Automatic control system for clutch of civil aviation service vehicle

Abstract

The application discloses a kind of civil aviation service vehicle clutch automatic control system, including, execution unit, including control computer, motor, clutch and sensor, the motor and the sensor are connected with the control computer, the clutch is connected with the motor;Control unit, including remote control module, wireless transmission module and intelligent vehicle terminal, the remote control module is connected with the wireless transmission module, the intelligent vehicle terminal is connected with the wireless transmission module, the control computer is connected with the wireless transmission module by transmission line.It can be remotely controlled and monitored in real time, ensure the real-time transmission of data and instructions, ensure the steady speed of vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle clutch technology, and in particular to an automatic control system for the clutch of a civil aviation service vehicle. Background Technology

[0002] Based on the standards of the Civil Aviation Safety Arrangement, aircraft ground service vehicles should be able to travel smoothly, reliably, without impact, and at low speed when approaching and finally docking with the aircraft.

[0003] Currently, service vehicles are operated by staff, who experience high workloads and fatigue over long periods, leading to unstable operation and fluctuating vehicle speeds, which can easily cause accidents. The proposed upgrade involves using a motor-controlled hydraulic system to push the clutch lever, thereby controlling the clutch engagement and achieving automatic vehicle control at a stable speed. However, the current technology lacks a corresponding remote control system, preventing remote operation and requiring staff supervision from the driver's cab. Furthermore, the connection between the control and information transmission equipment is not secure, resulting in data transmission interruptions and delayed control commands during testing. Summary of the Invention

[0004] The purpose of this section is to outline some aspects of the embodiments of the present invention and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section, as well as in the abstract and title of the present application, to avoid obscuring the purpose of this section, the abstract and title of the invention. Such simplifications or omissions shall not be used to limit the scope of the present invention.

[0005] In view of the problems existing in the above and / or prior art, the present invention is proposed.

[0006] Therefore, the technical problem to be solved by the present invention is that the current technology lacks a corresponding remote control system, which cannot be operated remotely and still requires the operator to supervise from the cab. Furthermore, the connection between the relevant control equipment and information transmission equipment is not secure, and problems such as information transmission interruption and control commands not being issued in a timely manner were found during testing.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution: an automatic control system for clutches of civil aviation service vehicles, comprising an execution unit including a control computer, a motor, a clutch, and a sensor, wherein the motor and the sensor are connected to the control computer, and the clutch is connected to the motor; The control unit includes a remote control module, a wireless transmission module, and an intelligent vehicle terminal. The remote control module is connected to the wireless transmission module, the intelligent vehicle terminal is connected to the wireless transmission module, and the control computer is connected to the wireless transmission module via a transmission line.

[0008] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, the transmission line includes a plug and a socket, wherein the plug mates with the socket; The plug includes a first cavity, a threaded cylinder, a plug core, and a first sliding post. The first cavity is disposed on the side of the plug. The threaded cylinder is disposed on the outer circumferential surface of the plug and is threadedly engaged with the plug. The plug core is disposed inside the first cavity. The first sliding post is disposed on the inner wall of the first cavity. Two first sliding posts are symmetrically arranged along the center line of the plug. A limit slot is provided on the circumferential surface of the insert.

[0009] In a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, the socket includes a housing, a rotating column, and a blocking disc. The rotating column is slidably engaged with the housing. One end of the blocking disc is connected to the housing, and the other end is connected to the rotating column. Multiple blocking discs are provided.

[0010] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles of the present invention, the housing includes an inner cavity, a disc, an internal insert post, and an upper rotating slide groove. The inner cavity is disposed inside the housing, the disc is disposed at the upper end of the housing, the internal insert post is disposed inside the inner cavity, and the upper rotating slide groove is disposed at the upper end of the housing and communicates with the inner cavity.

[0011] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles of the present invention, the housing further includes a housing sliding groove, a moving groove and a lower sliding groove. The housing sliding groove and the moving groove are disposed on the circumferential surface of the housing and communicate with the inner cavity respectively. The lower sliding groove is disposed on the inner wall of the inner cavity, and the rotating column is placed in the inner cavity.

[0012] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, wherein: The lower end of the disk is provided with a disk groove, and multiple disk grooves are provided; The disk has circular protrusions on its circumference and a hole at its upper end.

[0013] In a preferred embodiment of the automatic clutch control system for civil aviation service vehicles according to the present invention, the rotating column includes a rotating inner cavity, a rotating slider, a bottom sliding block, and a rotating limiting groove. The rotating inner cavity is disposed through the upper end of the rotating column. The rotating slider and the rotating limiting groove are disposed on the inner circumferential surface of the rotating inner cavity. The bottom sliding block is disposed at the lower end of the rotating column. Two bottom sliding blocks are symmetrically arranged along the center line of the rotating column. Multiple rotating sliders are provided. The circular protrusion is placed in the rotating limiting groove.

[0014] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, the rotating slider is provided with a push groove; The bottom sliding block is provided with a bottom spring on its side and a push block on its circumferential surface. The bottom sliding block is placed in the lower sliding groove and the push block is placed in the moving groove.

[0015] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, the rotating column further includes a curved sliding groove, which is disposed on the circumferential surface of the rotating column. A right-angled groove is provided in the curved sliding groove, and two curved sliding grooves are symmetrically arranged along the center line of the rotating column.

[0016] As a preferred embodiment of the automatic clutch control system for civil aviation service vehicles described in this invention, the shielding plate includes an upper shielding sliding column and a lower shielding sliding column. The upper shielding sliding column is disposed at the upper end of the shielding plate, and the lower shielding sliding column is disposed at the lower end of the shielding plate. The upper shielding sliding column is placed in the disc slide groove, and the lower shielding sliding column is placed in the push slide groove.

[0017] The beneficial effects of this invention are: it enables real-time remote control and monitoring, ensures the real-time transmission of data and instructions, and ensures the steady speed of the vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram of the connection structure between the execution unit and the control unit in an embodiment of the automatic clutch control system for civil aviation service vehicles provided by the present invention; Figure 2 This is a schematic diagram of the transmission line connection structure in an embodiment of the automatic clutch control system for civil aviation service vehicles provided by the present invention; Figure 3 A schematic diagram of the transmission line structure in the automatic clutch control system of a civil aviation service vehicle according to an embodiment of the present invention; Figure 4 A cross-sectional structural diagram of the plug in the automatic clutch control system for civil aviation service vehicles according to an embodiment of the present invention; Figure 5 A cross-sectional structural diagram of the housing in an embodiment of the automatic clutch control system for civil aviation service vehicles provided by the present invention; Figure 6 This is a schematic diagram of another perspective of the cross-sectional structure of the housing in the automatic clutch control system of a civil aviation service vehicle according to an embodiment of the present invention; Figure 7 This is a schematic diagram of another perspective of the cross-sectional structure of the housing in the automatic clutch control system of a civil aviation service vehicle according to an embodiment of the present invention; Figure 8 A schematic diagram of the rotating column in an embodiment of the automatic clutch control system for civil aviation service vehicles provided by the present invention; Figure 9 This is a schematic diagram of the structure of the shielding disc in the automatic clutch control system of a civil aviation service vehicle according to an embodiment of the present invention. Detailed Implementation

[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0021] Secondly, the present invention will be described in detail with reference to the schematic diagrams. When describing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure will be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0022] Furthermore, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that mutually excludes other embodiments.

[0023] Example 1 Reference Figure 1 This embodiment provides an automatic clutch control system for civil aviation service vehicles, including an execution unit 100, which includes a control computer 101, a motor 102, a clutch 103, and a sensor 104. The motor 102 and the sensor 104 are connected to the control computer 101, the clutch 103 is connected to the motor 102, and the sensor 104 is installed next to the clutch 103 to detect the degree of clutch disengagement.

[0024] Clutch 103 is the existing clutch 103. Motor 102 is connected to the hydraulic system inside the vehicle and pushes the clutch swing arm to control the clutch disengagement degree, thereby achieving automatic control of the vehicle to drive at a stable speed. This is the existing technology and will not be described in detail here.

[0025] The control unit 200 includes a remote control module 201, a wireless transmission module 202, and an intelligent vehicle terminal 203. The remote control module 201 is connected to the wireless transmission module 202, the intelligent vehicle terminal 203 is connected to the wireless transmission module 202, and the control computer 101 is connected to the wireless transmission module 202 via a transmission line 300.

[0026] The remote control module 201 can be an industrial panel PC with a touch screen for easy operation and monitoring.

[0027] The vehicle is also equipped with a 360° camera, which transmits real-time images of the vehicle's surroundings to the intelligent vehicle terminal 203.

[0028] The intelligent vehicle terminal 203 is existing technology and will not be discussed in detail here.

[0029] Furthermore, all of the above devices can be connected via transmission line 300 to ensure timely and accurate transmission of data and commands.

[0030] When in use, the intelligent vehicle terminal 203 sends the vehicle status, driving data and road conditions to the remote control module 201 in real time. The remote control module 201 issues corresponding instructions based on the road conditions of the vehicle and transmits them to the control computer 101 through the wireless transmission module 202. Then, the control computer 101 controls the motor 102 to make corresponding actions, controls the clutch disengagement degree, and controls the vehicle to drive at a stable speed.

[0031] Sensor 104 is used to detect the clutch engagement degree to avoid the problem of issuing commands but not taking action.

[0032] Example 2 Reference Figures 2-9This is the second embodiment of the present invention. Based on the previous embodiment, this embodiment provides an implementation method for an automatic clutch control system for civil aviation service vehicles. The transmission line 300 includes a plug 301 and a socket 302, with the plug 301 mating with the socket 302.

[0033] The plug 301 includes a first cavity 301a, a threaded cylinder 301b, a plug 301c, and a first sliding post 301d. The first cavity 301a is disposed on the side of the plug 301. The threaded cylinder 301b is disposed on the outer circumferential surface of the plug 301 and is threadedly engaged with the plug 301. The plug 301c is disposed inside the first cavity 301a. The first sliding post 301d is disposed on the inner wall of the first cavity 301a. Two first sliding posts 301d are symmetrically arranged along the center line of the plug 301.

[0034] A limit slot 301c-1 is provided on the circumferential surface of the ferrule 301c.

[0035] The threaded cylinder 301b can no longer rotate after rotating to a certain position on the plug 301, thus preventing it from falling off the plug 301.

[0036] The socket 302 includes a housing 302a, a rotating post 302b, and a shielding plate 302c. The rotating post 302b is slidably engaged with the housing 302a. One end of the shielding plate 302c is connected to the housing 302a and the other end is connected to the rotating post 302b. Multiple shielding plates 302c are provided.

[0037] The housing 302a includes an inner cavity 302a-1, a disc 302a-2, an internal insert post 302a-3, and an upper rotating slide groove 302a-4. The inner cavity 302a-1 is disposed inside the housing 302a, the disc 302a-2 is disposed at the upper end of the housing 302a, the internal insert post 302a-3 is disposed inside the inner cavity 302a-1, and the upper rotating slide groove 302a-4 is disposed at the upper end of the housing 302a and communicates with the inner cavity 302a-1.

[0038] The housing 302a also includes a housing sliding groove 302a-7, a moving groove 302a-5, and a lower sliding groove 302a-6. The housing sliding groove 302a-7 and the moving groove 302a-5 are disposed on the circumferential surface of the housing 302a and communicate with the inner cavity 302a-1 respectively. The lower sliding groove 302a-6 is disposed on the inner wall of the inner cavity 302a-1. The rotating column 302b is placed in the inner cavity 302a-1.

[0039] There are two sliding grooves 302a-7 and two moving grooves 302a-5 symmetrically arranged along the center line of the housing 302a.

[0040] The lower end of the disk 302a-2 is provided with a disk groove 302a-21, and four disk grooves 302a-21 are arranged in a circular array along the axis of the disk 302a-2.

[0041] The circumferential surface of the disc 302a-2 is provided with a circular protrusion 302a-22.

[0042] The upper end of the disc 302a-2 is provided with a disc hole 302a-23.

[0043] The rotating column 302b includes a rotating inner cavity 302b-1, a rotating slider 302b-2, a bottom sliding block 302b-3, and a rotation limiting groove 302b-4. The rotating inner cavity 302b-1 is disposed through the upper end of the rotating column 302b. The rotating slider 302b-2 and the rotation limiting groove 302b-4 are disposed on the inner circumferential surface of the rotating inner cavity 302b-1. The bottom sliding block 302b-3 is disposed at the lower end of the rotating column 302b. Two bottom sliding blocks 302b-3 are symmetrically arranged along the center line of the rotating column 302b. Four rotating sliders 302b-2 are provided. A circular protrusion 302a-22 is placed in the rotation limiting groove 302b-4 to limit the rotating column 302b and prevent it from moving upward.

[0044] The rotating slider 302b-2 is provided with a push groove 302b-21.

[0045] The bottom sliding block 302b-3 has a bottom spring 302b-31 on its side and a push block 302b-32 on its circumferential surface. The bottom sliding block 302b-3 is placed in the lower sliding groove 302a-6, and the push block 302b-32 is placed in the moving groove 302a-5. The bottom spring 302b-31 is fixedly connected to the inside of the lower sliding groove 302a-6.

[0046] The rotating column 302b also includes a curved slide groove 302b-5, which is disposed on the circumferential surface of the rotating column 302b. A right-angled groove 302b-51 is provided in the curved slide groove 302b-5. Two curved slide grooves 302b-5 are symmetrically arranged along the center line of the rotating column 302b.

[0047] The shielding disk 302c includes an upper shielding sliding post 302c-1 and a lower shielding sliding post 302c-2. The upper shielding sliding post 302c-1 is located at the upper end of the shielding disk 302c, and the lower shielding sliding post 302c-2 is located at the lower end of the shielding disk 302c. The upper shielding sliding post 302c-1 is placed in the disc slide groove 302a-21, and the lower shielding sliding post 302c-2 is placed in the push slide groove 302b-21.

[0048] When the device is not in use, the four shielding discs 302c block the disc holes 302a-23 to prevent foreign objects from falling into the inner cavity 302a-1 through the disc holes 302a-23. The upper end of the curved slide groove 302b-5 is aligned with the housing slide groove 302a-7, and the bottom spring 302b-31 is in normal condition.

[0049] In use, align the socket 302 with the plug 301, align the first sliding post 301d with the curved slide groove 302b-5 and the housing slide groove 302a-7, and then insert it into the curved slide groove 302b-5 and the housing slide groove 302a-7. Continue to push the plug 301 to move. When the first sliding post 301d moves in the curved slide groove 302b-5, it drives the rotating post 302b to rotate counterclockwise. The bottom spring 302b-31 deforms. As the rotating post 302b rotates, the rotating slider 302b-2 moves accordingly. The pushing block 302b-32 moves in the moving groove 302a-5 and is blocked by the pushing slide groove 302b-21. The column 302c-2 drives the blocking plate 302c to move. Because the upper blocking sliding column 302c-1 is placed in the disc groove 302a-21, the blocking plate 302c moves backward. At this time, the disc hole 302a-23 is slowly exposed, and the insert 301c begins to pass through the disc hole 302a-23 and engage with the inner insert 302a-3. When the first sliding column 301d is placed in a certain position in the right-angle groove 302b-51, the insert 301c and the inner insert 302a-3 are engaged. At this time, under the action of the elastic potential energy of the bottom spring 302b-31, the rotating column 302b is pulled to rotate clockwise at a certain angle and then blocked by the first sliding column 301d and cannot move.

[0050] During the clockwise rotation of the rotating column 302b at a certain angle, the sliding groove 302b-21 pushes the blocking sliding column 302c-2 to move the blocking plate 302c. The blocking plate 302c moves forward a small distance and inserts into the limiting slot 301c-1, making the connection between the plug 301 and the socket 302 tight and firm, avoiding poor contact caused by bumps during vehicle operation.

[0051] Rotate the threaded cylinder 301b to block the push block 302b-32 to prevent accidental contact.

[0052] To disconnect, first rotate the push block 302b-32 to move it within the moving groove 302a-5. The rotating column 302b will follow the movement, releasing the engagement between the first sliding column 301d and the right-angle groove 302b-51. Then, pull the plug 301 to disconnect.

[0053] This device can perform remote control and monitoring in real time, ensuring the real-time transmission of data and commands, and ensuring the vehicle moves at a steady speed.

[0054] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise altered, and the nature or number or position of discrete elements may be changed or altered. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0055] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the currently considered best mode for carrying out the invention, or those features that are not relevant to implementing the invention) may be omitted.

[0056] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0057] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An automatic clutch control system for civil aviation service vehicles, characterized in that: include, The execution unit (100) includes a control computer (101), a motor (102), a clutch (103), and a sensor (104), wherein the motor (102) and the sensor (104) are connected to the control computer (101), and the clutch (103) is connected to the motor (102); The control unit (200) includes a remote control module (201), a wireless transmission module (202), and an intelligent vehicle terminal (203). The remote control module (201) is connected to the wireless transmission module (202), the intelligent vehicle terminal (203) is connected to the wireless transmission module (202), and the control computer (101) is connected to the wireless transmission module (202) via a transmission line (300). The transmission line (300) includes a plug (301) and a socket (302), wherein the plug (301) mates with the socket (302); The socket (302) includes a housing (302a), a rotating post (302b), and a shielding plate (302c). The rotating post (302b) is slidably engaged with the housing (302a). One end of the shielding plate (302c) is connected to the housing (302a), and the other end is connected to the rotating post (302b). Multiple shielding plates (302c) are provided. The rotating column (302b) includes a rotating inner cavity (302b-1), a rotating slider (302b-2), a bottom sliding block (302b-3), and a rotating limiting groove (302b-4). The rotating inner cavity (302b-1) is disposed through the upper end of the rotating column (302b). The rotating slider (302b-2) and the rotating limiting groove (302b-4) are disposed on the inner circumferential surface of the rotating inner cavity (302b-1). The bottom sliding block (302b-3) is disposed at the lower end of the rotating column (302b). Two bottom sliding blocks (302b-3) are symmetrically arranged along the center line of the rotating column (302b). Multiple rotating sliders (302b-2) are provided. A circular protrusion (302a-22) is placed in the rotating limiting groove (302b-4). The rotating slider (302b-2) is provided with a push groove (302b-21); The bottom sliding block (302b-3) is provided with a bottom spring (302b-31) on its side and a push block (302b-32) on its circumferential surface. The bottom sliding block (302b-3) is placed in the lower sliding groove (302a-6) and the push block (302b-32) is placed in the moving groove (302a-5).

2. The automatic clutch control system for civil aviation service vehicles according to claim 1, characterized in that: The plug (301) includes a first cavity (301a), a threaded cylinder (301b), a ferrule (301c), and a first sliding post (301d). The first cavity (301a) is disposed on the side of the plug (301). The threaded cylinder (301b) is disposed on the outer circumferential surface of the plug (301) and threadedly engages with the plug (301). The ferrule (301c) is disposed inside the first cavity (301a). The first sliding post (301d) is disposed on the inner wall of the first cavity (301a). Two first sliding posts (301d) are symmetrically arranged along the center line of the plug (301). The ferrule (301c) is provided with a limit slot (301c-1) on its circumferential surface.

3. The automatic clutch control system for civil aviation service vehicles according to claim 2, characterized in that: The housing (302a) includes an inner cavity (302a-1), a disc (302a-2), an internal insert (302a-3), and an upper rotating groove (302a-4). The inner cavity (302a-1) is disposed inside the housing (302a), the disc (302a-2) is disposed at the upper end of the housing (302a), the internal insert (302a-3) is disposed inside the inner cavity (302a-1), and the upper rotating groove (302a-4) is disposed at the upper end of the housing (302a) and communicates with the inner cavity (302a-1).

4. The automatic clutch control system for civil aviation service vehicles according to claim 3, characterized in that: The housing (302a) further includes a housing sliding groove (302a-7), a moving groove (302a-5), and a lower sliding groove (302a-6). The housing sliding groove (302a-7) and the moving groove (302a-5) are disposed on the circumferential surface of the housing (302a) and communicate with the inner cavity (302a-1) respectively. The lower sliding groove (302a-6) is disposed on the inner wall of the inner cavity (302a-1). The rotating column (302b) is placed in the inner cavity (302a-1).

5. The automatic clutch control system for civil aviation service vehicles according to claim 4, characterized in that: The lower end of the disc (302a-2) is provided with a disc slide groove (302a-21), and multiple disc slide grooves (302a-21) are provided; The disc (302a-2) has a circular protrusion (302a-22) on its circumference and a disc hole (302a-23) at its upper end.

6. The automatic clutch control system for civil aviation service vehicles according to claim 5, characterized in that: The rotating column (302b) also includes a curved slide groove (302b-5), which is disposed on the circumferential surface of the rotating column (302b). A right-angled groove (302b-51) is provided in the curved slide groove (302b-5), and two curved slide grooves (302b-5) are symmetrically arranged along the center line of the rotating column (302b).

7. The automatic clutch control system for civil aviation service vehicles according to claim 6, characterized in that: The shielding disk (302c) includes an upper shielding sliding post (302c-1) and a lower shielding sliding post (302c-2). The upper shielding sliding post (302c-1) is disposed at the upper end of the shielding disk (302c), and the lower shielding sliding post (302c-2) is disposed at the lower end of the shielding disk (302c). The upper shielding sliding post (302c-1) is placed in the disc slide groove (302a-21), and the lower shielding sliding post (302c-2) is placed in the push slide groove (302b-21).

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