A take-off assisting device and a take-off assisting system
By designing guide rails and trolley components, locking and elastic elements are used to fix and separate the aircraft, solving the interference problem of existing catapult devices during UAV takeoff and ensuring the smooth takeoff of the aircraft.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHINA RAILWAY CONSTR HEAVY IND
- Filing Date
- 2024-01-29
- Publication Date
- 2026-06-02
Smart Images
Figure CN117719720B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of aircraft launch, and more particularly to an auxiliary takeoff device and auxiliary takeoff system. Background Technology
[0002] The takeoff methods for drones include runway taxi takeoff and catapult takeoff. Catapult takeoff can significantly reduce the runway length required for drone takeoff and increase the speed and power of drones during takeoff.
[0003] In existing technologies, drones typically take off using catapults. Before launch, external force is used to put the catapult device into an energy-storing state, thus launching the drone. The catapult device supports the drone in two ways: belly support and wing support. Belly support refers to the catapult device applying force to the drone's belly to propel it into flight. Wing support refers to the catapult device applying force to the wings to propel the drone; its advantage is that it does not interfere with the tail propeller.
[0004] However, existing catapult devices suffer from poor launch performance. Summary of the Invention
[0005] This application provides an auxiliary takeoff device and an auxiliary takeoff system, which avoids interference with the takeoff of the aircraft and ensures the smooth takeoff of the aircraft.
[0006] In a first aspect, this application provides an auxiliary take-off device for assisting an aircraft in taking off. The auxiliary take-off device includes a guide rail, a first trolley assembly, and a second trolley assembly, both of which are slidably connected to the guide rail.
[0007] The first trolley assembly includes a first trolley base, a first support assembly, a first locking assembly, and a first elastic member. The first support assembly and the first locking assembly are both disposed on the first trolley base. The first elastic member is connected between the first support assembly and the first trolley base. The first locking assembly has a first locking part at the end near the first support assembly, and the first support assembly has a first locking engagement part at the end near the first locking assembly.
[0008] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support component and the first locking component, and the end of the first support component away from the first locking component is connected to the aircraft.
[0009] When the first locking engagement part and the first locking part are unlocked, the first support component and the first locking component are unlocked, and the first support component separates from the aircraft under the action of the first elastic element.
[0010] Optionally, in the aforementioned auxiliary takeoff device, the first locking component includes a moving part and a locking part, the first trolley base has a cavity, the moving part and the locking part are both located in the cavity, the moving part is slidably connected to the cavity, and the locking part has a first locking part provided at the end near the first support component.
[0011] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support component and the locking member. The end of the locking member near the first support component abuts against the first locking engagement part, and the end of the locking member away from the first support component abuts against the top of the moving member.
[0012] When the first locking engagement part is unlocked from the first locking part, the first support component and the locking member are unlocked. The moving part moves towards the end of the cavity away from the second trolley component. The moving part and the locking member separate from the end away from the first support component. The end of the locking member near the first support component moves towards the bottom of the cavity. The end of the locking member near the first support component separates from the first locking engagement part.
[0013] In the aforementioned auxiliary takeoff device, optionally, the locking component includes a locking seat, a locking pin, and a locking block connected in sequence, with the locking seat and the locking pin both located at one end of the cavity near the second trolley assembly.
[0014] The first locking mating part has a locking mating surface, which is used to abut against the locking block; the first locking part is formed at the abutment point between the locking block and the locking mating surface.
[0015] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support component and the locking block, and the locking block abuts against the locking engagement surface; when the first locking engagement part unlocks with the first locking part, an unlocked state is formed between the first support component and the locking block, and the locking block disengages from the locking engagement surface.
[0016] Optionally, in the aforementioned auxiliary takeoff device, the locking component may also include an auxiliary elastic component, the two ends of which are connected to the locking seat and the inner wall of the cavity, respectively, and the middle section of the auxiliary elastic component is sleeved on the locking pin.
[0017] In the aforementioned auxiliary takeoff device, optionally, the first support assembly includes two opposing first support arms, with the first end of the first support arm close to the end of the first locking assembly; the first end of the first support arm is provided with a first connecting block, and the outer peripheral wall of the first connecting block abuts against the outer peripheral wall of the locking block; a locking mating surface is formed at the abutment of the first connecting block and the locking block.
[0018] The second end of the first support arm is away from the first locking assembly, and the second end of the first support arm extends in a direction away from the second trolley assembly; the interior angle of the angle between the extension direction of the first support arm and the extension direction of the guide rail is located on the side away from the second trolley assembly.
[0019] In the aforementioned auxiliary takeoff device, optionally, there are two first elastic elements, the first ends of which are connected to the first trolley base, and the second ends of which are connected to the middle sections of the two first support arms respectively.
[0020] Alternatively, the first trolley assembly may also include a lead screw and a steering wheel that are rotatably connected. There are two lead screws and two steering wheels, and the two lead screws and two steering wheels are arranged in a one-to-one correspondence. The steering wheel is used to drive the lead screw to rotate. There are two first elastic elements. The first ends of the two first elastic elements are connected to the two lead screws in a one-to-one correspondence, and the second ends of the two first elastic elements are connected to the middle sections of the two first support arms in a one-to-one correspondence.
[0021] In the aforementioned auxiliary takeoff device, optionally, the second trolley assembly includes a second trolley base, a second support assembly, a second elastic member, and a second locking assembly. Both the second support assembly and the second locking assembly are disposed on the second trolley base. The second elastic member is connected between the second support assembly and the second trolley base. The end of the second locking assembly near the second support assembly is provided with a second locking part, and the end of the second support assembly near the second locking assembly is provided with a second locking engagement part.
[0022] When the second locking engagement part locks with the second locking part, a locked state is formed between the second support assembly and the second locking assembly, and the end of the second support assembly away from the second locking assembly is connected to the aircraft.
[0023] When the second locking engagement part and the second locking part are unlocked, the second support component and the second locking component are unlocked, and the second support component is separated from the aircraft under the action of the second elastic element.
[0024] Optionally, in the aforementioned auxiliary takeoff device, the second support assembly includes two second support arms, the middle sections of which are connected by a connecting plate, and the two ends of the second elastic member are respectively connected to the connecting plate and the second trolley base.
[0025] The extension length of the second support arm is less than that of the first support arm.
[0026] Optionally, the aforementioned auxiliary takeoff device may also include a support base, which has an inclined support surface that intersects the horizontal plane at an inclination, and a guide rail is disposed on the support surface.
[0027] Secondly, this application provides an assisted takeoff system, including a drive unit and the aforementioned assisted takeoff device, wherein the drive unit is connected to a first trolley assembly and a second trolley assembly of the assisted takeoff device.
[0028] This application provides an auxiliary takeoff device and system. The auxiliary takeoff device includes a guide rail, a first trolley assembly, and a second trolley assembly. The first trolley assembly includes a first trolley base, a first support assembly, a first elastic element, and a first locking assembly. The first locking assembly has a first locking part near the end of the first support assembly, and the first support assembly has a first locking mating part near the end of the first locking assembly. By providing the first locking mating part and the first locking part, when the first locking mating part locks with the first locking part, a locked state is formed between the first support assembly and the first locking assembly. The end of the first support assembly away from the first locking assembly is connected to the aircraft. In this way, the auxiliary takeoff device is fixed to the aircraft, and the first trolley assembly drives the aircraft to move. By connecting the first elastic element between the first support assembly and the first trolley base, when the first locking engagement part and the first locking part are unlocked, the first support assembly and the first locking assembly are unlocked. The first elastic element drives the first support assembly to move in the direction of the guide rail, so that the first support assembly and the aircraft are separated. This facilitates the separation of the auxiliary takeoff device and the aircraft and avoids interference of the auxiliary takeoff device with the aircraft takeoff. The auxiliary takeoff device realizes the fixation and separation of the aircraft during the takeoff process. The auxiliary takeoff system ensures the smooth takeoff of the aircraft.
[0029] The structure of this application, as well as its other practical purposes and beneficial effects, will become more apparent and understandable through the description of the preferred embodiments in conjunction with the accompanying drawings. Attached Figure Description
[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0031] Figure 1 This is a schematic diagram of the structure of the auxiliary takeoff device provided in the embodiments of this application;
[0032] Figure 2 A schematic diagram of the structure of the first trolley assembly of the auxiliary takeoff device provided in the embodiments of this application;
[0033] Figure 3 A schematic diagram of the structure of the second trolley assembly of the auxiliary takeoff device provided in the embodiments of this application;
[0034] Figure 4 A schematic diagram of the first locking component and the first support component of the auxiliary takeoff device provided in the embodiments of this application in a locked state;
[0035] Figure 5 A schematic diagram of the structure of the first locking component and the first support component of the auxiliary takeoff device provided in the embodiments of this application in the unlocked state.
[0036] Explanation of reference numerals in the attached figures:
[0037] 100: First trolley assembly; 200: Second trolley assembly; 300: Guide rail; 400: Support base; 500: Rubber-coated casters;
[0038] 110: First trolley base; 120: First support assembly; 130: First locking assembly; 140: First elastic element; 150: Steering wheel;
[0039] 121: First support arm; 122: First connecting block;
[0040] 131: Moving part; 132: Locking part;
[0041] 132a: Locking seat; 132b: Locking pin; 132c: Locking block; 132d: Auxiliary elastic element; 132e: Handle;
[0042] 210: Second trolley base; 220: Second support assembly; 230: Second locking assembly; 240: Second elastic element;
[0043] 221: Second support arm; 222: Second connecting block; 223: Connecting plate.
[0044] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation
[0045] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.
[0046] The inventors of this application discovered during their research that UAV takeoff methods include runway taxiing takeoff and catapult launch. Catapult launch is the mainstream takeoff method for UAVs because it is less affected by site constraints. For the catapult to function effectively, it must be effectively separated from the UAV during takeoff to ensure safe, efficient, reliable, stable, and precise fixation and separation of the UAV.
[0047] In existing technologies, catapults support drones in two ways: belly support and wing support. Belly support refers to the catapult applying force to the drone's belly to propel it into flight. Wing support refers to the catapult applying force to the wings to move the drone, and its advantage is that it does not interfere with the tail propeller.
[0048] However, when using a catapult to support the belly of a drone, the catapult applies force to the aircraft's belly and lifts it off. But during takeoff, the catapult interferes with the drone's tail propeller, making it difficult for the drone to separate from the catapult and hindering successful takeoff. When using a catapult to support the wings of a drone, the high launch speed and impact force result in significant stress on the wings, making them prone to damage.
[0049] In view of this, this application provides an auxiliary takeoff device and an auxiliary takeoff system. The auxiliary takeoff device includes a guide rail, a first trolley assembly, and a second trolley assembly. The first trolley assembly includes a first trolley base, a first support assembly, a first elastic element, and a first locking assembly. The first locking assembly has a first locking part near the end of the first support assembly, and the first support assembly has a first locking engagement part near the end of the first locking assembly. By providing the first locking engagement part and the first locking part, when the first locking engagement part locks with the first locking part, a locked state is formed between the first support assembly and the first locking assembly. The end of the first support assembly away from the first locking assembly is connected to the aircraft. In this way, the auxiliary takeoff device is fixed to the aircraft, and the first trolley assembly moves the aircraft. By connecting the first elastic element between the first support assembly and the first trolley base, when the first locking engagement part is unlocked from the first locking part, the first support assembly and the first locking assembly are unlocked. The first elastic element drives the first support assembly to move in the direction of the guide rail, so that the first support assembly and the aircraft are separated. This facilitates the separation of the auxiliary takeoff device and the aircraft and avoids interference of the auxiliary takeoff device with the aircraft takeoff. The auxiliary takeoff device achieves fixation and separation from the aircraft during the takeoff process. The auxiliary takeoff system ensures the smooth takeoff of the aircraft.
[0050] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.
[0051] Firstly, referring to Figures 1 to 3As shown, this application provides an auxiliary take-off device for assisting an aircraft in taking off. The auxiliary take-off device includes a guide rail 300, a first trolley assembly 100 and a second trolley assembly 200, both of which are slidably connected to the guide rail.
[0052] The first trolley assembly 100 includes a first trolley base 110, a first support assembly 120, a first locking assembly 130, and a first elastic member 140. The first support assembly 120 and the first locking assembly 130 are both disposed on the first trolley base 110. The first elastic member 140 is connected between the first support assembly 120 and the first trolley base 110. The first locking assembly 130 has a first locking part at the end near the first support assembly 120, and the first support assembly 120 has a first locking engagement part at the end near the first locking assembly 130.
[0053] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support assembly 120 and the first locking assembly 130, and the end of the first support assembly 120 away from the first locking assembly 130 is connected to the aircraft.
[0054] When the first locking engagement part and the first locking part are unlocked, the first support component 120 and the first locking component 130 are unlocked, and the first support component 120 is separated from the aircraft under the action of the first elastic member 140.
[0055] For example, when the aircraft reaches the preset position, the first trolley assembly 100 and the second trolley assembly 200 slide sequentially along the guide rail 300 to the belly position of the aircraft. The first trolley assembly 100 slides to the front of the belly of the aircraft near the landing gear, and the second trolley assembly 200 slides to the rear of the belly of the aircraft.
[0056] Before the aircraft is launched, after the first trolley assembly 100 and the second trolley assembly 200 slide to the preset position on the guide rail 300, the operator lifts the end of the first support assembly 120 away from the first locking assembly 130 and connects it to the hook on the aircraft's belly. At the same time, the first locking part located at the end of the first locking assembly 130 near the first support assembly 120 and the first locking mating part located at the end of the first support assembly 120 near the first locking assembly 130 are locked, forming a locked state between the first support assembly 120 and the first locking assembly 130. Subsequently, the first trolley assembly 100 and the second trolley assembly 200 accelerate along the direction of the guide rail 300, thereby driving the aircraft to accelerate.
[0057] When the aircraft reaches the ejection conditions for takeoff, the first trolley assembly 100 and the second trolley assembly 200 begin to decelerate. After a speed difference is established between the first trolley assembly 100 and the second trolley assembly 200 and the aircraft, the first trolley assembly 100 and the second trolley assembly 200 separate from the aircraft. When the first support assembly 120 disengages from the aircraft, the first support assembly 120 and the first locking assembly 130 are in the unlocked state, the first locking engagement part and the first locking part separate, and the first support assembly 120 moves closer to the guide rail 300 under the action of the first elastic element 140, and the aircraft is successfully ejected and takes off.
[0058] By setting a first locking engagement part and a first locking part, when the first locking engagement part locks with the first locking part, a locked state is formed between the first support assembly 120 and the first locking assembly 130, so that the end of the first support assembly 120 away from the first locking assembly 130 docks with the aircraft. In this way, during the aircraft's takeoff preparation process, the first trolley assembly 100 drives the aircraft to move along the guide rail 300, ensuring the stability of the aircraft's takeoff process. By connecting the first elastic element 140 between the first support assembly 120 and the first trolley base 110, when the first locking engagement part unlocks with the first locking part, an unlocked state is formed between the first support assembly 120 and the first locking assembly 130. The first elastic element 140 drives the first support assembly 120 to move along the guide rail 300, so that the first support assembly 120 and the aircraft separate. This avoids friction or collision between the first support assembly 120 and the aircraft's landing gear, air intake, and tail propeller during the aircraft's takeoff process, which is conducive to the separation of the auxiliary takeoff device and the aircraft and avoids interference of the auxiliary takeoff device with the aircraft's takeoff.
[0059] For example, by setting up the first trolley assembly 100 and the second trolley assembly 200, the first trolley assembly 100 and the second trolley assembly 200 can be connected to the aircraft without much adjustment. Therefore, the first trolley assembly 100 and the second trolley assembly 200 can be adapted to different types of aircraft, improving the adaptability of the auxiliary take-off device.
[0060] In one feasible implementation, the second trolley assembly 200 includes a second trolley base 210, a second support assembly 220, a second elastic member 240, and a second locking assembly 230. The second support assembly 220 and the second locking assembly 230 are both disposed on the second trolley base 210. The second elastic member 240 is connected between the second support assembly 220 and the second trolley base 210. The second locking assembly 230 has a second locking part at the end near the second support assembly 220, and a second locking engagement part at the end of the second support assembly 220 near the second locking assembly 230.
[0061] When the second locking engagement part locks with the second locking part, a locked state is formed between the second support component 220 and the second locking component 230, and the end of the second support component 220 away from the second locking component 230 is connected to the aircraft.
[0062] When the second locking engagement part and the second locking part are unlocked, the second support component 220 and the second locking component 230 are unlocked, and the second support component 220 is separated from the aircraft under the action of the second elastic member 240.
[0063] For example, before the aircraft is launched, the first trolley assembly 100 slides to a position near the aircraft along the guide rail 300; then, the operator lifts the end of the first support assembly 120 away from the first locking assembly 130 and connects it to a hook on the aircraft's belly; the first locking part located at the end of the first locking assembly 130 near the first support assembly 120 and the first locking mating part located at the end of the first support assembly 120 near the first locking assembly 130 are locked, forming a locked state between the first support assembly 120 and the first locking assembly 130; after the first trolley assembly 100 slides along the guide rail 300 to a preset position near the front of the aircraft, the second trolley assembly 200 slides to the rear of the aircraft, and the operator... The end of the second support assembly 220 facing away from the second locking assembly 230 is lifted and connected to the hook on the aircraft's belly. The second locking part located at the end of the second locking assembly 230 near the second support assembly 220 and the second locking mating part located at the end of the second support assembly 220 near the second locking assembly 230 are locked together, forming a locked state between the second support assembly 220 and the second locking assembly 230. The hook between the second support assembly and the aircraft's belly is taut, while the hook between the first support assembly 120 and the aircraft's belly is only required to ensure connection. This ensures that the rear end of the aircraft connected to the second trolley assembly 200 is the primary stress point, preventing the aircraft from pitching up during propulsion along the guide rail 300. Subsequently, the first trolley assembly 100 and the second trolley assembly 200 accelerate along the guide rail 300, thereby driving the aircraft to accelerate.
[0064] When the aircraft reaches the ejection conditions for takeoff, the first trolley assembly 100 and the second trolley assembly 200 begin to decelerate. After the first trolley assembly 100 and the second trolley assembly 200 generate a speed difference with the aircraft, the first support assembly 120 and the second support assembly 220 both separate from the aircraft. At this time, the first support assembly 120 and the first locking assembly 130, the second support assembly 220 and the second locking assembly 230 are all in the unlocked state. Thus, the first locking engagement part and the first locking part separate, and the first support assembly 120 moves closer to the guide rail 300 under the action of the first elastic element 140; the second locking engagement part and the second locking part separate, and the second support assembly 220 moves closer to the guide rail 300 under the action of the second elastic element 240. At the same time, the aircraft is successfully ejected and takes off.
[0065] For example, the first trolley base 110 and the second trolley base 210 can be connected by a flexible lock to control the distance between the first trolley base 110 and the second trolley base 210, thereby controlling the first trolley assembly 100 and the second trolley assembly 200 to drive the aircraft to move along the direction of the guide rail 300 with a preset distance difference.
[0066] By locking the first locking engagement part and the first locking part, and locking the second locking engagement part and the second locking part, the first trolley assembly 100 and the second trolley assembly 200 are ensured to move the aircraft along the guide rail 300, thus ensuring the stability of the aircraft's takeoff process. By setting the first elastic element 140 and the second elastic element 240, after both the first trolley assembly 100 and the second trolley assembly 200 are separated from the aircraft, the first elastic element 140 drives the first support assembly 120 to move in the direction of the guide rail 300, and the second elastic element 240 drives the second support assembly 220 to move in the direction of the guide rail 300. The guide rail moves in the 300 direction to separate the first support assembly 120 and the second support assembly 220 from the aircraft, avoiding friction and collision between the first support assembly 120 and the second support assembly 220 and the aircraft's landing gear, air intake and tail propeller, and avoiding interference of the auxiliary take-off device with the aircraft's take-off; by setting the first trolley assembly 100 and the second trolley assembly 200, the auxiliary take-off device is designed as a split device, and the first trolley assembly 100 and the second trolley assembly 200 are docked with the aircraft respectively, which is conducive to the separation of the auxiliary take-off device and the aircraft.
[0067] As one feasible implementation, the auxiliary takeoff device also includes a support base 400, which has an inclined support surface that intersects the horizontal plane at an inclination, and a guide rail 300 is disposed on the support surface.
[0068] For example, the support surface of the support base 400 intersects the horizontal plane at an angle. The angle of intersection between the support surface and the horizontal plane can be designed according to actual needs. By setting the guide rail 300 on the support base 400, the first trolley assembly 100 and the second trolley assembly 200 can move at a preset angle. In this way, the first trolley assembly 100 and the second trolley assembly 200 can drive the aircraft to take off at a preset angle, thereby improving the stability of the aircraft's catapult takeoff.
[0069] For example, the first trolley base 110 is flexibly connected to the guide rail 300 via a radial joint bearing, and the second trolley base 210 is also flexibly connected via a radial joint bearing. In addition, both the first trolley base 110 and the second trolley base 210 include rubber-coated casters 500, which can rotate on the support surface to provide auxiliary support for the first trolley base 110 and the second trolley base 210, thereby improving the stability of the first trolley assembly 100 and the second trolley assembly 200 during movement, and thus improving the stability of the aircraft during takeoff.
[0070] In one feasible implementation, the first locking component 130 includes a movable component 131 and a locking component 132. The first trolley base 110 has a cavity, and both the movable component 131 and the locking component 132 are located in the cavity. The movable component 131 is slidably connected to the cavity, and the locking component 132 has a first locking part at its end near the first support component 120.
[0071] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support assembly 120 and the locking member 132. The end of the locking member 132 near the first support assembly 120 abuts against the first locking engagement part, and the end of the locking member 132 away from the first support assembly 120 abuts against the top of the moving member 131.
[0072] When the first locking engagement part is unlocked from the first locking part, the first support assembly 120 and the locking member 132 are unlocked. The moving member 131 moves toward the end of the cavity away from the second trolley assembly 200. The ends of the moving member 131 and the locking member 132 away from the first support assembly 120 are separated. The end of the locking member 132 near the first support assembly 120 moves toward the bottom of the cavity. The end of the locking member 132 near the first support assembly 120 is separated from the first locking engagement part.
[0073] For example, refer to Figure 1 , Figure 2 and Figure 4As shown, after the first trolley assembly 100 slides to the preset position of the guide rail 300, the operator lifts the end of the first support assembly 120 away from the first locking assembly 130. After the operator raises the end of the first support assembly 120 away from the first locking assembly 130 to a preset angle, the operator abuts the end of the first support assembly 120 near the locking member 132 against the first end of the locking member 132. At this time, the second end of the locking member 132 abuts against the top of the moving member 131. The first end of the locking member 132 is the end of the locking member 132 near the first support assembly 120, and the second end of the locking member 132 is the end of the locking member 132 away from the first support assembly 120. In this way, the first locking mating part and the first locking part lock, forming a locked state between the first support assembly 120 and the locking member 132. At the same time, the operator connects the end of the first support assembly 120 away from the locking member 132 to the hook on the belly of the aircraft to realize the connection between the first support assembly 120 and the aircraft.
[0074] For example, refer to Figure 1 , Figure 2 and Figure 5 As shown, when the first trolley assembly 100 separates from the aircraft, a speed difference is generated between the first trolley assembly 100 and the aircraft, and the first trolley assembly 100 begins to decelerate. Because the moving part 131 is slidably connected to the cavity, when the first trolley assembly 100 decelerates, the moving part 131, under its own inertia, still maintains the speed before the first trolley assembly 100 decelerates. Figure 1 The moving part 131 moves in the direction shown by X. At this time, the moving part 131 moves towards the end of the cavity away from the second trolley assembly 200, and the second end of the moving part 131 and the locking part 132 separate. At the same time, the first end of the locking part 132 moves towards the bottom of the cavity. The direction of movement of the locking part 132 is shown by X. Figure 2 In the opposite direction shown by Z, the first locking engagement part and the first locking part separate, and the first support assembly 120 and the locking member 132 form an unlocked state. Under the action of the first elastic member 140, the first support assembly 120 moves in the direction of the guide rail 300, and then the first trolley assembly 100 separates from the aircraft, and the aircraft is launched and takes off.
[0075] As one feasible implementation method, refer to Figure 4 and Figure 5 As shown, the locking member 132 includes a locking seat 132a, a locking pin 132b and a locking block 132c connected in sequence. The locking seat 132a and the locking pin 132b are both located at one end of the cavity near the second trolley assembly 200.
[0076] The first locking mating part has a locking mating surface, which is used to abut against the locking block 132c; the first locking part is formed at the abutment point between the locking block 132c and the locking mating surface.
[0077] When the first locking engagement part locks with the first locking part, a locked state is formed between the first support component 120 and the locking block 132c, and the locking block 132c abuts against the locking engagement surface; when the first locking engagement part unlocks with the first locking part, an unlocked state is formed between the first support component 120 and the locking block 132c, and the locking block 132c disengages from the locking engagement surface.
[0078] For example, refer to Figure 4 As shown, after the first trolley assembly 100 slides to the preset position of the guide rail 300, the operator lifts the end of the first support assembly 120 away from the first locking assembly 130. After the operator raises the end of the first support assembly 120 away from the first locking assembly 130 to a preset angle, the operator abuts the end of the first support assembly 120 near the first locking assembly 130 against the locking block 132c. At this time, the locking block 132c is connected to the locking pin 132b in the cavity, and the locking pin 132b is connected to the locking seat 132a. The bottom of the locking seat 132a abuts against the top of the moving part 131 near the second trolley assembly 200. In this way, the first locking mating part and the first locking part are locked, forming a locked state between the first support assembly 120 and the locking block 132c. At the same time, the operator connects the end of the first support assembly 120 away from the first locking assembly 130 to the hook at the front of the aircraft to realize the connection between the first support assembly 120 and the aircraft.
[0079] For example, refer to Figure 5 As shown, when the first trolley assembly 100 separates from the aircraft, a speed difference is generated between the first trolley assembly 100 and the aircraft, and the first trolley assembly 100 begins to decelerate. Because the moving part 131 is slidably connected to the cavity, when the first trolley assembly 100 decelerates, the moving part 131, under its own inertia, still maintains the speed before the first trolley assembly 100 decelerates. Figure 1 The moving part 131 moves in the direction shown by X. At this time, the moving part 131 moves towards the end of the cavity away from the second trolley assembly 200, and the moving part 131 separates from the locking seat 132a. Simultaneously, the locking seat 132a moves towards the bottom of the cavity under its own gravity. Then, the locking seat 132a drives the locking pin 132b to move towards the bottom of the cavity, and the locking pin 132b drives the locking block 132c to move towards the bottom of the cavity. The direction of movement of the locking block 132c is shown by [reference]. Figure 2 In the opposite direction shown by Z, the first locking engagement part and the first locking part separate, and the first support assembly 120 and the locking member 132 form an unlocked state. Under the action of the first elastic member 140, the first support assembly 120 moves in the direction of the guide rail 300, and then the first trolley assembly 100 separates from the aircraft, and the aircraft is launched and takes off.
[0080] By setting the locking seat 132a, the contact area between the locking member 132 and the moving member 131 is increased, thereby improving the structural stability of the locking member 132. At the same time, by setting the locking seat 132a, the weight of the locking member 132 is increased, which is beneficial for the locking member 132 to move towards the bottom of the cavity when unlocking, and is beneficial for improving the unlocking of the first support assembly 120 and the locking member 132.
[0081] For example, the moving part 131 can be a metal block. The first elastic element 140 and the second elastic element 240 can be springs.
[0082] For example, the locking component 132 also includes a handle 132e, which is connected to the end of the locking pin 132b near the locking block 132c. When the first support assembly 120 is unlocked from the locking block 132c, the locking pin 132b can be pulled away from the bottom wall of the cavity by pulling the handle 132e. The direction of movement of the locking pin 132b is referenced to... Figure 2 The direction shown in the middle Z is such that the second end of the locking member 132 abuts against the top of the moving member 131 to reset the first locking assembly 130, thereby enabling the reuse of the auxiliary takeoff device.
[0083] As one feasible implementation, the locking member 132 also includes an auxiliary elastic member 132d. The two ends of the auxiliary elastic member 132d are respectively connected to the locking seat 132a and the inner wall of the cavity, and the middle section of the auxiliary elastic member 132d is sleeved on the locking pin 132b.
[0084] For example, when the first locking engagement part and the first locking part are locked, the locking seat 132a abuts against the top of the moving member 131, and the locking block 132c abuts against the first locking engagement part. At this time, the auxiliary elastic member 132d is in a compressed state. The auxiliary elastic member 132d applies a spring force toward the locking block 132c to the locking pin 132b so that the locking block 132c extends out of the cavity, and then the locking block 132c abuts against the first locking engagement part.
[0085] For example, when the first trolley assembly 100 separates from the aircraft, a velocity difference is generated between the first trolley assembly 100 and the aircraft, and the first trolley assembly 100 begins to decelerate. The moving part 131, under its own inertia, continues to move along the path at the velocity before the first trolley assembly 100 decelerated. Figure 1 When the moving part 131 moves in the direction shown by X, it moves towards the end of the cavity away from the second trolley assembly 200, and the moving part 131 and the locking seat 132a separate. At the same time, the auxiliary elastic element 132d releases elastic potential energy, and the locking seat 132a moves towards the bottom of the cavity under its own gravity and the elastic force of the auxiliary elastic element 132d, thereby moving the locking pin 132b and the locking block 132c towards the bottom of the cavity.
[0086] By setting the auxiliary elastic element 132d, the contact stability between the locking block 132c and the first locking mating part when locked is improved. Moreover, the efficiency of unlocking the locking element 132 and the first support component 120 is improved, which is conducive to the rapid unlocking of the locking element 132 and the first support component 120 and avoids the interference of the first support component 120 with the aircraft take-off.
[0087] For example, the auxiliary elastic element 132d can be a compression spring.
[0088] In one feasible implementation, the first support assembly 120 includes two opposing first support arms 121, with the first end of the first support arm 121 close to the end of the first locking assembly 130; the first end of the first support arm 121 is provided with a first connecting block 122, and the outer peripheral wall of the first connecting block 122 abuts against the outer peripheral wall of the locking block 132c; a locking mating surface is formed at the abutment of the first connecting block 122 and the locking block 132c.
[0089] The second end of the first support arm 121 is away from the first locking assembly 130, and the second end of the first support arm 121 extends in a direction away from the second trolley assembly 200; the interior angle of the angle between the extension direction of the first support arm 121 and the extension direction of the guide rail 300 is located on the side away from the second trolley assembly 200.
[0090] For example, when the first trolley assembly 100 slides to the preset position of the guide rail 300, the operator lifts the second end of the first support arm 121. When the first support arm 121 is raised to the preset angle, the operator abuts the first connecting block 122 of the first end of the first support arm 121 against the locking block 132c. In this way, the first locking mating part and the first locking part are locked, forming a locked state between the first support arm 121 and the locking block 132c. At the same time, the operator connects the first support arm 121 to the hook at the front end of the aircraft to realize the connection between the first support arm 121 and the aircraft. Then, the first support arm 121 drives the aircraft to move along the direction of the guide rail 300.
[0091] For example, the end of the first support arm 121 opposite to the locking block 132c is provided with a pull rod, which can be used to connect to the hook of the aircraft.
[0092] For example, when the first trolley assembly 100 separates from the aircraft, the first connecting block 122 disengages from the locking block 132c, and the first support arm 121 and the locking member 132 are in an unlocked state. Under the action of the first elastic member 140, the first support arm 121 moves in the direction of the guide rail 300, thereby separating the first trolley assembly 100 from the aircraft, and the aircraft is launched into flight. By setting the first connecting block 122 at the first end of the first support arm 121 and abutting the first connecting block 122 against the locking block 132c, the locking stability of the first support arm 121 and the locking member 132 is improved.
[0093] For example, along the direction perpendicular to the guide rail 300, the cross-sectional area of the first connecting block 122 can be rectangular to increase the connection area between the first connecting block 122 and the locking block 132c, thereby improving the locking stability of the locking block 132c and the first connecting block 122.
[0094] For example, there are two first support arms 121. A first connecting block 122 is provided at the first end of each first support arm 121. It can be understood that the first connecting block 122 at the first end of both first support arms 121 can be a single block, which abuts against the locking block 132c. By providing two first support arms 121, the first support arms 121 can drive the aircraft's movement, improving the connection stability between the auxiliary takeoff device and the aircraft, enhancing the stability of the auxiliary takeoff device, and improving the uniformity of force distribution on the aircraft.
[0095] For example, after the first locking assembly 130 and the first support assembly 120 are unlocked, the first support arm 121 moves in the direction of the guide rail 300 under the action of the first elastic element 140 to avoid interference of the first support arm 121 with the tail propeller of the aircraft. By setting the second end of the first support arm 121 to extend in a direction away from the second trolley assembly 200; and setting the interior angle of the angle between the extension direction of the first support arm 121 and the extension direction of the guide rail 300 to be located on the side away from the second trolley assembly 200, in this way, after the first locking assembly 130 and the first support assembly 120 are unlocked, the aircraft moves in the direction of the guide rail 300. Figure 1 The first support arm 121 moves in the X direction and rotates counterclockwise to fall down, avoiding interference between the first support arm 121 and the aircraft's landing gear, air intake, and tail propeller, thus improving the aircraft's takeoff stability.
[0096] As one feasible implementation, there are two first elastic members 140. The first ends of the two first elastic members 140 are connected to the first trolley base 110, and the second ends of the two first elastic members 140 are connected to the middle sections of the two first support arms 121 respectively.
[0097] In some embodiments, the first trolley assembly 100 further includes a lead screw and a steering wheel 150 rotatably connected. There are two lead screws and two steering wheels 150, and the two lead screws and two steering wheels 150 are arranged in a one-to-one correspondence. The steering wheel 150 is used to drive the lead screw to rotate. There are two first elastic members 140. The first ends of the two first elastic members 140 are connected to the two lead screws in a one-to-one correspondence, and the second ends of the two first elastic members 140 are connected to the middle sections of the two first support arms 121 in a one-to-one correspondence.
[0098] For example, when the first support assembly 120 includes two first support arms 121 and two first elastic elements 140, the first ends of both first elastic elements 140 are connected to the first trolley base 110, and the second ends of both elastic elements are connected to the middle sections of the two first support arms 121 respectively. Thus, after the first locking assembly 130 and the first support assembly 120 are unlocked, the two first elastic elements 140, under their own elastic force, pull the two first support arms 121 to move towards the guide rail 300. By setting two first elastic elements 140, after the aircraft separates from the auxiliary takeoff device, the first elastic elements 140 pull the first support arms 121 to move towards the guide rail 300, avoiding friction and collision between the first support arms 121 and the landing gear, air intake, and tail propeller on the aircraft's belly, and avoiding interference of the first trolley assembly 100 with the aircraft's takeoff, which is beneficial for the aircraft's smooth takeoff.
[0099] For example, after the first trolley assembly 100 slides to the preset position of the guide rail 300, the operator lifts the end of the first support assembly 120 away from the first locking assembly 130. After the operator raises the second end of the first support arm 121 to a preset angle, the operator abuts the first connecting block 122 at the first end of the first support arm 121 against the locking block 132c, forming a locked state between the first support arm 121 and the locking block 132c. At the same time, the operator connects the end of the first support assembly 120 away from the first locking assembly 130 to the hook on the belly of the aircraft to achieve the connection between the first support assembly 120 and the aircraft. After the first support arm 121 and the locking block 132c, and the first support arm 121 and the aircraft are connected, the operator rotates the steering wheel 150, which drives the lead screw to rotate. At this time, the first elastic element 140 connected to the lead screw rotates with the lead screw and is in a stretched state.
[0100] For example, when the first trolley assembly 100 separates from the aircraft, the moving part 131 moves toward the end of the cavity away from the second trolley assembly 200, and the moving part 131 separates from the locking seat 132a. At the same time, the locking seat 132a moves toward the bottom of the cavity under its own gravity, and then the locking seat 132a drives the locking pin 132b to move toward the bottom of the cavity. The locking pin 132b drives the locking block 132c to move toward the bottom of the cavity. In this way, the first locking mating part and the first locking part separate, and the first support assembly 120 and the locking part 132 form an unlocked state. The first elastic member 140, which is in a stretched state, pulls the guide rail 300 of the first support arm 121 to move in the direction of the first trolley assembly 100, and then the first trolley assembly 100 separates from the aircraft, and the aircraft is launched and takes off. By setting the lead screw and steering wheel 150, the tension of the first elastic element 140 on the first support arm 121 is adjusted, which is beneficial to the pulling effect of the first elastic element 140 on the first support arm 121, increases the speed at which the first support arm 121 moves towards the guide rail 300, and avoids the interference of the support arm with the flight of the aircraft. At the same time, the first elastic element 140 always pulls the first support arm 121, preventing damage to the aircraft caused by the first support arm 121 rebounding after falling. In addition, the lead screw and steering wheel 150 also have the advantages of easy installation and simple structure.
[0101] In one feasible implementation, the second support assembly 220 includes two second support arms 221, the middle sections of which are connected by a connecting plate 223, and the two ends of the second elastic member 240 are respectively connected to the connecting plate 223 and the second trolley base 210.
[0102] The extension length of the second support arm 221 is less than the extension length of the first support arm 121.
[0103] For example, based on the aircraft's belly structure, the extension length of the second support arm 221 is set to be less than the extension length of the first support arm 121. This can prevent the second support arm 221 from being too long and rubbing or colliding with the aircraft's belly during takeoff.
[0104] For example, the ends of the two second support arms 221 near the second locking assembly 230 are provided with second connecting blocks 222 to form a locking state through the second connecting blocks 222 and the second locking assembly 230.
[0105] It is understood that the main difference between the first trolley assembly 100 and the second trolley assembly 200 is that the first trolley assembly 100 and the second trolley assembly 200 are located at different positions on the belly of the aircraft. The locking and unlocking principle of the second trolley assembly 200 is the same as that of the first trolley assembly 100. The second trolley assembly 200 can also achieve the beneficial effects that the first trolley assembly 100 in the above embodiments can achieve, so it will not be described in detail here.
[0106] Secondly, this application provides an assisted takeoff system, including a drive device and the aforementioned assisted takeoff device, wherein the drive device is connected to a first trolley assembly 100 and a second trolley assembly 200 of the assisted takeoff device.
[0107] For example, during the catapult launch phase of the aircraft, the drive unit provides energy to the first trolley assembly 100 and the second trolley assembly 200, causing them to accelerate and propel the aircraft rapidly along the guide rail 300. Once the aircraft reaches the takeoff conditions, the first trolley assembly 100 and the second trolley assembly 200 decelerate and separate from the aircraft's hook. The first locking part and the first locking engagement part separate, and the first support assembly 120 and the second support assembly 220 move towards the guide rail 300 under the action of the first elastic element 140 and the second elastic element 240, respectively. As the first support assembly 120 and the second support assembly 220 fall, the aircraft breaks free from the constraints of the auxiliary takeoff device and flies away.
[0108] For example, the drive unit includes an electric motor.
[0109] It is understood that since the assisted takeoff system of this application adopts the technical solution of the above-described assisted takeoff device embodiment, it has at least the beneficial effects brought about by the technical solution of the above-described embodiment, which will not be elaborated here.
[0110] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.
[0111] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
Claims
1. An auxiliary takeoff device, characterized in that, For assisting aircraft takeoff, the takeoff assistance device includes a guide rail, a first trolley assembly and a second trolley assembly, both of which are slidably connected to the guide rail; The first trolley assembly includes a first trolley base, a first support assembly, a first locking assembly, and a first elastic member. The first support assembly and the first locking assembly are both disposed on the first trolley base. The first elastic member is connected between the first support assembly and the first trolley base. The first locking assembly has a first locking part at the end near the first support assembly, and the first support assembly has a first locking engagement part at the end near the first locking assembly. The first locking component includes a movable component and a locking component. The first trolley base has a cavity. Both the movable component and the locking component are located in the cavity. The movable component is slidably connected to the cavity. The locking component has a first locking part at its end near the end of the first support component. When the first locking engagement part locks with the first locking part, a locked state is formed between the first support component and the locking member. The end of the locking member near the first support component abuts against the first locking engagement part, and the end of the locking member away from the first support component abuts against the top of the moving member. When the first locking engagement part is unlocked from the first locking part, the first support assembly and the locking member are in an unlocked state. The moving member moves toward the end of the cavity away from the second trolley assembly, and the moving member and the locking member separate from the ends away from the first support assembly. The locking member moves toward the bottom of the cavity near the end of the first support assembly, and the locking member separates from the first locking engagement part near the end of the first support assembly. The first support assembly includes two opposing first support arms, and the first end of the first support arm is near the end of the first locking assembly. The second end of the first support arm is away from the first locking assembly, and the second end of the first support arm extends in a direction away from the second trolley assembly; the interior angle of the angle between the extension direction of the first support arm and the extension direction of the guide rail is located on the side away from the second trolley assembly. When the first locking engagement part locks with the first locking part, a locking state is formed between the first support component and the first locking component, and the end of the first support component away from the first locking component is connected to the aircraft. When the first locking engagement part is unlocked from the first locking part, the first support component and the first locking component are unlocked. The first support component is separated from the aircraft under the action of the first elastic element, and the first support arm rotates counterclockwise and falls down.
2. The auxiliary takeoff device according to claim 1, characterized in that, The locking component includes a locking seat, a locking pin, and a locking block connected in sequence, with the locking seat and the locking pin both located at one end of the cavity near the second trolley assembly; The first locking engagement part has a locking engagement surface, which is used to abut against the locking block; The first locking part is formed at the point where the locking block abuts the locking mating surface; When the first locking engagement part locks with the first locking part, a locking state is formed between the first support component and the locking block, and the locking block abuts against the locking engagement surface; When the first locking engagement part is unlocked from the first locking part, the first support component and the locking block are in an unlocked state, and the locking block and the locking engagement surface are disengaged.
3. The auxiliary takeoff device according to claim 2, characterized in that, The locking component also includes an auxiliary elastic element, the two ends of which are connected to the locking seat and the inner wall of the cavity, respectively, and the middle section of which is sleeved on the locking pin.
4. The auxiliary takeoff device according to claim 2, characterized in that, The first end of the first support arm is provided with a first connecting block, and the outer peripheral wall of the first connecting block abuts against the outer peripheral wall of the locking block; the locking mating surface is formed at the abutment of the first connecting block and the locking block.
5. The auxiliary takeoff device according to claim 2, characterized in that, There are two first elastic elements. The first ends of both first elastic elements are connected to the first trolley base, and the second ends of both first elastic elements are connected to the middle sections of the two first support arms respectively. Alternatively, the first trolley assembly may further include a lead screw and a steering wheel that are rotatably connected, with two lead screws and two steering wheels, each corresponding to one of the two lead screws and two steering wheels; the steering wheel is used to drive the lead screw to rotate; there are two first elastic elements, with the first ends of the two first elastic elements corresponding to the two lead screws, and the second ends of the two first elastic elements corresponding to the middle sections of the two first support arms.
6. The auxiliary takeoff device according to claim 2, characterized in that, The second trolley assembly includes a second trolley base, a second support assembly, a second elastic member, and a second locking assembly. The second support assembly and the second locking assembly are both disposed on the second trolley base. The second elastic member is connected between the second support assembly and the second trolley base. The second locking assembly has a second locking part at the end near the second support assembly, and the second support assembly has a second locking engagement part at the end near the second locking assembly. When the second locking engagement part locks with the second locking part, a locked state is formed between the second support component and the second locking component, and the end of the second support component away from the second locking component is connected to the aircraft; When the second locking engagement part is unlocked from the second locking part, the second support component and the second locking component are unlocked, and the second support component is separated from the aircraft under the action of the second elastic element.
7. The auxiliary takeoff device according to claim 6, characterized in that, The second support assembly includes two second support arms, the middle sections of which are connected by a connecting plate, and the two ends of the second elastic member are respectively connected to the connecting plate and the second trolley base; The extension length of the second support arm is less than the extension length of the first support arm.
8. The auxiliary takeoff device according to claim 6, characterized in that, It also includes a support base having an inclined support surface that intersects the horizontal plane at an inclination, and the guide rail is disposed on the support surface.
9. A takeoff assisted system, characterized in that, It includes a drive unit and an auxiliary takeoff device according to any one of claims 1-8, wherein the drive unit is connected to a first trolley assembly and a second trolley assembly of the auxiliary takeoff device, respectively.