Aircraft release device

Abstract

The present invention provides an aircraft release device, which relates to the field of aircraft. The aircraft release device provided by the present invention includes a frame, wheels, a support frame assembly and a limiter. The support frame assembly includes a first support frame and a second support frame. The wheels are arranged at the bottom of the frame; the first end of the first support frame is hinged to the front end of the frame, and the first support frame has a slide groove; the first end of the second support frame is hinged to the rear end of the frame, and the second end of the second support frame can be slidably arranged in the slide groove; the limiter is slidably arranged on the frame along the front and rear directions of the frame, and the side of the limiter facing the rear end of the frame has a first clamping part, and the first end of the second support frame has a second clamping part, and the first clamping part is configured to be clamped together with the second clamping part; when the first support frame releases the aircraft, the first clamping part and the second clamping part are disengaged, and the first support frame and the second support frame fall together. The present invention provides an aircraft release device with high safety.

Description

Technical Field

[0001] The present invention relates to the field of aircraft, and in particular to an aircraft releasing device. Background Art

[0002] The research on drone take-off and landing technology has always been a hot topic in the military and civilian fields. Compared with traditional take-off and landing methods, the technology of accelerating drones through an acceleration release device and then releasing them for take-off does not need to rely on dedicated runways. It can participate in emergency and airborne missions more quickly and improves deployment flexibility.

[0003] In the prior art, an acceleration release device is generally connected to a drone, which accelerates the drone to a certain speed and then decelerates. The inertia generated at the moment of deceleration causes the drone to separate from the acceleration release device, thereby enabling the drone to be released and take off.

[0004] However, existing accelerated release devices are prone to interfere with components such as the mount, landing gear, and propeller under the drone fuselage when the drone is released, posing a safety hazard. Summary of the Invention

[0005] In order to solve at least one of the problems mentioned in the background technology, the present invention provides an aircraft release device with high safety.

[0006] In order to achieve the above object, the present invention provides the following technical solutions:

[0007] The present invention provides an aircraft release device, comprising a frame, wheels, a support frame assembly, and a limiter. The support frame assembly comprises a first support frame and a second support frame. The wheels are arranged at the bottom of the frame and are configured to drive the frame to move along an aircraft release track.

[0008] The first end of the first support frame is hinged to the front end of the vehicle frame, and the second end of the first support frame is configured to be hung together with the aircraft, and the first support frame has a slide groove; the first end of the second support frame is hinged to the rear end of the vehicle frame, and the second end of the second support frame is slidably disposed in the slide groove, and the front-to-back direction of the vehicle frame is consistent with the release direction of the aircraft;

[0009] The limiting member is slidably provided on the frame along the front-rear direction of the frame, the limiting member has a first clamping portion on one side facing the rear end of the frame, and the first end of the second support frame has a second clamping portion, the first clamping portion is configured to be clamped together with the second clamping portion to lock the second end of the second support frame in the target position in the slide groove;

[0010] When the first support frame releases the aircraft, the limiting member slides toward the front end of the frame under inertia to disengage the first clamping portion and the second clamping portion, thereby causing the first support frame and the second support frame to fall together.

[0011] As an optional embodiment, the first support frame includes two first support arms, the first ends of the two first support arms are respectively hinged to opposite sides of the width direction of the frame, and the second ends of the two first support arms have a hanging portion, and the hanging portions on the two first support arms are configured to be hung together with the aircraft, wherein the width direction is perpendicular to the front-rear direction of the frame.

[0012] As an optional embodiment, the second support frame includes two second support arms and a connecting arm connected between the two second support arms, the first ends of the two second support arms are respectively hinged to the opposite sides in the width direction of the frame, and the second ends of the two second support arms are respectively slidably connected to the sliding grooves on the two first support arms.

[0013] As an optional embodiment, the second support frame further includes a sliding member, which is rotatably disposed at the second end of the second support arm and is slidably connected to the sliding groove.

[0014] As an optional embodiment, it also includes an elastic tensioning member, which is connected between the vehicle frame and the second support frame. When the first support frame releases the aircraft, the second end of the second support frame slides down along the slide groove under the tension of the elastic tensioning member, so that the first support frame and the second support frame tilt together in opposite directions.

[0015] As an optional embodiment, it also includes an adjustment component, which includes a screw rod and a hanging ear. The screw rod is arranged on the frame, and the screw rod extends along the front and rear directions of the frame. The screw rod is located between the first end of the first support arm and the first end of the second support arm. The hanging ear is threadedly connected to the screw rod, and the second end of the elastic tensioning member is connected to the hanging ear, so that the stretching length of the elastic tensioning member can be adjusted by adjusting the position of the hanging ear on the screw rod.

[0016] As an optional implementation, the slide groove is arc-shaped.

[0017] As an optional embodiment, a buffer is further included. The buffer is arranged on the vehicle frame and is used to buffer the second end of the first support frame after it is tilted.

[0018] As an optional embodiment, it also includes a stopper, which is arranged on the frame and is located in the sliding direction of the limiter. When the limiter slides toward the front end of the frame by a preset distance, the side of the limiter facing the front end of the frame contacts the stopper.

[0019] As an optional embodiment, it also includes a clamping member, which is arranged at the front end of the frame. The side of the limiting member facing the front end of the frame has a third clamping portion. When the limiting member contacts the stop member, the third clamping portion is clamped together with the clamping member.

[0020] The aircraft release device provided by the present invention includes a frame, wheels, a support frame assembly and a limit member, the support frame assembly includes a first support frame and a second support frame, the wheels are arranged at the bottom of the frame, and the wheels are configured to drive the frame to move along the aircraft release track; the first end of the first support frame is hinged to the front end of the frame, and the second end of the first support frame is configured to be hung together with the aircraft, and the first support frame has a slide groove; the first end of the second support frame is hinged to the rear end of the frame, and the second end of the second support frame can be slidably arranged in the slide groove, and the front and rear directions of the frame The cam is configured to move the first support frame toward the rear of the vehicle and the second support frame toward the rear of the vehicle, and the cam is configured to move the first support frame toward the rear of the vehicle and the second support frame toward the rear of the vehicle. The cam is configured to move the first support frame toward the rear of the vehicle and the second support frame toward the rear of the vehicle. The cam is configured to move the second support frame toward the rear of the vehicle and the second support frame toward the rear of the vehicle.

[0021] When the aircraft is released, the aircraft release device provided by the present invention can be first placed on the aircraft release track, and the second end of the second support frame can be slid along the slide groove on the first support frame to a preset position, and then the sliding limit piece can be made to engage the first clamping portion on the limit piece with the second clamping portion on the second support frame, thereby locking the second end of the second support frame in the current position in the slide groove. At this time, the first support frame and the second support frame are in a relatively locked state and the two cannot rotate; next, the aircraft can be hung on the second end of the first support frame, and then a force is applied forward to the release device, so that the release device can be accelerated along the track. When the release device is accelerated to the required speed, a force acting backward can be applied to the release device, and the release device starts to decelerate. At the moment of deceleration, the limit member slides along the vehicle frame toward the front end of the vehicle frame under inertia, thereby disengaging the first clamping portion and the second clamping portion, and the first support frame and the second support frame are unlocked. The second end of the second support frame will slide down along the slide groove, thereby causing the second support frame to tilt to one side, and the tilting of the second support frame will drive the first support frame to tilt together. In this way, it is convenient for the aircraft to fly over the release device, avoiding interference between the aircraft and the support frame assembly when being released, and improving the safety of the aircraft when being released. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0023] Figure 1 A schematic diagram of the overall structure of an aircraft release device provided in an embodiment of the present invention;

[0024] Figure 2 A schematic structural diagram of a first support frame in an aircraft release device provided in an embodiment of the present invention;

[0025] Figure 3 A schematic structural diagram of a second support frame in an aircraft release device provided in an embodiment of the present invention;

[0026] Figure 4 A schematic structural diagram of a vehicle frame in an aircraft release device provided by an embodiment of the present invention;

[0027] Figure 5 A schematic diagram of the internal structure of an aircraft release device provided in an embodiment of the present invention;

[0028] Figure 6 A partial cross-sectional view of an aircraft release device provided by an embodiment of the present invention;

[0029] Figure 7 A schematic diagram of an aircraft release device provided by an embodiment of the present invention being attached to an aircraft;

[0030] Figure 8 A schematic diagram of a support frame assembly in an aircraft release device provided by an embodiment of the present invention after being tilted.

[0031] Description of reference numerals:

[0032] 100-Release device;

[0033] 110-frame;

[0034] 120-wheel;

[0035] 130-first support frame;

[0036] 131-chute;

[0037] 132-hook-up part;

[0038] 140- second support frame;

[0039] 141- second support arm;

[0040] 142-connecting arm;

[0041] 143-sliding piece;

[0042] 144-second clamping portion;

[0043] 150-limiting parts;

[0044] 151-first clamping portion;

[0045] 152-third clamping portion;

[0046] 160-elastic tensioning member;

[0047] 170-adjustment component;

[0048] 180-buffer;

[0049] 190-stopper;

[0050] 200-card connector;

[0051] 300-track;

[0052] 400-Aircraft. DETAILED DESCRIPTION

[0053] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0054] In this application, terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate positions or locations based on the positions or locations shown in the accompanying drawings. These terms are primarily intended to better describe the present invention and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed or operated in a specific orientation.

[0055] Furthermore, some of the above terms may be used to express other meanings besides indicating a position or location. For example, the term "on" may also be used to indicate a dependency or connection in certain circumstances. Those skilled in the art will understand the specific meanings of these terms in the present invention based on the specific circumstances.

[0056] Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0057] Furthermore, the terms "first," "second," etc., are primarily used to distinguish between different devices, elements, or components (which may or may not be of the same type and configuration), and are not intended to indicate or imply the relative importance or quantity of the devices, elements, or components indicated. Unless otherwise specified, "plurality" means two or more.

[0058] In existing technology, drone acceleration release devices are typically connected to the drone. The device accelerates the drone to a certain speed and then decelerates it. The inertia generated during deceleration causes the drone to separate from the device, allowing the drone to be released and launched. However, existing acceleration release devices can easily interfere with components such as the drone's mounts, landing gear, and propellers during release, posing a safety hazard.

[0059] In view of this, the present invention provides an aircraft release device, including a frame, wheels, a support frame assembly and a limit member, the support frame assembly includes a first support frame and a second support frame, the wheels are arranged at the bottom of the frame; the first end of the first support frame is hinged to the front end of the frame, the second end of the first support frame is configured to be hung with the aircraft, and the first support frame has a slide groove; the first end of the second support frame is hinged to the rear end of the frame, and the second end of the second support frame can be slidably arranged in the slide groove; the limit member is slidably arranged on the frame along the front and rear direction of the frame, the side of the limit member facing the rear end of the frame has a first clamping portion, and the first end of the second support frame has a second clamping portion.

[0060] When releasing the aircraft, the aircraft release device provided by the present invention can be placed on the aircraft release track first, and the second end of the second support frame can be slid along the slide groove on the first support frame to a preset position, and then the sliding limit piece can be made so that the first clamping portion on the limit piece and the second clamping portion on the second support frame are clamped together, thereby locking the second end of the second support frame in the current position in the slide groove. At this time, the first support frame and the second support frame are in a relatively locked state and the two cannot rotate; next, the aircraft can be hung on the second end of the first support frame, and then a force is applied forward to the release device to make the release device accelerate along the track When the release device is accelerated to the required speed, a force acting backward can be applied to the release device, and the release device starts to decelerate. At the moment of deceleration, the limit member slides along the vehicle frame toward the front end of the vehicle frame under inertia, thereby disengaging the first clamping portion and the second clamping portion, and the first support frame and the second support frame are unlocked. The second end of the second support frame will slide down along the slide groove, thereby causing the second support frame to tilt to one side, and the tilting of the second support frame will drive the first support frame to tilt together. In this way, it is convenient for the aircraft to fly over the release device, avoiding interference between the aircraft and the support frame assembly when being released, and improving the safety of the aircraft when being released.

[0061] Figure 1 A schematic diagram of the overall structure of an aircraft release device provided in an embodiment of the present invention; Figure 2 A schematic structural diagram of a first support frame in an aircraft release device provided in an embodiment of the present invention; Figure 3 A schematic structural diagram of a second support frame in an aircraft release device provided in an embodiment of the present invention;

[0062] Figure 4 A schematic structural diagram of a vehicle frame in an aircraft release device provided by an embodiment of the present invention; Figure 5 A schematic diagram of the internal structure of an aircraft release device provided in an embodiment of the present invention; Figure 6 A partial cross-sectional view of an aircraft release device provided by an embodiment of the present invention; Figure 7 A schematic diagram of an aircraft release device provided by an embodiment of the present invention being attached to an aircraft; Figure 8 A schematic diagram of a support frame assembly in an aircraft release device provided by an embodiment of the present invention after being tilted.

[0063] You can refer to Figures 1 to 8 , an embodiment of the present invention provides an aircraft release device 100, including a frame 110, wheels 120, a support frame assembly and a limit member 150, the support frame assembly includes a first support frame 130 and a second support frame 140, the wheels 120 are arranged at the bottom of the frame 110, and the wheels 120 are configured to drive the frame 110 to move along the release track 300 of the aircraft 400; the first end of the first support frame 130 is hinged to the front end of the frame 110, and the second end of the first support frame 130 is configured to be hung together with the aircraft 400, and the first support frame 130 has a slide groove 131; the first end of the second support frame 140 is hinged to the rear end of the frame 110, and the second end of the second support frame 140 is slidably arranged in the slide groove 131, the frame 11 0 is consistent with the release direction of the aircraft 400; the limiting member 150 is slidably arranged on the frame 110 along the front and rear directions of the frame 110, and the side of the limiting member 150 facing the rear end of the frame 110 has a first clamping portion 151, and the first end of the second support frame 140 has a second clamping portion 144, and the first clamping portion 151 is configured to be clamped together with the second clamping portion 144 to lock the second end of the second support frame 140 in the target position in the slide groove 131; when the first support frame 130 releases the aircraft 400, the limiting member 150 slides toward the front end of the frame 110 under inertia to disengage the first clamping portion 151 and the second clamping portion 144, thereby causing the first support frame 130 and the second support frame 140 to tip over together.

[0064] When releasing the aircraft 400, the aircraft releasing device 100 provided in the embodiment of the present invention can be first placed on the aircraft 400 release track 300, and the second end of the second support frame 140 can be slid along the slide groove 131 on the first support frame 130 to a preset position, and then the sliding limit member 150 can be used to make the first clamping portion 151 on the clamping portion 150 and the second clamping portion 144 on the second support frame 140 clamp together, thereby locking the second end of the second support frame 140 in the current position in the slide groove 131. At this time, the first support frame 130 and the second support frame 140 are in a relatively locked state and cannot rotate. Next, the aircraft 400 can be hung on the second end of the first support frame 130, and then a forward force is applied to the releasing device 100 to make the releasing device 100 move along the track When the release device 100 is accelerated to the required speed, a force can be applied to the release device 100 toward the rear, and the release device 100 starts to decelerate. At the moment of deceleration, the limit member 150 slides along the frame 110 toward the front end of the frame 110 under inertia, thereby disengaging the first clamping portion 151 and the second clamping portion 144, and the first support frame 130 and the second support frame 140 are unlocked. The second end of the second support frame 140 will slide down along the slide groove 131, thereby causing the second support frame 140 to tilt to one side. The tilting of the second support frame 140 will drive the first support frame 130 to tilt together. In this way, it is convenient for the aircraft 400 to fly over the release device 100, avoiding interference between the aircraft 400 and the support frame assembly when being released, thereby improving the safety of the aircraft 400 when being released.

[0065] It can be understood that when the second end of the second support frame 140 is locked in the slide groove 131, the first support frame 130 and the second support frame 140 can both be in an inclined state. In this way, when the first clamping portion 151 and the second clamping portion 144 are disengaged, the second end of the second support frame 140 can slide down along the slide groove 131 under the action of its own gravity, thereby causing the first support frame 130 and the second support frame 140 to fall down at the same time.

[0066] In the above embodiment, the first support frame 130 may include two first support arms, wherein the first ends of the two first support arms are respectively hinged to opposite sides of the frame 110 in the width direction, and the second ends of the two first support arms each have a hooking portion 132. The hooking portions 132 on the two first support arms are configured to be hooked to the aircraft 400, wherein the width direction is perpendicular to the front-to-back direction of the frame 110. Hooking the aircraft 400 via the two first support arms can, on the one hand, improve the reliability of the hooking between the aircraft 400 and the release device 100, ensuring that the aircraft 400 moves stably under the traction of the release device 100, and on the other hand, simplify the structure of the first support frame 130, reduce the space occupied by the first support frame 130, and further reduce the possibility of interference between the first support frame 130 and the aircraft 400.

[0067] like Figure 3 As shown, in the above embodiment, the second support frame 140 may include two second support arms 141 and a connecting arm 142 connected between the two second support arms 141. The first ends of the two second support arms 141 are respectively hinged to opposite sides of the vehicle frame 110 in the width direction, and the second ends of the two second support arms 141 are respectively slidably connected to the slide slots 131 on the two first support arms. This simplifies the structure of the second support frame 140, reduces the space occupied by the second support frame 140, and further reduces the possibility of interference between the second support frame 140 and the aircraft 400.

[0068] In the above embodiment, the second support frame 140 may further include a sliding member 143, which is rotatably disposed at the second end of the second support arm 141 and is slidably connected to the slide groove 131. By providing the sliding member 143, the sliding member 143 can slide along the slide groove 131 while rolling along the inner wall of the slide groove 131, so that the second end of the second support frame 140 can slide down the slide groove 131 more smoothly. Specifically, the sliding member 143 may be a rotating shaft, a roller, or a bearing.

[0069] The above embodiment may further include an elastic tensioning member 160 connected between the vehicle frame 110 and the second support frame 140. When the first support frame 130 releases the aircraft 400, the second end of the second support frame 140 slides down the chute 131 under the tension of the elastic tensioning member 160, causing the first support frame 130 and the second support frame 140 to fall together in opposite directions. It will be appreciated that when the first engaging portion 151 and the second engaging portion 144 are disengaged, the second support frame 140 can slide down the chute 131 quickly under the tension of the elastic tensioning member 160, thereby increasing the speed at which the second support frame 140 and the first support frame 130 fall, further reducing the possibility of interference between the aircraft 400 and the first support frame 130 and the second support frame 140. Furthermore, the provision of the elastic tensioning member 160 can also restrain the second support frame 140 after it falls, preventing it from rebounding. Specifically, one end of the elastic tensioning member 160 may be connected to the connecting arm 142 on the second support frame 140 , so that the force exerted by the elastic tensioning member 160 on the second support frame 140 is more uniform.

[0070] The above embodiment may further include an adjustment assembly 170, which includes a screw and a lug. The screw is provided on the frame 110 and extends in the front-to-rear direction of the frame 110. The screw is located between the first end of the first support arm and the first end of the second support arm 141. The lug is threadedly connected to the screw, and the second end of the elastic tensioning member 160 is connected to the lug. The position of the lug on the screw can be adjusted to adjust the stretching length of the elastic tensioning member 160. It can be understood that when the lug moves along the screw, the length and stretching direction of the elastic tensioning member 160 change accordingly, thereby changing the tensioning force and direction of the elastic tensioning member 160 within a certain range, making the release device 100 in this embodiment applicable to a wider range of working conditions.

[0071] In the above embodiment, the slide groove 131 may be in an arc shape. Figure 1 As shown, it can be understood that since the trajectory of the second end of the second support member when rotating is an arc shape, if the shape of the slide groove 131 is non-arc shape, when the second end of the second support frame 140 slides down along the slide groove 131, the first support frame 130 may rotate toward the front end of the frame 110 to a certain extent under the action of the second support frame 140, which may interfere with the smooth passage of the aircraft 400 above. Therefore, setting the shape of the slide groove 131 to an arc shape can further reduce the possibility of interference between the support frame assembly and the aircraft 400.

[0072] The above embodiment may further include a buffer member 180, which is disposed on the vehicle frame 110 and is used to cushion the second end of the first support frame 130 after it has fallen. The provision of the buffer member 180 allows the first support frame 130 and the second support frame 140 to act on the surface of the buffer member 180 after they have fallen, thereby quickly absorbing the impact of the first support frame 130 and the second support frame 140 falling. This not only protects the first support frame 130 and the second support frame 140, but also prevents the first support frame 130 and the second support frame 140 from rebounding after they have fallen.

[0073] The above embodiment may further include a stopper 190, which is disposed on the vehicle frame 110 and is located in the sliding direction of the limiting member 150. When the limiting member 150 slides toward the front end of the vehicle frame 110 by a predetermined distance, the side of the limiting member 150 facing the front end of the vehicle frame 110 contacts the stopper 190. The stopper 190 can control the sliding distance of the limiting member 150 on the vehicle frame 110, thereby preventing the limiting member 150 from slipping off the vehicle frame 110.

[0074] The above embodiment may further include a clamping member 200, which is disposed at the front end of the vehicle frame 110. The side of the limiting member 150 facing the front end of the vehicle frame 110 has a third clamping portion 152. When the limiting member 150 contacts the stopper 190, the third clamping portion 152 is clamped together with the clamping member 200. It is understood that when the limiting member 150 slides toward the end along the vehicle frame 110 under inertia until it contacts the stopper 190, the third clamping portion 152 at the front end of the limiting member 150 can be clamped together with the clamping member 200 to prevent the limiting member 150 from rebounding after contacting the stopper 190. Specifically, as Figure 6 As shown, the clamping member 200 may include an elastically connected hook, and the third clamping portion 152 is a groove arranged at the bottom of the limiting member 150. When the limiting member 150 slides forward, the bottom of the limiting member 150 squeezes the hook downward, so that the groove at the bottom of the limiting member 150 is smoothly hooked with the hook. Of course, the structure of the clamping member 200 and the third clamping portion 152 can also be other forms, which are not specifically limited here.

[0075] The aircraft release device 100 provided by the present invention includes a frame 110, wheels 120, a support frame assembly and a limit member 150, the support frame assembly includes a first support frame 130 and a second support frame 140, the wheels 120 are arranged at the bottom of the frame 110, and the wheels 120 are configured to drive the frame 110 to move along the release track 300 of the aircraft 400; the first end of the first support frame 130 is hinged to the front end of the frame 110, and the second end of the first support frame 130 is configured to be hung together with the aircraft 400, and the first support frame 130 has a slide groove 131; the first end of the second support frame 140 is hinged to the rear end of the frame 110, and the second end of the second support frame 140 is slidably arranged in the slide groove 131, and the front end of the frame 110 is hinged to the rear end of the frame 110. The rear direction is consistent with the release direction of the aircraft 400; the limiting member 150 is slidably arranged on the frame 110 along the front and rear directions of the frame 110, and the side of the limiting member 150 facing the rear end of the frame 110 has a first clamping portion 151, and the first end of the second support frame 140 has a second clamping portion 144, and the first clamping portion 151 is configured to be clamped together with the second clamping portion 144 to lock the second end of the second support frame 140 in the target position in the slide groove 131; when the first support frame 130 releases the aircraft 400, the limiting member 150 slides toward the front end of the frame 110 under inertia to disengage the first clamping portion 151 and the second clamping portion 144, thereby causing the first support frame 130 and the second support frame 140 to tip over together.

[0076] When releasing the aircraft 400, the aircraft release device 100 provided in the embodiment of the present invention can be first placed on the aircraft 400 release track 300, and the second end of the second support frame 140 can be slid along the slide groove 131 on the first support frame 130 to a preset position, and then the sliding limit member 150 is used to make the first clamping portion 151 on the limit member 150 and the second clamping portion 144 on the second support frame 140 clamp together, thereby locking the second end of the second support frame 140 in the current position in the slide groove 131. At this time, the first support frame 130 and the second support frame 140 are in a relatively locked state and the two cannot rotate; next, the aircraft 400 can be hung on the second end of the first support frame 130, and then a forward force is applied to the release device 100 to make the release device 100 move along the track 300 accelerates, and when the release device 100 accelerates to the required speed, a force toward the rear can be applied to the release device 100, and the release device 100 starts to decelerate. At the moment of deceleration, the limit member 150 slides along the frame 110 toward the front end of the frame 110 under inertia, thereby disengaging the first clamping portion 151 and the second clamping portion 144, and the first support frame 130 and the second support frame 140 are unlocked. The second end of the second support frame 140 will slide down along the slide groove 131, thereby causing the second support frame 140 to tilt to one side. The tilting of the second support frame 140 will drive the first support frame 130 to tilt together. In this way, it is convenient for the aircraft 400 to fly over the release device 100, avoiding interference between the aircraft 400 and the support frame assembly when being released, thereby improving the safety of the aircraft 400 when being released.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An aircraft release device, characterized in that: The vehicle comprises a frame, wheels, a support frame assembly and a limiter, wherein the support frame assembly comprises a first support frame and a second support frame, the wheels are arranged at the bottom of the frame, and the wheels are configured to drive the frame to move along the aircraft release track; The first end of the first support frame is hinged to the front end of the vehicle frame, and the second end of the first support frame is configured to be hung together with the aircraft, and the first support frame has a slide groove; the first end of the second support frame is hinged to the rear end of the vehicle frame, and the second end of the second support frame is slidably disposed in the slide groove, and the front-to-back direction of the vehicle frame is consistent with the release direction of the aircraft; The limiting member is slidably provided on the frame along the front-rear direction of the frame, the limiting member has a first clamping portion on a side facing the rear end of the frame, the first end of the second support frame has a second clamping portion, the first clamping portion is configured to be clamped together with the second clamping portion to lock the second end of the second support frame in a target position in the slide groove; When the first support frame releases the aircraft, the limiting member slides toward the front end of the frame under inertia to disengage the first clamping portion and the second clamping portion, thereby causing the first support frame and the second support frame to fall down together.

2. The aircraft release device according to claim 1, characterized in that: The first support frame includes two first support arms, the first ends of the two first support arms are respectively hinged to the opposite sides of the width direction of the frame, and the second ends of the two first support arms have a hanging portion, and the hanging portions on the two first support arms are configured to be hung together with the aircraft, wherein the width direction is perpendicular to the front-to-back direction of the frame.

3. The aircraft release device according to claim 2, characterized in that: The second support frame includes two second support arms and a connecting arm connected between the two second support arms. The first ends of the two second support arms are respectively hinged to the opposite sides of the width direction of the frame, and the second ends of the two second support arms are respectively slidably connected to the sliding grooves on the two first support arms.

4. The aircraft release device according to claim 3, characterized in that: The second support frame further includes a sliding member, which is rotatably disposed at the second end of the second support arm and is slidably connected to the sliding groove.

5. The aircraft release device according to claim 4, characterized in that: It also includes an elastic tensioning member connected between the vehicle frame and the second support frame. When the first support frame releases the aircraft, the second end of the second support frame slides down along the slide groove under the tension of the elastic tensioning member, so that the first support frame and the second support frame tilt together in opposite directions.

6. The aircraft release device according to claim 5, characterized in that: The yoke is provided with a screw rod and a lug, wherein the screw rod is provided on the frame and extends in the front-rear direction of the frame. The screw rod is located between the first end of the first support arm and the first end of the second support arm. The lug is threadedly connected to the screw rod, and the second end of the elastic tensioning member is connected to the lug, so that the stretching length of the elastic tensioning member can be adjusted by adjusting the position of the lug on the screw rod.

7. The aircraft release device according to claim 6, characterized in that: The chute is in an arc shape.

8. The aircraft release device according to claim 7, characterized in that: It also includes a buffer component, which is arranged on the vehicle frame and is used to buffer the second end of the first support frame after it is tilted.

9. The aircraft release device according to claim 8, characterized in that: It also includes a stopper, which is arranged on the frame and is located in the sliding direction of the limiting member. When the limiting member slides a preset distance toward the front end of the frame, the side of the limiting member facing the front end of the frame contacts the stopper.

10. The aircraft release device according to claim 9, characterized in that: It also includes a clamping member, which is arranged at the front end of the frame. The side of the limiting member facing the front end of the frame has a third clamping portion. When the limiting member contacts the stop member, the third clamping portion is clamped together with the clamping member.

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