, a rightward pushing force is required to disengage from the locked position.

[0019] The pinion 3 in the forward and reverse reversing device is slidably and rotatably mounted on the pinion shaft. One end of the pinion 3 has a circular groove, the shape of which matches the opening on the clutch fork 32. Under the action of the clutch fork 32, the pinion 3 can slide out to the outer end of its shaft, so that it disengages from the engagement with the first gear plate 33a and the second gear plate 33b, or it can be pushed in so that it fully engages with the second tooth 33b of the first gear plate 33a.

[0020] The clutch fork 32 is a flat plate with a ball-shaped handle fixed at the top. By pulling or pushing the handle, the clutch fork 32 can rotate around the bottom pin shaft, pulling out or pushing in the pinion 3. The rightward pushing force causes the clutch fork 32 to disengage from the locked position, thus engaging or disengaging the pinion 3. When the pinion 3 is engaged, only one handwheel needs to be rotated to achieve synchronous forward and reverse rotation of the handwheel, thereby changing the direction of the airship's thrust. This function is especially useful for achieving left and right power tilting in both directions, enabling turning on the spot.

[0021] The clutch device in this embodiment includes a clutch friction plate fixed to the outside of the right second handwheel 2b, a sliding clutch friction plate 41 slidably mounted on the support shaft 11, a threaded clutch 4, and a clutch release spring plate 42. The threaded clutch 4 is a large nut with a handwheel, the internal threads of which match the machined threads on the support shaft 11. The inner shaft hole of the sliding clutch friction plate 41 has a rectangular sliding keyway, and the same keyway is opened in the moving range of its support shaft 11. The rectangular key is embedded between them, and the shaft and the clutch plate can only slide within their allowed range, but cannot rotate. When the threaded clutch 4 is tightened to make close contact with the clutch plate fixed on the handwheel, the clutch plate 41 will drive the right second handwheel 2b to rotate synchronously and in the same direction. When the threaded clutch 4 is released, the clutch plate 41 will be pushed out by the clutch release spring plate 42, so that it is disengaged from the friction contact.

[0022] The braking device in this embodiment includes a first brake pad 51a and a second brake pad 51b fixed on the handwheel, a first brake component 5a and a second brake component 5b fixed on the bracket plate 1, a brake cable 52, and a foot brake 53.

[0023] In the initial state, the first brake component 5a and the second brake component 5b lock the brake pads 51a and 51b, and both the left and right handwheels are locked. The handwheels can only be turned by pressing the foot brake 53 and releasing the brake cable 52.

[0024] In this embodiment, the rotation of the left first handwheel 2a and the right second handwheel 2b can drive the first rope wheel 21a and the second rope wheel 21b to rotate, and transmit the rotational power to the execution rope wheel 24 on the airship power support shaft 7 in real time through the steering oil wire rope 22, so that the thrust direction of the engine 81 rotates synchronously, thereby changing the thrust direction of the airship and ultimately realizing the functions of vertical take-off and landing, hovering, inverted flight, and turning on the spot of the airship.

[0025] The actuation pulley 24 is installed on the inner section of the power support shaft 7 on the pod or airship, and the steering oil wire rope 22 is installed between the actuation pulley 24 and the handwheel pulley.

[0026] The power unit 8 includes a mounting frame, an engine 81 mounted on the mounting frame, and a propeller 82 mounted on the output shaft of the engine 81, forming a complete steering power output system.

[0027] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.

Claims

1. A manual culvert control system for a manned airship, characterized in that, Includes bracket, steering wheel, forward and reverse rotation mechanism, clutch. Devices, braking devices, and power units; The bracket includes a bracket plate (1), a support shaft (11), and a bearing (12); the bracket plate (1) is fixedly mounted on the right side bottom shell (6) of the airship pilot, arranged left and right; the support shaft (11) is mounted on the left and right bracket plates (1) through the bearing (12); The steering wheel includes a first handwheel (2a) fixed on the support shaft (11) and a second handwheel (2b) rotatably mounted on the support shaft (11) via a bearing, as well as a first rope wheel (21a) and a second rope wheel (21b) coaxially mounted inside the handwheel; the actuation rope wheel (24) is mounted on the power support shaft (7) of the power unit (8); The forward and reverse rotation device includes a pinion bracket (31), a pinion (3), a clutch fork (32), a first gear plate (33a), and a second gear plate (33b); the pinion bracket (31) is a ladder-shaped frame fixed on the bottom shell (6) of the pod, and the lower end of the clutch fork (32) is fixed on the first cross brace by a pin shaft, the second cross brace is a pinion shaft on which the sliding pinion (3) is fitted, and the third cross brace is a limiting plate with a rectangular opening; The clutch device includes a clutch friction plate fixed on the second handwheel (2b), a sliding clutch friction plate (41) mounted on the support shaft (11), a clutch spring plate (42) clamped between the clutch plates, and a threaded clutch (4); The braking device includes a first brake pad (51a) fixed on the first handwheel (2a), a second brake pad (51b) fixed on the second handwheel (2b), a first brake component (5a), a second brake component (5b) fixed on the bracket plate (1), a brake cable (52), and a foot brake (53).

2. The manual transfer control system for a manned airship according to claim 1, characterized in that, The lower end of the clutch fork (32) is fixedly mounted on the first cross brace of the pinion bracket (31) by a pin shaft. The middle and lower sections are fitted into the circular groove of the pinion (3). The middle and upper sections pass through the rectangular opening of the third cross brace of the pinion bracket (31). A spherical handle is fixedly mounted on the upper end.

3. The manual shunting control system for a manned airship according to claim 2, characterized in that, The small gear On the bracket (31), a rectangular limiting tooth is opened at both ends on one side of the rectangular opening of the third cross brace, and the clutch fork (32) has stress that is embedded in the rectangular limiting tooth.

4. A manual shunting control system for a manned airship according to claim 2, characterized in that, The small gear (3) It is rotatably mounted on the pinion shaft and can slide axially.

5. A manual shunting control system for a manned airship according to claim 2, characterized in that, The first toothed disc (33a), the second toothed disc (33b), and the support shaft (11) are coaxially fixed on the inner sides of the two pulleys.

6. A manual shunting control system for a manned airship according to claim 1, characterized in that, The sliding clutch friction plate (41) of the clutch device is slidably fixed to the support shaft (11). An anti-rotation sliding key is installed between the support shaft (11) and the sliding clutch friction plate (41). A rectangular sliding key groove is machined in the inner hole of the sliding clutch friction plate (41). There is a mating thread between the threaded clutch (4) and the support shaft (11). There is a clutch spring plate (42) between the clutch friction plate and the sliding clutch friction plate (41).

7. A manual shunting control system for a manned airship according to claim 1, characterized in that, The actuation pulley (24) is installed on the inner section of the power support shaft (7) on the pod or airship, and the transmission oil rope (22) is installed between the actuation pulley (24) and the handwheel pulley.

8. A manual shunting control system for a manned airship according to claim 1, characterized in that, The power unit (8) includes an engine (81) mounted on the outer end of the power support shaft (7) and a propeller (82) mounted on the output shaft of the engine (81).

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