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 first support frame, a second support frame, and an elastic tensioning member. The wheels are arranged at the bottom of the frame and are configured to move along the aircraft release track; the first support frame is hinged to the front end of the frame along the first direction, and the second support frame is arranged at the rear end of the frame along the first direction. The first support frame has a first end and a second end respectively located on both sides of the hinge center of the first support frame. The front and rear ends of the aircraft are configured to be respectively hung on the first end and the second support frame of the first support frame, and the first direction is consistent with the release direction of the aircraft; the elastic tensioning member is connected between the second end of the first support frame and the frame to apply a pulling force to the second end of the first support frame toward the second support frame. 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 first support frame, a second support frame, and an elastic tensioning member, wherein the wheels are arranged at the bottom of the frame and are configured to move along an aircraft release track;

[0008] The first support frame is hinged to the front end of the vehicle frame along the first direction, the second support frame is provided at the rear end of the vehicle frame along the first direction, the first support frame has a first end and a second end respectively located on either side of a hinge center of the first support frame, the front and rear ends of the aircraft are configured to be respectively hung on the first end and the second support frame of the first support frame, and the first direction is consistent with a release direction of the aircraft;

[0009] The elastic tensioning member is located between the first support frame and the second support frame, one end of the elastic tensioning member is connected to the second end of the first support frame, and the other end of the elastic tensioning member is connected to the frame to apply a pulling force to the second end of the first support frame toward the second support frame.

[0010] As an optional embodiment, it also includes a limit assembly, which is arranged on the frame on the front side of the first support frame. The limit assembly includes a limit pin, which is configured to extend when the aircraft is connected to the first support frame and the second support frame to prevent the first end of the first support frame from tipping toward the first direction.

[0011] As an optional embodiment, the limiting assembly further includes a mounting seat, which is fixedly connected to the vehicle frame, and one end of the limiting pin is movably inserted into the mounting seat.

[0012] As an optional embodiment, the vehicle further includes an anti-rebound assembly, the anti-rebound assembly including a fixed seat and a moving member, the fixed seat being fixedly arranged on the vehicle frame on the front side of the mounting seat in the first direction;

[0013] The first end of the moving member is elastically connected to the fixed seat, the moving member is located below the limit pin, the upper end surface of the second end of the moving member forms an inclined surface, the first support frame is configured to retract the second end of the moving member by squeezing the inclined surface when it tilts in the first direction, and the second end of the moving member is configured to rebound when the first end of the first support frame tilts below the moving member to prevent the first end of the first support frame from rotating in the second direction, and the second direction is opposite to the first direction.

[0014] As an optional embodiment, it further includes a telescopic member, one end of the telescopic member is connected to the frame on the front side of the first support frame, and the other end of the telescopic member is connected to the second end of the first support frame.

[0015] As an optional embodiment, the front side of the frame has hinge seats on two opposite sides along the width direction, and the two sides of the first support frame are respectively hinged to the hinge seats;

[0016] The first end of the first support frame has a first hanging portion, and the end of the second support frame away from the frame has a second hanging portion, and the front and rear ends of the aircraft are configured to be hung on the first hanging portion and the second hanging portion respectively; wherein the width direction is perpendicular to the extension direction of the track.

[0017] As an optional embodiment, the first support frame includes two support arms spaced apart along the width direction and a first cross bar connected between the two support arms, and each end of the two support arms has a first hanging portion.

[0018] As an optional embodiment, the second support frame is fixedly arranged on the vehicle frame, and the second support frame includes a second cross bar extending along the width direction of the vehicle frame, and the second cross bar forms a second hanging portion.

[0019] As an optional embodiment, the second support frame includes two articulated frames spaced apart along the width direction of the frame, the two articulated frames are hinged to the frame, and the first end of the articulated frame and the second end of the articulated frame are respectively located on either side of the hinge center of the articulated frame on the frame;

[0020] A first elastic member is connected between the first ends of the two articulated frames, and a second elastic member is connected between the second ends of the two articulated frames. The first elastic member forms a second hanging portion, and the first elastic member is configured to stretch in a second direction when the aircraft is hung on the first elastic member.

[0021] When the aircraft is separated from the first elastic member, the second elastic member is configured to pull the second ends of the two articulated frames to cause the first ends of the two articulated frames to fall toward the outer sides of the vehicle frame in the width direction.

[0022] As an optional embodiment, the elastic tensioning member and the second elastic member are springs, and the first elastic member is an elastic rope.

[0023] The aircraft release device provided by the present invention includes a frame, wheels, a first support frame, a second support frame and an elastic tensioning member, the wheels are arranged at the bottom of the frame, and the wheels are configured to move along the aircraft release track; the first support frame is hinged to the front end of the frame along the first direction, and the second support frame is arranged at the rear end of the frame along the first direction, the first support frame has a first end and a second end respectively located on both sides of the hinge center of the first support frame, the front and rear ends of the aircraft are configured to be respectively hung on the first end of the first support frame and the second support frame, and the first direction is consistent with the release direction of the aircraft; the elastic tensioning member is located between the first support frame and the second support frame, one end of the elastic tensioning member is connected to the second end of the first support frame, and the other end of the elastic tensioning member is connected to the frame to apply a pulling force to the second end of the first support frame toward the second support frame.

[0024] The aircraft release device provided by the present invention can be first placed on the aircraft release track when releasing the aircraft, and under the action of an external force, the first end of the first support frame is lifted to an upright state, and then the hanging node at the front end of the aircraft is hung on the first end of the first support frame, and the hanging point at the rear end of the aircraft is hung on the second support frame. At this time, after the external force is removed, the first end of the first support frame can continue to maintain an upright state under the backward pulling force of the aircraft; thereafter, a force in the first direction can be applied to the release device to accelerate the release device along the track. When the release device accelerates to a desired speed, a force opposite to the first direction can be applied to the release device, and the release device begins to decelerate. At the moment of deceleration, the front and rear hanging points of the aircraft will separate from the first and second support frames due to inertia. At the moment of separation, since the first end of the support frame loses the pulling force of the aircraft toward the rear, the support frame quickly falls in the first direction under the action of the elastic tensioning member, thereby avoiding interference between the aircraft and the first support frame during release, thereby improving the safety of the aircraft during release. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] 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.

[0026] Figure 1 A schematic diagram of a first structural embodiment of an aircraft release device provided by an embodiment of the present invention;

[0027] Figure 2 A schematic diagram of a second structure of an aircraft release device provided in an embodiment of the present invention;

[0028] Figure 3 A schematic diagram of a third structure of an aircraft release device provided in an embodiment of the present invention;

[0029] Figure 4 A partially enlarged schematic diagram of an aircraft release device provided by an embodiment of the present invention;

[0030] Figure 5 A schematic diagram of a first support frame in an aircraft release device provided by an embodiment of the present invention after being tilted forward;

[0031] Figure 6 A schematic structural diagram of a limit assembly in an aircraft release device provided by an embodiment of the present invention;

[0032] Figure 7 A schematic structural diagram of an anti-rebound assembly in an aircraft release device provided in an embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 100-Release device;

[0035] 110-frame;

[0036] 111- articulated seat;

[0037] 120-wheel;

[0038] 130-first support frame;

[0039] 131-first connecting portion;

[0040] 132-first crossbar;

[0041] 133-support arm;

[0042] 140- second support frame;

[0043] 141-second crossbar;

[0044] 142-articulated frame;

[0045] 143-first elastic member;

[0046] 144- second elastic member;

[0047] 150-elastic tensioning member;

[0048] 160-limiting assembly;

[0049] 161-limit pin;

[0050] 162-mounting seat;

[0051] 170-anti-rebound component;

[0052] 171-fixed seat;

[0053] 172-moving parts;

[0054] 180-Telescopic parts. DETAILED DESCRIPTION

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] In view of this, the present invention provides an aircraft release device, including a frame, wheels, a first support frame, a second support frame and an elastic tensioning member, the wheels are arranged at the bottom of the frame, and the wheels are configured to move along the aircraft release track; the first support frame is hinged to the front end of the frame along the first direction, and the second support frame is arranged at the rear end of the frame along the first direction, the first support frame has a first end and a second end respectively located on both sides of the hinge center of the first support frame, the front and rear ends of the aircraft are configured to be respectively hung on the first end and the second support frame of the first support frame, and the first direction is consistent with the release direction of the aircraft; one end of the elastic tensioning member is connected to the second end of the first support frame, and the other end of the elastic tensioning member is connected to the frame.

[0062] When releasing the aircraft, it can be placed on the aircraft release track first, and the first end of the first support frame can be lifted to an upright state under the action of external force, and then the hanging node at the front end of the aircraft can be hung on the first end of the first support frame, and the hanging point at the rear end of the aircraft can be hung on the second support frame; thereafter, a force in the first direction can be applied to the release device to accelerate the release device along the track. When the release device accelerates to the required speed, a force opposite to the first direction can be applied to the release device, and the release device starts to decelerate. At the moment of deceleration, the front and rear hanging points of the aircraft will be separated from the first support frame and the second support frame under inertia, and at the moment of separation, since the first end of the support frame loses the pulling force of the aircraft toward the rear, the support frame quickly falls in the first direction under the action of the elastic tensioning member, thereby avoiding interference with the first support frame when the aircraft is released, and improving the safety of the aircraft when it is released.

[0063] Figure 1 A schematic diagram of a first structural embodiment of an aircraft release device provided by an embodiment of the present invention; Figure 2 A schematic diagram of a second structure of an aircraft release device provided in an embodiment of the present invention; Figure 3 A schematic diagram of a third structure of an aircraft release device provided in an embodiment of the present invention; Figure 4 A partially enlarged schematic diagram of an aircraft release device provided by an embodiment of the present invention; Figure 5 A schematic diagram of a first support frame in an aircraft release device provided by an embodiment of the present invention after being tilted forward; Figure 6 A schematic structural diagram of a limit assembly in an aircraft release device provided by an embodiment of the present invention; Figure 7 A schematic structural diagram of an anti-rebound assembly in an aircraft release device provided in an embodiment of the present invention.

[0064] You can refer to Figures 1 to 7The embodiment of the present invention provides an aircraft release device 100, including a frame 110, wheels 120, a first support frame 130, a second support frame 140 and an elastic tensioning member 150. The wheels 120 are arranged at the bottom of the frame 110 and are configured to move along the aircraft release track; the first support frame 130 is hinged to the front end of the frame 110 along the first direction, the second support frame 140 is arranged at the rear end of the frame 110 along the first direction, and the first support frame 130 has two parts respectively located at the first support frame 130. The first end and the second end on both sides of the hinge center, the front and rear ends of the aircraft are configured to be respectively hung on the first end of the first support frame 130 and the second support frame 140, and the first direction is consistent with the release direction of the aircraft; the elastic tensioning member 150 is located between the first support frame 130 and the second support frame 140, one end of the elastic tensioning member 150 is connected to the second end of the first support frame 130, and the other end of the elastic tensioning member 150 is connected to the frame 110 to apply a pulling force to the second end of the first support frame 130 toward the second support frame 140.

[0065] The aircraft release device 100 provided in the embodiment of the present invention can be first placed on the aircraft release track when releasing the aircraft, and the first end of the first support frame 130 can be lifted to an upright state under the action of an external force, and then the hanging node at the front end of the aircraft is hung on the first end of the first support frame 130, and the hanging point at the rear end of the aircraft is hung on the second support frame 140. At this time, after the external force is removed, the first end of the first support frame 130 can continue to maintain an upright state under the backward pulling force of the aircraft; thereafter, a force in the first direction can be applied to the release device 100 to make the release device 100 move along the track When the release device 100 is accelerated to the required speed, a force opposite to the first direction can be applied to the release device 100, and the release device 100 starts to decelerate. At the moment of deceleration, the front and rear hanging points of the aircraft will separate from the first support frame 130 and the second support frame 140 under inertia. At the moment of separation, since the first end of the support frame loses the pulling force of the aircraft toward the rear, the support frame quickly falls in the first direction under the action of the elastic tensioning member 150, thereby avoiding interference with the first support frame 130 when the aircraft is released, and improving the safety of the aircraft when released.

[0066] The above embodiment may further include a limit assembly 160, which is disposed on the vehicle frame 110 in front of the first support frame 130. The limit assembly 160 includes a limit pin 161. The limit pin 161 is configured to extend when the aircraft is connected to the first support frame 130 and the second support frame 140 to prevent the first end of the first support frame 130 from tipping over in the first direction. When the aircraft is connected to the release device 100, when the first end of the first support frame 130 is lifted to an upright position by an external force, the limit pin 161 can be extended to abut against the front side of the first end of the first support frame 130. In this way, the external force can be removed to avoid the need to continuously maintain the upright position of the first support frame 130 by the external force when connecting the aircraft. After the aircraft is connected to the release device 100, the limit pin 161 can be controlled to retract to prevent the limit pin 161 from affecting the subsequent tipping of the first support frame 130 toward the front (first direction).

[0067] like Figure 6 As shown, the limit assembly 160 can also include a mounting seat 162, which can be fixedly connected to the frame 110, and one end of the limit pin 161 can be movably inserted into the mounting seat 162. The limit pin 161 can limit the rotation range of the first support frame 130 by extending or retracting into the mounting seat 162.

[0068] In the above embodiment, an anti-rebound component 170 may also be included. The anti-rebound component 170 includes a fixed seat 171 and a moving member 172. The fixed seat 171 is fixedly arranged on the frame 110 in front of the mounting seat 162 along the first direction; the first end of the moving member 172 is elastically connected to the fixed seat 171, and the moving member 172 is located below the limit pin 161. The upper end surface of the second end of the moving member 172 forms an inclined surface. The first support frame 130 is configured to retract the second end of the moving member 172 by squeezing the inclined surface when it is tilted in the first direction. The second end of the moving member 172 is configured to rebound when the first end of the first support frame 130 tilts below the moving member 172 to prevent the first end of the first support frame 130 from rotating in the second direction. The second direction is opposite to the first direction. Figure 7As shown, it can be understood that the second end of the movable member 172 generally extends out of the fixed seat 171. When the first end of the first support frame 130 tilts toward the front, the first end of the first support frame 130 can apply a force toward the oblique side to the inclined surface of the second end of the movable member 172. In this way, the second end of the movable member 172 can be pushed into the fixed seat 171. In this way, the first end of the first support frame 130 can continue to tilt toward the front. When the first end of the first support frame 130 tilts to disengage from the movable member 172 (rotates to the bottom of the movable member 172), the second end of the movable member 172 loses the force of the first support frame 130, thereby rebounding from the fixed seat 171 to its original position. The second end of the movable member 172 that rebounds can block the first end of the first support frame 130 from rotating in the opposite direction (opposite to the direction of rotation toward the forward tilt) due to the collision with the vehicle frame 110, thereby further preventing the first support frame 130 from interfering with the release process of the aircraft.

[0069] The above embodiment may further include a telescopic member 180, one end of which is connected to the vehicle frame 110 on the front side of the first support frame 130, and the other end of which is connected to the second end of the first support frame 130. It will be understood that the telescopic member 180 can be freely extended and retracted and has no effect on the rotation of the first support frame 130. However, the provision of the telescopic member 180 can improve the structural stability of the first support frame 130 and prevent it from swinging left and right along the width direction of the vehicle frame 110 (perpendicular to the first direction) during rotation.

[0070] In the above embodiment, the front side of the vehicle frame 110 may have hinged seats 111 on opposite sides along the width direction, and the two sides of the first support frame 130 are respectively hinged to the hinged seats 111. The first end of the first support frame 130 has a first hanging portion 131, and the end of the second support frame 140 away from the vehicle frame 110 has a second hanging portion. The front and rear ends of the aircraft are configured to be respectively hung on the first hanging portion 131 and the second hanging portion. The width direction is perpendicular to the extension direction of the track. By hingedly connecting the two sides of the first support frame 130, the stability of the first support frame 130 during rotation can be improved, and interference with the aircraft can be better avoided.

[0071] In the above embodiment, the first support frame 130 specifically includes two support arms 133 spaced apart along the width direction and a first crossbar 132 connected between the two support arms 133. Each end of the two support arms 133 includes a first connecting portion 131. Connecting the aircraft via the two support arms 133 not only improves the reliability of the connection between the aircraft and the release device 100, ensuring stable movement of the aircraft under the traction of the release device 100, but also simplifies the structure of the first support frame 130, reducing the space occupied by the first support frame 130 and further reducing the possibility of interference between the first support frame 130 and the aircraft.

[0072] like Figure 1 and Figure 5 As shown, in the above embodiment, two limit assemblies 160 and two anti-rebound assemblies 170 can be provided, and one limit assemblies 160 and one anti-rebound assemblies 170 correspond to a support arm 133 in the first support frame 130. Through this arrangement, the force on the first support frame 130 can be more uniform.

[0073] In the above embodiment, the structure of the second support frame 140 has various forms. For example, the second support frame 140 can be fixedly set on the frame 110. The second support frame 140 includes a second cross bar 141 extending along the width direction of the frame 110. The second cross bar 141 forms a second hanging portion. This structure of the second support frame 140 is more stable and reliable.

[0074] For another example, the second support frame 140 may also include two articulated frames 142 spaced apart along the width direction of the vehicle frame 110, the two articulated frames 142 being hinged to the vehicle frame 110, the first end of the articulated frame 142 and the second end of the articulated frame 142 being respectively located on either side of the hinge center of the articulated frame 142 on the vehicle frame 110; a first elastic member 143 is connected between the first ends of the two articulated frames 142, and a second elastic member 144 is connected between the second ends of the two articulated frames 142, the first elastic member 143 forming a second hanging portion, the first elastic member 143 being configured to stretch in the second direction when the aircraft is hung on the first elastic member 143; when the aircraft is detached from the first elastic member 143, the second elastic member 144 is configured to pull the second ends of the two articulated frames 142 so that the first ends of the two articulated frames 142 tilt toward the outside of the vehicle frame 110 along the width direction. The hanging node at the rear end of the aircraft may be hung on the first elastic member 143, and as shown in FIG. Figure 2 The first elastic member 143 is pulled backward (opposite to the first direction or the release direction of the aircraft) in the manner shown. In this way, the pulling force of the first elastic member 143 on the first ends of the two hinged frames 142 and the pulling force of the second elastic member 144 on the second ends of the two hinged frames 142 are balanced, so that the two hinged frames 142 can be in a Figure 2 In the state shown, when the aircraft is separated from the release device 100, the elastic force on the first elastic member 143 is reduced, so that the two articulated frames 142 are pulled toward both sides by the second elastic member 144 to avoid interference between the two articulated frames 142 and the aircraft during takeoff.

[0075] In the above embodiment, the elastic tensioning member 150 and the second elastic member 144 may be springs, and the first elastic member 143 may be an elastic rope, such as a steel wire rope.

[0076] The aircraft release device 100 provided in the embodiment of the present invention includes a frame 110, wheels 120, a first support frame 130, a second support frame 140 and an elastic tensioning member 150. The wheels 120 are arranged at the bottom of the frame 110 and are configured to move along the aircraft release track. The first support frame 130 is hinged to the front end of the frame 110 along the first direction, and the second support frame 140 is arranged at the rear end of the frame 110 along the first direction. The first support frame 130 has hinges respectively located at the first support frame 130. The first end and the second end on both sides of the center are connected, and the front and rear ends of the aircraft are configured to be respectively hung on the first end of the first support frame 130 and the second support frame 140, and the first direction is consistent with the release direction of the aircraft; the elastic tensioning member 150 is located between the first support frame 130 and the second support frame 140, one end of the elastic tensioning member 150 is connected to the second end of the first support frame 130, and the other end of the elastic tensioning member 150 is connected to the frame 110 to apply a pulling force to the second end of the first support frame 130 toward the second support frame 140.

[0077] The aircraft release device 100 provided in the embodiment of the present invention can be first placed on the aircraft release track when releasing the aircraft, and the first end of the first support frame 130 can be lifted to an upright state under the action of an external force, and then the hanging node at the front end of the aircraft is hung on the first end of the first support frame 130, and the hanging point at the rear end of the aircraft is hung on the second support frame 140. At this time, after the external force is removed, the first end of the first support frame 130 can continue to maintain an upright state under the backward pulling force of the aircraft; thereafter, a force in the first direction can be applied to the release device 100 to make the release device 100 move along the track When the release device 100 is accelerated to the required speed, a force opposite to the first direction can be applied to the release device 100, and the release device 100 starts to decelerate. At the moment of deceleration, the front and rear hanging points of the aircraft will separate from the first support frame 130 and the second support frame 140 under inertia. At the moment of separation, since the first end of the support frame loses the pulling force of the aircraft toward the rear, the support frame quickly falls in the first direction under the action of the elastic tensioning member 150, thereby avoiding interference with the first support frame 130 when the aircraft is released, and improving the safety of the aircraft when released.

[0078] 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: It includes a frame, wheels, a first support frame, a second support frame, an elastic tensioning member and a limiting assembly, wherein the wheels are arranged at the bottom of the frame and are configured to move along the aircraft release track; The first support frame is hinged to the front end of the vehicle frame along a first direction, and the second support frame is provided at the rear end of the vehicle frame along the first direction, the first support frame having a first end and a second end respectively located on either side of a hinge center of the first support frame, and the front and rear ends of the aircraft are configured to be respectively hung on the first end of the first support frame and the second support frame, and the first direction is consistent with a release direction of the aircraft; The elastic tensioning member is located between the first support frame and the second support frame, one end of the elastic tensioning member is connected to the second end of the first support frame, and the other end of the elastic tensioning member is connected to the vehicle frame to apply a pulling force on the second end of the first support frame toward the second support frame; The limiting assembly is arranged on the frame on the front side of the first support frame, and the limiting assembly includes a limiting pin, which is configured to extend when the aircraft is connected to the first support frame and the second support frame to prevent the first end of the first support frame from tipping toward the first direction.

2. The aircraft release device according to claim 1, characterized in that: The limiting assembly further includes a mounting seat, which is fixedly connected to the vehicle frame, and one end of the limiting pin is movably inserted into the mounting seat.

3. The aircraft release device according to claim 2, characterized in that: It also includes an anti-rebound assembly, the anti-rebound assembly including a fixed seat and a moving member, the fixed seat is fixedly arranged on the frame on the front side of the mounting seat along the first direction; The first end of the movable member is elastically connected to the fixed seat, the movable member is located below the limit pin, the upper end surface of the second end of the movable member forms an inclined surface, the first support frame is configured to retract the second end of the movable member by squeezing the inclined surface when tilting toward the first direction, and the second end of the movable member is configured to rebound when the first end of the first support frame tilts below the movable member to prevent the first end of the first support frame from rotating in a second direction, which is opposite to the first direction.

4. The aircraft release device according to claim 3, characterized in that: It also includes a telescopic member, one end of which is connected to the frame on the front side of the first support frame, and the other end of which is connected to the second end of the first support frame.

5. The aircraft release device according to claim 4, characterized in that: The front side of the frame is provided with hinged seats on two opposite sides along the width direction, and the two sides of the first support frame are respectively hinged to the hinged seats; The first end of the first support frame has a first hanging portion, and the end of the second support frame away from the frame has a second hanging portion, and the front and rear ends of the aircraft are configured to be hung on the first hanging portion and the second hanging portion respectively; wherein the width direction is perpendicular to the extension direction of the track.

6. The aircraft release device according to claim 5, characterized in that: The first support frame includes two support arms spaced apart along the width direction and a first cross bar connected between the two support arms. Each end of the two support arms has a first hanging portion.

7. The aircraft release device according to claim 5 or 6, characterized in that: The second support frame is fixedly arranged on the vehicle frame, and the second support frame includes a second cross bar extending along the width direction of the vehicle frame, and the second cross bar forms the second hanging portion.

8. The aircraft release device according to claim 5 or 6, characterized in that: The second support frame includes two articulated frames spaced apart along the width direction of the frame, the two articulated frames are hinged to the frame, and the first end of the articulated frame and the second end of the articulated frame are respectively located on both sides of the hinge center of the articulated frame on the frame; A first elastic member is connected between the first ends of the two articulated frames, and a second elastic member is connected between the second ends of the two articulated frames, the first elastic member forming the second hanging portion, and the first elastic member is configured to stretch in the second direction when the aircraft is hung on the first elastic member; When the aircraft is separated from the first elastic member, the second elastic member is configured to pull the second ends of the two articulated frames to cause the first ends of the two articulated frames to fall toward the outer sides of the vehicle frame in the width direction.

9. The aircraft release device according to claim 8, characterized in that: The elastic tensioning member and the second elastic member are springs, and the first elastic member is an elastic rope.

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