Aircraft release device

Abstract

The application provides an aircraft release device. The aircraft release device comprises a first trolley and a second trolley, a rope is connected between the first trolley and the second trolley, the first trolley and the second trolley each comprise a trolley frame, a support frame and a counterweight, the trolley frame is provided with wheels at the bottom; the support frame is hinged to the trolley frame, the support frame is provided with a first end and a second end respectively located on the two sides of the hinge center of the support frame, the front end and the rear end of the aircraft are configured to be hung to the first end of the support frame of the first trolley and the first end of the support frame of the second trolley respectively; the counterweight is connected to the support frame, when the support frame is hung to the aircraft, the second end of the support frame abuts against the upper surface of the trolley frame under the action of the counterweight, so as to prevent the second end of the support frame from rotating towards the first direction by the trolley frame; after the support frame releases the aircraft, the first end of the support frame tilts towards the first direction under the action of inertia. The application provides an aircraft release device with high safety.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and more particularly to an aircraft release device. Background Technology

[0002] The accelerated release device can accelerate the drone to a certain speed via a portable track before releasing it, eliminating the need for a dedicated runway and allowing the drone to participate in various tasks more quickly and flexibly.

[0003] In existing technologies, the acceleration release device is generally connected to the drone. The acceleration release device accelerates the drone to a certain speed and then decelerates it. The inertia generated during the deceleration moment causes the drone to detach from the acceleration release device, thereby realizing the release and takeoff of the drone.

[0004] However, existing accelerated release devices are prone to interfering with components such as the drone's fuselage, landing gear, and propellers during release, creating safety hazards. Summary of the Invention

[0005] To address at least one of the problems mentioned in the background art, the present invention provides an aircraft release device with high safety.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] The present invention provides an aircraft release device, including a first trolley and a second trolley, a rope connecting the first trolley and the second trolley, each of the first trolley and the second trolley including a frame, a support frame and a counterweight, the bottom of the frame having wheels, and the first trolley and the second trolley being configured to travel along the same track;

[0008] The support frame is hinged to the vehicle frame. The support frame has a first end and a second end located on both sides of the hinge center of the support frame. The front and rear ends of the aircraft are configured to be hooked to the first end of the first trolley support frame and the first end of the second trolley support frame, respectively.

[0009] The counterweight is connected to the support frame. When the support frame is attached to the aircraft, the second end of the support frame is configured to abut against the upper surface of the frame under the force of the counterweight, so as to prevent the second end of the support frame from rotating in the first direction through the frame. When the support frame releases the aircraft, the first end of the support frame is configured to tilt in the first direction under the action of inertia. The first direction is consistent with the release direction of the aircraft.

[0010] As an alternative implementation, the front end of the frame has a buffer groove that mates with the first end of the support frame, the first end of the support frame being configured to snap into the buffer groove after tilting in a first direction.

[0011] As an alternative implementation, the frame has hinge seats on opposite sides along the width direction, and the two sides of the support frame are respectively hinged to the hinge seats, wherein the width direction is perpendicular to the first direction.

[0012] As an alternative implementation, the first end of the support frame has a mounting portion for connecting to the aircraft, and the front and rear ends of the aircraft are configured to be mounted on the first trolley and the second trolley, respectively.

[0013] As an optional implementation, the support frame of the first trolley includes two first support arms spaced apart along the width direction and a first crossbar connected between the two first support arms, with a hook-on portion at the top of each of the two first support arms.

[0014] As an optional implementation, the support frame of the second trolley includes two second support arms spaced apart along the width direction, and a second crossbar is connected between the top ends of the two second support arms, the second crossbar forming a hook-up part on the first trolley.

[0015] As an optional implementation, the length of the first support arm is greater than the length of the second support arm.

[0016] As an alternative implementation, a groove is formed on the upper surface of the frame opposite to the second end of the support frame, and the second end of the support frame is configured to abut against the bottom of the groove under the action of a counterweight.

[0017] As an alternative implementation, the first trolley frame has a notch on the front side along a first direction.

[0018] As an alternative implementation, the rope is a steel wire rope.

[0019] The aircraft release device provided by this invention includes a first trolley and a second trolley, connected by a rope. Both the first and second trolleys include a frame, a support frame, and a counterweight. The frame has wheels at its bottom. The first and second trolleys are configured to travel along the same track. The support frame is hinged to the frame and has a first end and a second end located on either side of the hinge center. The front and rear ends of the aircraft are configured to be hooked onto the first end of the first trolley support frame and the first end of the second trolley support frame, respectively. The counterweight is connected to the support frame. When the support frame is hooked to the aircraft, the second end of the support frame is configured to abut against the upper surface of the frame under the force of the counterweight, thereby preventing the second end of the support frame from rotating in a first direction. After the support frame releases the aircraft, the first end of the support frame is configured to tilt in the first direction under inertia; wherein the first direction is consistent with the release direction of the aircraft.

[0020] The aircraft release device provided by this invention allows for the placement of a first and second trolley on the aircraft's release track during release. The first end of the support frame is then in an upright position. Under the weight of the counterweight, the second end of the support frame abuts against the frame surface, preventing further rotation of the second end in the first direction. At this point, the counterweight keeps the support frame upright, facilitating the attachment of the aircraft to the support frame. Once the front and rear attachment points of the aircraft are respectively attached to the first ends of the first and second trolley support frames, the first trolley can be... A traction force is applied in the first direction, causing the first trolley to pull the second trolley along the track to accelerate. When the release device accelerates to the required speed, the traction force acting on the first trolley can be removed, and a traction force in the opposite direction to the first trolley can be applied to the second trolley, causing the second trolley to pull the first trolley together to decelerate. It can be understood that at the moment of deceleration, the front and rear attachment points of the aircraft will disengage from the first and second trolleys under the action of inertia. At the same time, the first end of the support frame will tilt rapidly in the first direction under the action of inertia, thereby avoiding the takeoff aircraft and preventing interference between the aircraft and the support frame during release, thus improving the safety of the aircraft release. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of the aircraft release device provided in an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the aircraft release device releasing the aircraft according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of the structure of the first trolley in the aircraft release device provided in an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of the structure of the second trolley in the aircraft release device provided in an embodiment of the present invention.

[0026] Explanation of reference numerals in the attached figures:

[0027] 100 - Release device;

[0028] 110 - First pulley;

[0029] 111 - First support arm;

[0030] 112 - First horizontal bar;

[0031] 113-Hanging part;

[0032] 114 - Gap;

[0033] 120 - Second pulley;

[0034] 121 - Second support arm;

[0035] 122 - Second crossbar;

[0036] 130 - Rope;

[0037] 140-frame;

[0038] 141 - Wheel;

[0039] 142 - Buffer groove;

[0040] 143-Hinged connector;

[0041] 150 - Counterweight;

[0042] 200-track. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] In this application, the terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “lateral,” and “longitudinal” indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing the invention and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or to be constructed and operated in a specific orientation.

[0045] Furthermore, in addition to indicating direction or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in certain situations to indicate a dependency or connection. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0046] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0047] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, elements, or components (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0048] Acceleration release devices are typically connected to the drone. They accelerate the drone to a certain speed before decelerating, using the inertia generated during deceleration to detach the drone from the device, thus enabling takeoff. However, existing acceleration release devices are prone to interference with components such as the drone's fuselage, landing gear, and propellers during release, posing a safety hazard.

[0049] In view of this, the present invention provides an aircraft release device, including a first trolley and a second trolley, with a rope connecting the first trolley and the second trolley. Both the first trolley and the second trolley include a frame, a support frame, and a counterweight. The bottom of the frame has wheels. The first trolley and the second trolley are configured to travel along the same track. The support frame is hinged to the frame and has a first end and a second end located on both sides of the hinge center of the support frame. The front and rear ends of the aircraft are configured to be hooked to the first end of the first trolley support frame and the first end of the second trolley support frame, respectively. The counterweight is connected to the support frame.

[0050] When releasing the aircraft, the first and second trolleys can be placed on the release track of the aircraft, and the first end of the support frame should be in an upright position. Under the weight of the counterweight, the second end of the support frame can abut against the surface of the frame, and the frame can prevent the second end of the support frame from continuing to rotate in the first direction. At this time, under the action of the counterweight, the support frame can remain upright, thus facilitating the connection between the aircraft and the support frame. After the front and rear attachment points of the aircraft are respectively connected to the first ends of the first trolley support frame and the first ends of the second trolley support frame, an application of force in the first direction can be applied to the first trolley. The traction force causes the first trolley to pull the second trolley along the track to accelerate. When the release device accelerates to the required speed, the traction force acting on the first trolley can be removed, and a traction force in the opposite direction to the first trolley can be applied to the second trolley, causing the second trolley to pull the first trolley together to decelerate. It can be understood that at the moment of deceleration, the front and rear attachment points of the aircraft will disengage from the first and second trolleys under the action of inertia. At the same time, the first end of the support frame will tilt rapidly in the first direction under the action of inertia, thereby avoiding the takeoff aircraft and preventing interference between the aircraft and the support frame during release, thus improving the safety of the aircraft release.

[0051] Figure 1 This is a schematic diagram of the structure of the aircraft release device provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the aircraft release device releasing the aircraft according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the first trolley in the aircraft release device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the second trolley in the aircraft release device provided in an embodiment of the present invention.

[0052] You can refer to this. Figures 1 to 4This invention provides an aircraft release device 100, including a first trolley 110 and a second trolley 120, with a rope 130 connecting the first trolley 110 and the second trolley 120. Both the first trolley 110 and the second trolley 120 include a frame 140, a support frame, and a counterweight 150. The frame 140 has wheels 141 at its bottom. The first trolley 110 and the second trolley 120 are configured to travel along the same track 200. The support frame is hinged to the frame 140 and has a first end and a second end located on either side of the hinge center of the support frame. The front and rear ends of the aircraft are configured to be hooked to the first end of the first trolley 110 support frame and the first end of the second trolley 120 support frame, respectively; the counterweight 150 is connected to the support frame, and when the support frame is hooked to the aircraft, the second end of the support frame is configured to abut against the upper surface of the frame 140 under the force of the counterweight 150, so as to prevent the second end of the support frame from rotating in the first direction through the frame 140; when the support frame releases the aircraft, the first end of the support frame is configured to tilt in the first direction under the action of inertia; wherein, the first direction is consistent with the release direction of the aircraft.

[0053] When releasing the aircraft, the aircraft release device 100 provided in this embodiment of the invention can first place the first trolley 110 and the second trolley 120 on the aircraft release track 200, and make the first end of the support frame upright. Under the gravity of the counterweight 150, the second end of the support frame can abut against the surface of the frame 140. The frame 140 can prevent the second end of the support frame from continuing to rotate in the first direction. At this time, under the action of the counterweight 150, the support frame can remain upright, thereby facilitating the worker to attach the aircraft to the support frame. After the attachment points of the front and rear ends of the aircraft are respectively attached to the first ends of the first trolley 110 support frame and the first ends of the second trolley 120 support frame, an application force can be applied to the first trolley 110 in the first direction. The traction force causes the first trolley 110 to pull the second trolley 120 along the track 200 via the rope 130 (specifically, a steel wire rope) to accelerate. When the release device 100 accelerates to the required speed, the traction force acting on the first trolley 110 can be removed, and a traction force opposite to the first direction can be applied to the second trolley 120, causing the second trolley 120 to pull the first trolley 110 together to decelerate. It can be understood that at the moment of deceleration, the front and rear attachment points of the aircraft will disengage from the first trolley 110 and the second trolley 120 under the action of inertia. At the same time, the first end of the support frame will tilt rapidly in the first direction under the action of inertia, thereby avoiding the take-off aircraft and preventing interference between the aircraft and the support frame during release, thus improving the safety of the aircraft release.

[0054] It is understood that in the above embodiments, the distance from the hinge center of the support frame on the frame 140 to the upper surface of the frame 140 can be slightly less than the length of the second end of the support frame, and the first end of the support frame can be slightly tilted forward (in the first direction). Thus, when the second end of the support frame rotates downwards and continues to rotate in the first direction, it will be blocked by the upper surface of the frame 140 (see reference). Figure 3 and Figure 4 The counterweight 150 is pressed against the surface of the frame 140 under its own weight, preventing the support frame from tilting forward due to accidental minor contact during aircraft docking, thus avoiding interference with the aircraft docking.

[0055] In the above embodiments, by rationally designing the structure of the counterweight 150 and its connection position on the support frame, the second end of the support frame can be pressed against the surface of the frame 140 by the counterweight when the support frame is upright, and the first end of the support frame can be pressed against the surface of the frame 140 by the weight of the counterweight after the support frame falls forward, thus preventing the support frame from standing upright on its own due to rebound and affecting the release of the aircraft.

[0056] like Figure 3 and Figure 4 As shown in the above embodiment, the front end of the frame 140 may have a buffer groove 142 that cooperates with the first end of the support frame. The first end of the support frame is configured to engage with the buffer groove 142 after tilting in a first direction. It is understood that when the first end of the support frame tilts forward, it may collide with the frame 140 and rebound, thus standing upright again. At this time, the aircraft may not have completely passed over the release device 100. Therefore, the rebounded support frame may touch the aircraft, affecting its takeoff. By providing a buffer groove 142 on the front side of the frame 140 along the first direction, the first end of the support frame can be engaged with the buffer groove 142 after tilting forward. The buffer groove 142 can quickly absorb the kinetic energy of the support frame when it falls, thereby reducing or eliminating the rebound when the support frame tilts. Elastic energy-absorbing materials, such as rubber pads or sponge pads, can be arranged inside the buffer groove 142 to quickly absorb the kinetic energy of the support frame when it tilts forward.

[0057] In the above embodiment, the frame 140 may have hinge seats 143 on opposite sides along the width direction, and the two sides of the support frame are respectively hinged to the hinge seats 143, wherein the width direction is perpendicular to the first direction. By hinged on both sides of the support frame, the stability of the support frame during rotation can be improved, and interference with the aircraft can be better avoided.

[0058] like Figure 3 and Figure 4As shown in the above embodiment, the first end of the support frame may have a mounting portion 113 for connecting with the aircraft. The front and rear ends of the aircraft are configured to be mounted on the mounting portions 113 on the first trolley 110 and the second trolley 120, respectively. When the aircraft is mounted on the support frame, the support frame is in an upright state, and the first end of the support frame is located on the upper side. The second end of the support frame abuts against the surface of the frame 140 under the action of the counterweight 150. The length of the first end of the support frame may be greater than the length of the second end of the support frame. In this way, the height of the hinge center of the support frame can be reduced, so that the overall height of the support frame can be reduced as much as possible after the first end of the support frame falls forward, further avoiding interference between the support frame and the aircraft.

[0059] like Figure 3 and Figure 4 As shown, specifically, the support frame of the first trolley 110 may include two first support arms 111 spaced apart along the width direction and a first crossbar 112 connected between the two first support arms 111. Each of the two first support arms 111 has a hook-on portion 113 at its top end. The support frame of the second trolley 120 may include two second support arms 121 spaced apart along the width direction. A second crossbar 122 is connected between the top ends of the two second support arms 121, and the second crossbar 122 forms the hook-on portion 113 on the first trolley 110. By hooking the front end of the aircraft with the two first support arms 111 and the rear end of the aircraft with the two second support arms 121, the reliability of the connection between the aircraft and the release device 100 can be improved, ensuring that the aircraft moves stably under the traction of the release device 100. On the other hand, the structure of the support frame can be simplified, the space occupied by the support frame can be reduced, and the possibility of interference between the support frame and the aircraft can be further reduced. Correspondingly, two buffer slots 142 can be provided on the first trolley 110 and the second trolley 120 respectively. The two buffer slots 142 are respectively located on opposite sides of the frame 140 along its own width direction. When the two first support arms 111 and the two second support arms 121 tilt forward, they can be engaged into the corresponding buffer slots 142.

[0060] In the above embodiments, the length of the first support arm 111 can be greater than the length of the second support arm 121, so that the head of the aircraft attached to the release device 100 can face diagonally upward, so as to facilitate the rapid take-off of the aircraft.

[0061] In the above embodiment, a groove can be formed on the upper surface of the frame 140 opposite to the second end of the support frame, and the second end of the support frame is configured to abut against the bottom of the groove under the action of the counterweight 150. By providing a groove on the frame 140, on the one hand, the overall height of the first trolley 110 can be reduced, further avoiding interference between the aircraft and the support frame; on the other hand, the sidewall of the groove can limit the second end of the support frame to the left and right (in the left and right direction along the width of the frame 140), preventing the support frame from swaying left and right.

[0062] like Figure 3 As shown, in the above embodiment, a notch 114 can be provided on the front side of the first trolley 110 frame 140 along the first direction. This notch 114 can accommodate the landing gear at the front of the aircraft, thereby enabling the release device 100 to adapt to the launch of more types and specifications of aircraft. Specifically, as shown... Figure 3 As shown, the notch 114 can be located between two buffer slots 142 on the frame 140.

[0063] The aircraft release device 100 provided in this embodiment of the invention includes a first trolley 110 and a second trolley 120, with a rope 130 connecting the first trolley 110 and the second trolley 120. Both the first trolley 110 and the second trolley 120 include a frame 140, a support frame, and a counterweight 150. The frame 140 has wheels 141 at its bottom. The first trolley 110 and the second trolley 120 are configured to travel along the same track 200. The support frame is hinged to the frame 140, and the support frame has hinge centers located on both sides of the hinge. The first end and the second end of the aircraft are configured to be attached to the first end of the first trolley 110 support frame and the first end of the second trolley 120 support frame, respectively; the counterweight 150 is connected to the support frame, and when the support frame is attached to the aircraft, the second end of the support frame is configured to abut against the upper surface of the frame 140 under the force of the counterweight 150, so as to prevent the second end of the support frame from rotating in the first direction through the frame 140; when the support frame releases the aircraft, the first end of the support frame is configured to tilt in the first direction under the action of inertia.

[0064] When releasing the aircraft, the aircraft release device 100 provided in this embodiment of the invention can first place the first trolley 110 and the second trolley 120 on the aircraft release track 200, and make the first end of the support frame upright. Under the gravity of the counterweight 150, the second end of the support frame can abut against the surface of the frame 140. The frame 140 can prevent the second end of the support frame from continuing to rotate in the first direction. At this time, under the action of the counterweight 150, the support frame can remain upright, thereby facilitating the connection between the aircraft and the support frame by the operator. After the front and rear attachment points of the aircraft are respectively attached to the first ends of the first trolley 110 support frame and the first ends of the second trolley 120 support frame, the first trolley 110 can be... 10. Apply a traction force in the first direction to cause the first trolley 110 to pull the second trolley 120 along the track 200 to accelerate. When the release device 100 accelerates to the required speed, the traction force acting on the first trolley 110 can be removed, and a traction force opposite to the first direction can be applied to the second trolley 120 to cause the second trolley 120 to pull the first trolley 110 together to decelerate. It can be understood that at the moment of deceleration, the front and rear attachment points of the aircraft will disengage from the first trolley 110 and the second trolley 120 under the action of inertia. At the same time, the first end of the support frame will tilt rapidly in the first direction under the action of inertia, thereby avoiding the take-off aircraft and preventing interference between the aircraft and the support frame during release, thus improving the safety of the aircraft release.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions 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, characterised in that, It includes a first trolley and a second trolley, with a rope connecting the first trolley and the second trolley. Both the first trolley and the second trolley include a frame, a support frame, and a counterweight. The bottom of the frame has wheels. The first trolley and the second trolley are configured to travel along the same track. The support frame is hinged to the vehicle frame. The support frame has a first end and a second end located on both sides of the hinge center of the support frame. The front and rear ends of the aircraft are configured to be hooked to the first end of the first trolley support frame and the first end of the second trolley support frame, respectively. The counterweight is connected to the support frame. When the support frame is attached to the aircraft, the second end of the support frame is configured to abut against the upper surface of the vehicle frame under the force of the counterweight, so as to prevent the second end of the support frame from rotating in the first direction through the vehicle frame. When the support frame releases the aircraft, the first end of the support frame is configured to tilt in the first direction under the action of inertia. The first direction is consistent with the release direction of the aircraft. The front end of the frame has a buffer groove that mates with the first end of the support frame, and the first end of the support frame is configured to snap into the buffer groove after tilting in the first direction; The frame has hinge seats on opposite sides along the width direction, and the two sides of the support frame are respectively hinged to the hinge seats, wherein the width direction is perpendicular to the first direction.

2. The aircraft release device of claim 1, wherein, The first end of the support frame has a mounting part that connects to the aircraft, and the front and rear ends of the aircraft are configured to be mounted on the first trolley and the second trolley, respectively.

3. The aircraft release device of Claim 2, wherein, The support frame of the first trolley includes two first support arms spaced apart along the width direction and a first crossbar connected between the two first support arms, with a hook-on portion at the top of each of the two first support arms.

4. The aircraft release device of claim 3, wherein, The support frame of the second trolley includes two second support arms spaced apart along the width direction, and a second crossbar is connected between the top ends of the two second support arms, the second crossbar forming the hook part on the first trolley.

5. The aircraft release device of Claim 4, wherein, The length of the first support arm is greater than the length of the second support arm.

6. The aircraft release mechanism of any one of claims 1-5, wherein, A groove is formed on the upper surface of the frame opposite to the second end of the support frame, and the second end of the support frame is configured to abut against the bottom of the groove under the action of the counterweight.

7. The aircraft release mechanism of any one of claims 1-5, wherein, The first trolley frame has a notch on its front side along the first direction.

8. The aircraft release mechanism of any one of claims 1-5, wherein, The rope is a steel wire rope.

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