Auxiliary take-off device and auxiliary take-off system

Abstract

The present application provides an auxiliary take-off device and an auxiliary take-off system, relating to the technical field of aircraft take-off, the auxiliary take-off device includes a guide rail, a first pulley assembly and a second pulley assembly, wherein the first pulley assembly includes a first pulley base, a guide member and a limit member; by providing the guide member, when the first pulley base slides to the front wheel position of the aircraft, the front wheel of the aircraft slides onto the first pulley base through the guide member, thereby improving the docking efficiency between the front wheel and the first pulley assembly; when the first pulley base is separated from the aircraft, the front wheel leaves the first pulley base in a direction away from the second pulley assembly through the guide member, thereby improving the separation efficiency of the front wheel and the first pulley assembly; by providing the limit member, when the first pulley base slides to the front wheel position of the aircraft, the limit member abuts against the front wheel, and the limit member limits the front wheel from moving in a direction perpendicular to the guide rail, thereby avoiding the risk of the front wheel being pressed in the gap of the guide rail and improving the stability of the aircraft during take-off.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft launch, and in particular to an assisted take-off device and an assisted take-off system. Background Art

[0002] The take-off methods of drones include runway taxiing take-off and catapult launch take-off. Catapult launch take-off can significantly reduce the runway length required for drone take-off and increase the speed and power of the drone during take-off.

[0003] In existing technology, drones typically use catapults for takeoff. Before launch, an external force is applied to the catapult mechanism, which is then charged to launch the drone. The catapult mechanism supports the drone using two methods: belly support and wing support. Belly support involves applying force to the drone's belly to propel it into flight. Wing support involves applying force to the wings to propel the drone, which has the advantage of not interfering with the tail propeller.

[0004] However, the existing ejection rack device has the problem of poor ejection effect. Summary of the Invention

[0005] The present application provides an auxiliary take-off device and an auxiliary take-off system, wherein the auxiliary take-off device improves the docking efficiency between an aircraft and the auxiliary take-off device and avoids the problem of the guide rail gap being pressed during the aircraft's front wheel take-off process.

[0006] In a first aspect, the present 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 pulley assembly and a second pulley assembly. The first pulley assembly and the second pulley assembly are both slidably connected to the guide rail; the first pulley assembly is used to be detachably connected to the front wheel of the aircraft.

[0007] The first pulley assembly includes a first pulley base, a guide and a limit member. The guide is rotatably connected to one end of the first pulley base away from the second pulley assembly. The limit member is located in the middle section of the first pulley base. The limit member is configured to limit the movement of the front wheel of the aircraft along an extension direction perpendicular to the guide rail.

[0008] When the first pulley base slides to the front wheel position of the aircraft, the front wheel of the aircraft slides onto the first pulley base through the guide member, and the front wheel abuts against the limit member so that the limit member limits the movement of the front wheel of the aircraft in the extension direction perpendicular to the guide rail; when the first pulley base is separated from the aircraft, the front wheel is separated from the limit member, and the front wheel passes through the guide member and leaves the first pulley base in a direction away from the second pulley assembly.

[0009] In the above-mentioned auxiliary take-off device, optionally, the end of the first pulley base facing away from the second pulley assembly has a guide groove, and the extending direction of the guide groove is parallel to the extending direction of the guide rail; the guide member is located in the guide groove.

[0010] The guide groove has a first slot and a second slot. The first slot faces the first trolley base away from the second trolley assembly, and the front wheel enters or leaves the first trolley base through the first slot. The second slot faces the first trolley base away from the guide rail.

[0011] In the above-mentioned auxiliary take-off device, optionally, the first pulley assembly further includes a support member, and the support member is located in the guide groove.

[0012] The guide member includes a first connection part, a second connection part and a sliding guide part. The middle section of the sliding guide part is rotatably connected to the support member. The first connection part and the second connection part are respectively provided on opposite sides of the sliding guide part along a direction perpendicular to the extension direction of the guide rail.

[0013] The first end of the first connecting part and the first end of the second connecting part are both rotatably connected to the end of the sliding guide part away from the second pulley assembly, and the second end of the first connecting part and the second end of the second connecting part are both rotatably connected to the end of the sliding guide part close to the second pulley assembly.

[0014] In the above-mentioned auxiliary take-off device, optionally, the limiting member includes a first extension section and a second extension section, and a limiting groove is provided on the first extension section, and the limiting groove has an end facing the first pulley base away from the second pulley assembly.

[0015] The front wheel includes a front wheel support column, and the limiting groove is used to limit the movement of the front wheel support column along a direction perpendicular to the extension direction of the guide rail.

[0016] The end of the first extension section away from the limiting notch is connected to the second extension section. The first extension section extends along the extension direction of the guide rail, and the second extension section extends perpendicular to the extension direction of the guide rail.

[0017] In the above-mentioned auxiliary take-off device, optionally, the first pulley assembly further includes a base mounting member, which is located on the top of the first pulley base, extends upward in a direction perpendicular to the guide rail, and is connected to the limit member.

[0018] In the above-mentioned auxiliary take-off device, optionally, the second pulley assembly includes a second pulley base, a support assembly, an elastic member and a locking assembly, and the support assembly and the locking assembly are both arranged on the second pulley base; the elastic member is connected between the support assembly and the second pulley base, and the locking assembly is provided with a locking portion at the end near the support assembly, and a locking mating portion is provided at the end of the support assembly near the locking assembly.

[0019] When the locking fitting portion is locked with the locking portion, a locked state of the support assembly and the locking assembly is formed, and the end of the support assembly facing away from the locking assembly is connected to the aircraft.

[0020] When the locking fitting portion and the locking portion are unlocked, the support assembly and the locking assembly are unlocked, and the support assembly is separated from the aircraft under the drive of the elastic member.

[0021] In the above-mentioned assisted take-off device, optionally, the support assembly includes two support arms, the middle sections of the two support arms are connected by a connecting plate, and the two ends of the elastic member are respectively connected to the connecting plate and the second pulley base.

[0022] In the above-mentioned auxiliary take-off device, optionally, the second pulley assembly also includes a rotatably connected screw and a steering wheel, the steering wheel is used to drive the screw to rotate; the first end of the elastic member is connected to the screw, and the second end of the elastic member is connected to the connecting plate.

[0023] In the above-mentioned auxiliary take-off device, optionally, it further includes a support base, the support base has an inclined support surface, the support surface is inclined and intersects with the horizontal plane, and the guide rail is arranged on the support surface.

[0024] In a second aspect, the present application provides an assisted take-off system, comprising a driving device and the above-mentioned assisted take-off device, wherein the driving device is respectively connected to a first pulley assembly and a second pulley assembly of the assisted take-off device.

[0025] The present application provides an auxiliary take-off device and an auxiliary take-off system, which include a guide rail, a first pulley assembly and a second pulley assembly, wherein the first pulley assembly includes a first pulley base, a guide member and a limit member; by providing the guide member, when the first pulley base slides to the front wheel position of the aircraft, the front wheel of the aircraft slides onto the first pulley base through the guide member, thereby improving the docking efficiency of the front wheel and the first pulley assembly; when the first pulley base is separated from the aircraft, the front wheel leaves the first pulley base in a direction away from the second pulley assembly through the guide member, thereby improving the separation efficiency of the front wheel and the first pulley assembly; by providing the limit member, when the first pulley base slides to the front wheel position of the aircraft, the limit member abuts against the front wheel, and the limit member can limit the front wheel from moving in a direction perpendicular to the guide rail, thereby avoiding the risk of the front wheel of the aircraft being pressed in the guide rail gap during take-off. The auxiliary take-off system improves the stability of the aircraft during take-off.

[0026] The structure of the present application and its other practical purposes and beneficial effects will be more clearly understood through the description of the preferred embodiments in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0028] Figure 1 A schematic structural diagram of the auxiliary take-off device provided in an embodiment of the present application;

[0029] Figure 2 A schematic structural diagram of a first pulley assembly of an auxiliary take-off device provided in an embodiment of the present application;

[0030] Figure 3 A schematic diagram of the structure of the first pulley assembly of the auxiliary take-off device provided in an embodiment of the present application before docking with the aircraft;

[0031] Figure 4 A schematic diagram of the structure of the first pulley assembly of the auxiliary take-off device provided in an embodiment of the present application after docking with the aircraft;

[0032] Figure 5 A schematic structural diagram of a second pulley assembly of an auxiliary take-off device provided in an embodiment of the present application in a locked state;

[0033] Figure 6 A schematic structural diagram of the unlocked state of the second pulley assembly of the auxiliary take-off device provided in an embodiment of the present application.

[0034] Description of reference numerals:

[0035] 100: guide rail;

[0036] 200: first pulley assembly;

[0037] 210: first pulley base; 220: guide member; 221: first connecting portion; 222: second connecting portion; 223: sliding guide portion;

[0038] 230: limiting member; 231: first extension section; 232: second extension section; 233: limiting groove;

[0039] 240: base mounting piece;

[0040] 250: support member;

[0041] 260: The first rubber caster;

[0042] 300: second pulley assembly;

[0043] 310: Second pulley base;

[0044] 320: support assembly; 321: support arm; 322: connection block; 323: connection plate;

[0045] 330: locking assembly;

[0046] 340: elastic part; 350: second rubber-coated caster;

[0047] 400: front wheel; 410: front wheel support;

[0048] 500: Support base.

[0049] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0050] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0051] During actual research, the inventors of this application discovered that drone takeoff methods include runway taxiing and catapult launch. Catapult launch is the mainstream drone takeoff method because it is less affected by site constraints. To maximize its performance, the catapult must be effectively separated from the drone during takeoff to ensure safe, efficient, reliable, stable, and precise securing and detachment of the drone.

[0052] In existing technology, 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 propel the drone, which has the advantage of not interfering with the tail propeller.

[0053] However, when using a catapult to support the wings of a drone, due to the high ejection speed and large impact force of the drone, the use of wing support will cause the wings of the aircraft to be subjected to large forces, and the wings are prone to damage; when using a catapult to support the belly of the drone, the catapult exerts force on the belly of the aircraft and drives the aircraft to take off, but during the take-off process of the drone, the catapult will interfere with the propeller at the tail of the drone, which is not conducive to the separation of the drone and the catapult, and is not conducive to the catapult take-off of the drone; in addition, there is a risk that the front wheels of the aircraft will get stuck in the guide rail groove.

[0054] In view of this, an embodiment of the present application provides an assisted take-off device and an assisted take-off system, wherein the assisted take-off device includes a guide rail, a first pulley assembly and a second pulley assembly, wherein the first pulley assembly includes a first pulley base, a guide member and a limit member; by providing the guide member, when the first pulley base slides to the front wheel position of the aircraft, the front wheel of the aircraft slides to the first pulley base through the guide member, thereby improving the docking efficiency of the front wheel and the first pulley assembly; when the first pulley base is separated from the aircraft, the front wheel leaves the first pulley base in a direction away from the second pulley assembly through the guide member, thereby improving the separation efficiency of the front wheel and the first pulley assembly; by providing the limit member, when the first pulley base slides to the front wheel position of the aircraft, the limit member abuts against the front wheel, and the limit member can limit the front wheel from moving in a direction perpendicular to the guide rail, thereby avoiding the risk of the front wheel of the aircraft being pressed in the guide rail gap during take-off, and the assisted take-off system improves the stability of the aircraft during take-off.

[0055] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0056] First, refer to Figures 1 to 3 As shown, the present application provides an auxiliary take-off device for assisting an aircraft in taking off. The auxiliary take-off device includes a guide rail 100, a first pulley assembly 200 and a second pulley assembly 300. The first pulley assembly 200 and the second pulley assembly 300 are both slidingly connected to the guide rail 100; the first pulley assembly 200 is used to be detachably connected to the front wheel 400 of the aircraft.

[0057] The first pulley assembly 200 includes a first pulley base 210, a guide member 220 and a limit member 230. The guide member 220 is rotatably connected to one end of the first pulley base 210 away from the second pulley assembly 300. The limit member 230 is located in the middle section of the first pulley base 210. The limit member 230 is configured to limit the movement of the aircraft front wheel 400 along an extension direction perpendicular to the guide rail 100.

[0058] When the first pulley base 210 slides to the position of the front wheel 400 of the aircraft, the front wheel 400 of the aircraft slides onto the first pulley base 210 through the guide member 220, and the front wheel 400 abuts against the limit member 230, so that the limit member 230 limits the front wheel 400 of the aircraft from moving along the extension direction perpendicular to the guide rail 100; when the first pulley base 210 is separated from the aircraft, the front wheel 400 is separated from the limit member 230, and the front wheel 400 leaves the first pulley base 210 through the guide member 220 in a direction away from the second pulley assembly 300.

[0059] For example, when the aircraft reaches the preset position, the first pulley assembly 200 and the second pulley assembly 300 slide along the guide rail 100 to the belly of the aircraft in sequence. The first pulley assembly 200 slides to the position of the aircraft's belly close to the front wheel 400, and the second pulley assembly 300 slides to a position slightly behind the aircraft's belly.

[0060] Before the aircraft is launched, refer to Figure 1 and Figure 2 As shown, after the first pulley assembly 200 and the second pulley assembly 300 slide to the preset position of the guide rail 100, the front wheel 400 of the aircraft slides to the first pulley base 210 through the guide member 220, and the front wheel 400 abuts against the limit member 230, so that the limit member 230 limits the front wheel 400 of the aircraft to move along the extension direction perpendicular to the guide rail 100; the rear end of the abdomen of the aircraft docks with the second pulley assembly 300; then, the first pulley assembly 200 and the second pulley assembly 300 perform accelerated motion along the direction of the guide rail 100, and then the first pulley assembly 200 and the second pulley assembly 300 drive the aircraft to perform accelerated motion.

[0061] When the aircraft reaches the ejection condition, refer to Figures 1 to 3 As shown, the first and second pulley assemblies 200 and 300 begin to decelerate. After a speed difference is established between the first and second pulley assemblies 200 and 300 and the aircraft, the first and second pulley assemblies 200 and 300 separate from the aircraft. When the first pulley assembly 200 separates from the aircraft, the front wheel 400 separates from the stopper 230 and moves away from the first pulley base 210 along the guide 220 in a direction away from the second pulley assembly 300. The aircraft is successfully ejected and takes off.

[0062] By providing the guide member 220 and the limit member 230, during the process of accelerating the aircraft driven by the first pulley assembly 200 and the second pulley assembly 300, the front wheel 400 abuts against the limit member 230, and the limit member 230 limits the front wheel 400 of the aircraft from moving in the extension direction perpendicular to the guide rail 100, thereby avoiding the risk of the front wheel 400 being pressed in the gap of the guide rail 100; at the same time, limiting the movement of the front wheel 400 in the direction perpendicular to the guide rail 100 effectively prevents the aircraft from lifting its head before reaching the take-off speed, thereby avoiding the aircraft from lifting its head in advance and affecting the acceleration process of the aircraft, and avoiding the aircraft from lifting its head in advance and affecting the driving safety of the aircraft; by providing the guide member 220 and the limit member 230, during the catapult take-off of the aircraft, the front wheel 400 is separated from the limit member 230, and the front wheel 400 leaves the first pulley base 210 along the direction of the guide member 220 away from the second pulley assembly 300, thereby improving the stability of the aircraft catapult take-off.

[0063] As a feasible embodiment, the second pulley assembly 300 includes a second pulley base 310, a support assembly 320, an elastic member 340 and a locking assembly 330, and the support assembly 320 and the locking assembly 330 are both arranged on the second pulley base 310; the elastic member 340 is connected between the support assembly 320 and the second pulley base 310, and the locking assembly 330 is provided with a locking portion near the end of the support assembly 320, and the support assembly 320 is provided with a locking mating portion near the end of the locking assembly 330.

[0064] When the locking fitting portion is locked with the locking portion, the support assembly 320 and the locking assembly 330 are locked, and the end of the support assembly 320 facing away from the locking assembly 330 is connected to the aircraft.

[0065] When the locking fitting portion and the locking portion are unlocked, the support assembly 320 and the locking assembly 330 are unlocked, and the support assembly 320 is separated from the aircraft under the drive of the elastic member 340 .

[0066] For example, when the aircraft reaches the preset position, the first pulley assembly 200 and the second pulley assembly 300 slide along the guide rail 100 to the belly of the aircraft in sequence. The first pulley assembly 200 slides to the front of the belly of the aircraft close to the front wheel 400, and the second pulley assembly 300 slides to the rear of the belly of the aircraft.

[0067] Before the aircraft is launched, refer to Figure 5 As shown, after the first pulley assembly 200 slides to the preset position of the guide rail 100, the front wheel 400 of the aircraft slides into the guide groove through the guide member 220, and the front wheel support 410 abuts against the limit groove 233; after the second pulley assembly 300 slides to the preset position of the guide rail 100, the operator lifts the end of the support assembly 320 away from the locking assembly 330, and docks it with the aircraft, and at the same time locks the locking part and the locking matching part to form a locked state of the support assembly 320 and the locking assembly 330; then, the first pulley assembly 200 and the second pulley assembly 300 perform accelerated motion along the direction of the guide rail 100, and then the first pulley assembly 200 and the second pulley assembly 300 drive the aircraft to perform accelerated motion.

[0068] Reference Figure 6As shown, when the aircraft reaches the ejection conditions for takeoff, the first pulley assembly 200 and the second pulley assembly 300 begin to decelerate. After a speed difference is established between the first pulley assembly 200 and the second pulley assembly 300 and the aircraft, the first pulley assembly 200 and the second pulley assembly 300 separate from the aircraft. The front wheel support 410 separates from the limiting groove 233, and the front wheel 400 leaves the guide groove along the guide member 220. When the support assembly 320 is separated from the aircraft, the support assembly 320 and the locking assembly 330 are in an unlocked state, the locking engagement portion and the locking portion are separated, and the support assembly 320, driven by the elastic member 340, approaches the guide rail 100, and the aircraft is successfully ejected and takes off.

[0069] By providing a locking fitting portion and a locking portion, when the locking fitting portion is locked with the locking portion, a locking state of the support assembly 320 and the locking assembly 330 is formed, so that the end of the support assembly 320 away from the locking assembly 330 docks with the aircraft. In this way, when the aircraft is preparing to take off, the first pulley assembly 200 drives the aircraft to move along the guide rail 100, ensuring the stability of the aircraft take-off process; by connecting the elastic member 340 between the support assembly 320 and the second pulley base 310, when the locking fitting portion is unlocked with the locking portion, an unlocked state of the support assembly 320 and the locking assembly 330 is formed, and the elastic member 340 drives the support assembly 320 to move toward the guide rail 100, so that the support assembly 320 and the aircraft are separated, avoiding friction or collision between the support assembly 320 and the aircraft's air intake and tail propeller during the aircraft take-off process, which is conducive to the separation of the auxiliary take-off device and the aircraft, and avoiding interference of the auxiliary take-off device with the aircraft take-off.

[0070] For example, by setting up the first pulley assembly 200 and the second pulley assembly 300, the first pulley assembly 200 and the second pulley assembly 300 can be connected to the aircraft without making too much adjustment. Therefore, the first pulley assembly 200 and the second pulley assembly 300 can be adapted to different types of aircraft, thereby improving the adaptability of the auxiliary take-off device.

[0071] As a feasible implementation, the auxiliary take-off device further includes a support base 500 , the support base 500 has an inclined support surface, the support surface obliquely intersects with the horizontal plane, and the guide rail 100 is provided on the support surface.

[0072] For example, the support surface of the support base 500 intersects with the horizontal plane at an angle, wherein the intersection angle of the support surface and the horizontal plane can be designed according to actual needs. By setting the guide rail 100 on the support base 500, the first pulley assembly 200 and the second pulley assembly 300 can move at a preset angle. In this way, the first pulley assembly 200 and the second pulley assembly 300 can drive the aircraft to catapult takeoff at a preset angle, thereby improving the stability of the aircraft's catapult takeoff.

[0073] For example, the first pulley base 210 is flexibly connected to the guide rail 100 through a radial spherical bearing, and the second pulley base 310 is also flexibly connected through a radial spherical bearing. In addition, the first pulley assembly 200 includes a first rubber-coated caster 260, and the second pulley assembly 300 includes a second rubber-coated caster 350. The first rubber-coated caster 260 and the second rubber-coated caster 350 can rotate on the supporting surface to respectively achieve auxiliary support for the first pulley base 210 and the second pulley base 310, thereby improving the stability of the first pulley assembly 200 and the second pulley assembly 300 during movement, and thereby improving the stability of the aircraft during takeoff.

[0074] As a feasible implementation, the end of the first trolley base 210 facing away from the second trolley assembly 300 has a guide groove, and the extension direction of the guide groove is parallel to the extension direction of the guide rail 100; the guide member 220 is located in the guide groove.

[0075] The guide groove has a first slot and a second slot. The first slot faces the first trolley base 210 away from the second trolley assembly 300, and the front wheel 400 enters or leaves the first trolley base 210 through the first slot; the second slot faces the first trolley base 210 away from the guide rail 100.

[0076] For example, the end of the first pulley base 210 away from the second pulley assembly 300 has a guide groove. When the first pulley base 210 slides to the position of the aircraft front wheel 400, the aircraft front wheel 400 slides into the guide groove along the guide member 220 and through the first slot. The front wheel 400 abuts against the limit member 230 through the second slot. The guide groove limits the front wheel 400 from sliding along the guide member 220. Figure 1 when the front wheel 400 of the aircraft is separated from the first trolley base 210, the front wheel 400 leaves the guide groove along the guide member 220 and through the first notch.

[0077] By setting the first notch and the second notch in different directions, it is convenient for the front wheel 400 to enter the first pulley base 210 along the preset direction; in addition, by setting the guide groove, the guide groove can limit the front wheel 400 of the aircraft, thereby preventing the front wheel 400 from moving along the first pulley base 210. Figure 1 Movement in the Y direction is shown.

[0078] As a feasible implementation manner, the first pulley assembly 200 further includes a support member 250 , and the support member 250 is located in the guide groove.

[0079] The guide member 220 includes a first connection part 221, a second connection part 222 and a sliding guide part 223. The middle section of the sliding guide part 223 is rotatably connected to the support member 250. The first connection part 221 and the second connection part 222 are respectively provided on the opposite sides of the sliding guide part 223 along the extension direction perpendicular to the guide rail 100.

[0080] The first end of the first connection part 221 and the first end of the second connection part 222 are both rotatably connected to the end of the sliding guide part 223 away from the second pulley assembly 300, and the second end of the first connection part 221 and the second end of the second connection part 222 are both rotatably connected to the end of the sliding guide part 223 close to the second pulley assembly 300.

[0081] For example, refer to Figure 3 and Figure 4 As shown, when the first pulley base 210 slides to the position of the aircraft front wheel 400, the aircraft front wheel 400 slides into the guide groove along the sliding guide part 223. At this time, under the action of the front wheel 400, the sliding guide part 223 rotates in a clockwise direction with the support part 250 as the fulcrum. In this way, the end of the sliding guide part 223 close to the second pulley assembly 300 is lower than the end of the sliding guide part 223 away from the second pulley base 310, and then the front wheel 400 moves along the sliding guide part 223 away from one end of the second pulley assembly 300 to the end close to the second pulley assembly 300. Among them, the first connection part 221 and the second connection part 222 located on opposite sides of the sliding guide part 223 are respectively located on opposite sides of the front wheel 400. By arranging the first connection part 221 and the second connection part 222 on opposite sides of the sliding guide part 223, the stability of the front wheel 400 sliding along the sliding guide part 223 is improved during the process of the front wheel 400 sliding along the sliding guide part 223 toward the end close to the second pulley assembly 300.

[0082] When the front wheel 400 is separated from the first pulley base 210, the first pulley base 210 performs a deceleration movement. There is a speed difference between the first pulley base 210 and the front wheel 400 of the aircraft. The front wheel 400 leaves the first pulley base 210 along the sliding guide part 223. Under the action of the front wheel 400, the sliding guide part 223 rotates in the counterclockwise direction with the support part 250 as the fulcrum. In this way, the end of the sliding guide part 223 close to the second pulley assembly 300 is higher than the end of the sliding guide part 223 away from the second pulley base 310, which is conducive to the separation of the front wheel 400 from the first pulley base 210.

[0083] For example, the sliding guide portion 223 may be a metal plate, the first connecting portion 221 may be a connecting rod, and the second connecting portion 222 may be a connecting rod.

[0084] In some embodiments, the sliding guide portion 223 may be a metal plate with rollers disposed on the metal plate to reduce friction during movement of the front wheel 400 .

[0085] For example, the support member 250 may be a support block.

[0086] As a feasible embodiment, the limiting member 230 includes a first extension section 231 and a second extension section 232. A limiting groove 233 is provided on the first extension section 231, and the limiting groove 233 faces the end of the first pulley base 210 away from the second pulley assembly 300.

[0087] The front wheel 400 includes a front wheel support column 410 , and the limiting groove 233 is used to limit the front wheel support column 410 from moving in a direction perpendicular to the extension direction of the guide rail 100 .

[0088] The end of the first extension section 231 away from the limiting notch is connected to the second extension section 232 . The first extension section 231 extends along the extension direction of the guide rail 100 , and the second extension section 232 extends perpendicular to the extension direction of the guide rail 100 .

[0089] For example, when the first pulley assembly 200 slides to the position of the aircraft's front wheel 400, the front wheel 400 moves along the sliding guide portion 223 away from the end of the second pulley assembly 300 toward the end closer to the second pulley assembly 300. After the front wheel 400 slides into the guide groove, the front wheel support 410 abuts against the first extension section 231, and the front wheel support 410 is located in the limiting groove 233. By providing the limiting groove 233 on the first extension section 231, the front wheel support 410 is limited in its movement in a direction perpendicular to the guide rail 100. At the same time, by aligning the limiting groove toward the end of the first pulley base 210 away from the second pulley assembly 300, when the first pulley assembly 200 is in an accelerated state, the first pulley assembly 200 is facilitated in transmitting kinetic energy to the aircraft via the first extension section 231.

[0090] For example, when the aircraft is separated from the first pulley assembly 200, the front wheel support 410 leaves the limiting groove 233 of the first extension section 231, and the front wheel 400 moves along the sliding guide portion 223 from the end close to the second pulley assembly 300 to the end away from the second pulley assembly 300. By aligning the limiting groove toward the end of the first pulley base 210 away from the second pulley assembly 300, it is facilitated for the front wheel support 410 to pass through the limiting groove and leave the limiting groove 233 when the aircraft is separated from the first pulley assembly 200.

[0091] For example, by setting the limiting member 230 as a first extension section 231 and a second extension section 232, setting the first extension section 231 to extend along the extension direction of the guide rail 100, and setting the second extension section 232 to extend in a direction perpendicular to the extension direction of the guide rail 100, and connecting the second extension section 232 and the first pulley base 210 at the same time, the connection area between the first extension section 231 and the second extension section 232 is increased, and the stability of the limiting member 230 during movement is improved.

[0092] As a feasible embodiment, the first pulley assembly 200 also includes a base mounting member 240, which is located on the top of the first pulley base 210, and the base mounting member 240 extends upward in a direction perpendicular to the guide rail 100, and the base mounting member 240 is connected to the limit member 230.

[0093] For example, by setting the base mounting member 240, the base mounting member 240 is arranged along Figure 2 As shown, the second extension section 232 of the limiting member 230 is connected to the base mounting member 240 in the Z direction, which increases the contact area between the limiting member 230 and the base mounting member 240 and improves the structural stability of the limiting member 230.

[0094] For example, the base mounting member 240 may be a metal plate having a certain thickness.

[0095] As a feasible embodiment, the support assembly 320 includes two support arms 321 , the middle sections of the two support arms 321 are connected by a connecting plate 323 , and the two ends of the elastic member 340 are respectively connected to the connecting plate 323 and the second pulley base 310 .

[0096] For example, refer to Figure 5 and Figure 6 As shown, the support assembly 320 includes two support arms 321, the middle sections of the two support arms 321 being connected by a connecting plate 323. The first end of the elastic member 340 is connected to the second pulley base 310, and the second end of the elastic member 340 is connected to the connecting plate 323. After the locking assembly 330 and the support assembly 320 are unlocked, the elastic member 340, under the action of its own elastic force, pulls the connecting plate 323 toward the guide rail 100. In this way, the two support arms 321 are driven by the connecting plate 323 to move toward the guide rail 100. By providing the elastic member 340, after the aircraft is separated from the auxiliary takeoff device, the elastic member 340 pulls the support arms 321 toward the guide rail 100, thereby preventing the support arms 321 from rubbing and colliding with the landing gear, air intake, and tail propeller on the aircraft's belly. This also prevents interference of the second pulley assembly 300 with the aircraft's takeoff, facilitating a smooth takeoff.

[0097] As a feasible embodiment, the second pulley assembly 300 also includes a rotatably connected screw and a steering wheel, the steering wheel is used to drive the screw to rotate; the first end of the elastic member 340 is connected to the screw, and the second end of the elastic member 340 is connected to the connecting plate 323.

[0098] When the second pulley assembly 300 slides to the preset position of the guide rail 100, the operator lifts the support assembly 320 away from the end of the locking assembly 330. When the operator lifts the second end of the support arm 321 to the preset angle, the operator abuts the first end of the support arm 321 with the locking portion. The first end of the support arm 321 is provided with a connecting block 322. In this way, the connecting block 322 abuts with the locking portion, forming a locking state of the first support arm 321 and the locking assembly 330. At the same time, the operator connects the end of the support arm 321 away from the locking assembly 330 to the hook on the belly of the aircraft to achieve the connection between the support arm 321 and the aircraft. After the support arm 321 and the aircraft, and the support arm 321 and the locking assembly 330 are connected, the operator turns the steering wheel, and the steering wheel drives the screw to rotate. At this time, the elastic member 340 connected to the screw rotates with the screw, and the elastic member 340 is in a stretched state.

[0099] For example, the locking assembly 330 includes a moving member and a locking member, both of which are located in the cavity of the second pulley base 310. The moving member is slidably connected to the cavity, and a locking portion is provided at the end of the locking member near the support assembly 320. The locking member includes a locking seat, a locking pin, and a locking block connected in sequence. The locking seat and locking pin are both located at the end of the cavity away from the first pulley assembly 200.

[0100] For example, when the second pulley assembly 300 is separated from the aircraft, the movable part moves toward one end of the cavity away from the second pulley assembly 300, and the movable part and the locking seat are separated. At the same time, the locking seat moves toward the bottom of the cavity under the action of its own gravity, and then the locking seat drives the locking pin shaft to move toward the bottom of the cavity, and the locking pin shaft drives the locking block to move toward the bottom of the cavity. In this way, the locking mating part and the locking part are separated, and an unlocked state is formed between the support assembly 320 and the locking part. The elastic part 340 in the stretched state pulls the support arm 321 to move toward the guide rail 100, and then the second pulley assembly 300 is separated from the aircraft, and the aircraft is ejected. By providing a lead screw and a steering wheel, the tension of the elastic member 340 on the support arm 321 is adjusted, which facilitates the pulling action of the elastic member 340 on the support arm 321, increases the speed at which the support arm 321 moves toward the guide rail 100, and prevents the support arm 321 from interfering with the flight of the aircraft. Furthermore, the elastic member 340 constantly pulls the support arm 321, preventing damage to the aircraft caused by the support arm 321 rebounding after falling. Furthermore, the lead screw and steering wheel offer the advantages of easy installation and a simple structure.

[0101] In a second aspect, the present application provides an assisted take-off system, comprising a driving device and the above-mentioned assisted take-off device, wherein the driving device is respectively connected to the first pulley assembly 200 and the second pulley assembly 300 of the assisted take-off device.

[0102] For example, during the catapult takeoff phase of the aircraft, the driving device provides energy to the first pulley assembly 200 and the second pulley assembly 300, and the first pulley assembly 200 and the second pulley assembly 300 perform acceleration motion, and the first pulley assembly 200 and the second pulley assembly 300 drive the aircraft to move rapidly along the guide rail 100. When the aircraft reaches the takeoff condition, the first pulley assembly 200 and the second pulley assembly 300 perform deceleration motion, and the first pulley assembly 200 and the second pulley assembly 300 are separated from the aircraft, and the locking part and the locking mating part are separated. The support assembly 320 moves toward the guide rail 100 under the action of the elastic member 340. In the process of the support assembly 320 falling down, the aircraft breaks away from the constraint of the auxiliary takeoff device and flies out of the auxiliary takeoff device.

[0103] Illustratively, the drive device includes an electric motor.

[0104] It is understandable that, since the assisted take-off system of the present application adopts the technical solution of the above-mentioned assisted take-off device embodiment, it has at least the beneficial effects brought by the technical solution of the above-mentioned embodiment, which will not be described one by one here.

[0105] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0106] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. An auxiliary take-off device, characterized in that: The auxiliary take-off device is used to assist an aircraft in taking off, and includes a guide rail, a first pulley assembly, and a second pulley assembly. The first pulley assembly and the second pulley assembly are both slidably connected to the guide rail; the first pulley assembly is used to be detachably connected to the front wheel of the aircraft; The first pulley assembly includes a first pulley base, a guide member, and a limit member, wherein the guide member is rotatably connected to an end of the first pulley base facing away from the second pulley assembly, and the limit member is located in the middle section of the first pulley base, and the limit member is configured to limit the front wheel of the aircraft from moving along an extension direction perpendicular to the guide rail; When the first pulley base slides to the front wheel position of the aircraft, the front wheel of the aircraft slides onto the first pulley base through the guide member, and the front wheel abuts against the limit member, so that the limit member limits the front wheel of the aircraft from moving in a direction perpendicular to the extension direction of the guide rail; when the first pulley base is separated from the aircraft, the front wheel is separated from the limit member, and the front wheel passes through the guide member and leaves the first pulley base in a direction away from the second pulley assembly; The end of the first trolley base facing away from the second trolley assembly has a guide groove, and the extension direction of the guide groove is parallel to the extension direction of the guide rail; The guide member is located in the guide groove; The guide groove has a first notch and a second notch, the first notch is toward the first trolley base away from the second trolley assembly, and the front wheel enters or leaves the first trolley base through the first notch; the second notch is toward the first trolley base away from the guide rail; The first pulley assembly further includes a support member, wherein the support member is located in the guide groove; The guide member includes a first connecting portion, a second connecting portion and a sliding guide portion, wherein the middle section of the sliding guide portion is rotatably connected to the support member, and the first connecting portion and the second connecting portion are respectively provided on opposite sides of the sliding guide portion along a direction perpendicular to the extension direction of the guide rail; The first end of the first connection part and the first end of the second connection part are both rotatably connected to the end of the sliding guide part away from the second pulley assembly, and the second end of the first connection part and the second end of the second connection part are both rotatably connected to the end of the sliding guide part close to the second pulley assembly.

2. The assisted take-off device according to claim 1, characterized in that: The limiting member includes a first extension section and a second extension section. The first extension section is provided with a limiting groove. The limiting groove is disposed toward the end of the first pulley base away from the second pulley assembly. The front wheel includes a front wheel support, and the limiting groove is used to limit the movement of the front wheel support in a direction perpendicular to the extension direction of the guide rail; The end of the first extension section facing away from the limiting notch is connected to the second extension section. The first extension section extends along the extension direction of the guide rail, and the second extension section extends perpendicular to the extension direction of the guide rail.

3. The assisted take-off device according to claim 2, characterized in that: The first pulley assembly further includes a base mounting member, which is located on the top of the first pulley base. The base mounting member extends upward in a direction perpendicular to the guide rail, and the base mounting member is connected to the limiting member.

4. The assisted take-off device according to any one of claims 1 to 3, characterized in that: The second pulley assembly includes a second pulley base, a support assembly, an elastic member, and a locking assembly, wherein the support assembly and the locking assembly are both arranged on the second pulley base; the elastic member is connected between the support assembly and the second pulley base, and the locking assembly is provided with a locking portion at an end close to the support assembly, and a locking mating portion is provided at an end of the support assembly close to the locking assembly; When the locking engagement portion is locked with the locking portion, a locked state is formed between the support assembly and the locking assembly, and the end of the support assembly facing away from the locking assembly is connected to the aircraft; When the locking fitting portion is unlocked from the locking portion, an unlocked state is formed between the supporting assembly and the locking assembly, and the supporting assembly is separated from the aircraft under the drive of the elastic member.

5. The assisted take-off device according to claim 4, characterized in that: The support assembly includes two support arms, the middle sections of the two support arms are connected by a connecting plate, and the two ends of the elastic member are respectively connected to the connecting plate and the second pulley base.

6. The assisted take-off device according to claim 5, characterized in that: The second pulley assembly further includes a screw and a steering wheel that are rotatably connected, and the steering wheel is used to drive the screw to rotate; the first end of the elastic member is connected to the screw, and the second end of the elastic member is connected to the connecting plate.

7. The assisted take-off device according to claim 4, characterized in that: It also includes a support base, which has an inclined support surface. The support surface is inclined and intersects with a horizontal plane, and the guide rail is arranged on the support surface.

8. An assisted takeoff system, characterized in that: The invention comprises a driving device and the auxiliary take-off device according to any one of claims 1 to 7, wherein the driving device is connected to the first pulley assembly and the second pulley assembly of the auxiliary take-off device respectively.

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