Aircraft preload acceleration device

Abstract

The present application provides an aircraft preload acceleration device, which relates to the technical field of aircraft short-distance takeoff. The device includes a guide rail, a shuttle, a traction group, a load-bearing chassis and a restraining mechanism. The guide rail is arranged along the length direction of the slide; the shuttle includes a shuttle body and a first hanger arranged on the shuttle body, and the shuttle body is slidably arranged in the guide rail. The traction group includes a first traction member and a second traction member, and the first traction member and the second traction member are respectively connected to the two ends of the shuttle body. The load-bearing chassis is used to fix the aircraft, and includes a chassis body, a first connecting member and a second connecting member arranged on the chassis body; the restraining mechanism is arranged on the slide. The aircraft preload acceleration device provided by the present application, by arranging the traction group and the restraining mechanism, makes the entire acceleration process of the aircraft include a preload stage and an acceleration stage, ensuring that the aircraft obtains the required speed at a predetermined time and position, achieving an adaptation effect for aircraft with different deadweights, and ensuring the safety of the aircraft's travel.

Description

Technical Field

[0001] The present application relates to the technical field of short-distance takeoff of aircraft, and in particular to an aircraft preload acceleration device. Background Art

[0002] An aircraft carrier is a large surface combat ship that provides a maritime base for aircraft such as fighter jets, helicopters and other carrier-based aircraft. In addition, the above-mentioned aircraft can not only take off and land on aircraft carriers in multiple batches, but can also take off and land from medium and small ships, fly over the sea, and be active over the ocean as a single aircraft or in groups.

[0003] Conventional aircraft carriers consist of a hull and a slideway for aircraft to glide along. The slideway has a starting point and an end point. During preflight, the aircraft is positioned at the start of the slideway. The aircraft accelerates along the slideway to its preflight speed for takeoff.

[0004] However, the actual length of the slide is limited. Due to limitations such as the aircraft's own weight, some aircraft cannot reach the take-off speed when they reach the end point even if they continue to accelerate from the starting point. They are prone to stalling and other phenomena, which seriously threatens flight safety. Summary of the Invention

[0005] In view of this, the present application provides an aircraft preload acceleration device to solve the problem that the existing aircraft cannot reach the take-off speed even after accelerating all the way within a limited slide length, threatening flight safety.

[0006] To achieve the above objectives, the present application provides an aircraft preload acceleration device, which adopts the following technical solutions:

[0007] The present application provides an aircraft preload acceleration device, comprising:

[0008] A guide rail is provided along the length of the slideway of the aircraft;

[0009] A shuttle comprises a shuttle body and a first hanging member provided on the shuttle body, wherein the shuttle body is slidably provided in the guide rail;

[0010] a traction group, comprising a first traction member and a second traction member, wherein the first traction member and the second traction member are respectively connected to two ends of the shuttle body, and are adapted to respectively apply a force to the shuttle body to move forward and backward along the guide rail;

[0011] A load-bearing chassis, used to fix the aircraft, comprising a chassis body, a first connecting member and a second connecting member provided on the chassis body, wherein the first connecting member is used to be hung on the first hanging member;

[0012] a restraining mechanism, the restraining mechanism being arranged on the slideway and being used for hanging the second connecting member;

[0013] The restraining mechanism is configured to disengage from the second connecting member when the force exerted by the first traction member on the shuttle body reaches a preset value; the second traction member is configured to apply a force to the shuttle body to cause it to retreat when the shuttle body accelerates to a preset speed, so that the first hanging member is disengaged from the first connecting member to release the load-bearing chassis.

[0014] In a possible implementation, the traction group further includes a driving member, the first traction member and the second traction member are arranged along the guide rail, the driving member connects the first traction member and the second traction member, and is suitable for driving the shuttle body forward by applying force to the first traction member, and driving the shuttle body backward by applying force to the second traction member.

[0015] In a possible implementation, the guide rail includes a first guide rail portion, a second guide rail portion, and a receiving groove for receiving the shuttle body, all of which are arranged along the length direction of the slideway, and the receiving groove is arranged between the first guide rail portion and the second guide rail portion.

[0016] In a possible implementation, the shuttle further includes a roller, which is rotatably connected to the shuttle body, and a peripheral wall of the roller abuts against a bottom wall of the accommodating groove.

[0017] In a possible implementation, the shuttle further includes at least two sliders, which are mounted on both side walls of the shuttle body and are suitable for filling the gap between the shuttle body and the inner wall of the accommodating groove.

[0018] In a possible implementation, the first connecting member includes a connecting rod and a hanging rod, the connecting rod is connected to the chassis body, and the hanging rod is arranged through the connecting rod;

[0019] The first hanging member is provided with a placement groove for accommodating the connecting rod, and the first hanging member is provided with a hook, the hanging rod is hooked with the hook, and the opening of the hook is away from the load-bearing chassis, so that when the second traction member applies a force to the shuttle body to make it retract, the hanging rod is separated from the first hanging member to cancel the hooking.

[0020] In one possible implementation, the aircraft preload acceleration device also includes an adjusting member, wherein the connecting rod is hinged at one end of the chassis body, and the adjusting member is respectively connected to the connecting rod and the chassis body, and is suitable for the adjusting member to adjust the angle of the connecting rod relative to the placement groove to adjust the relative position between the hanging rod and the first hanger.

[0021] In a possible implementation, the second connecting member includes a connecting seat and a pin rotatably disposed on the connecting seat, wherein the connecting seat is disposed on the other end of the chassis body away from the connecting rod;

[0022] The restraining mechanism includes a second hanger and an adjustment component. The second hanger is used to be hung with the pin shaft. The adjustment component is arranged on the slide and is suitable for adjusting the hanging angle of the second hanger to achieve or cancel the hanging with the pin shaft.

[0023] In a possible implementation, the second hanging member has a first end, a second end, and a third end, the first end is hook-shaped, and there is a distance between the second end and the third end;

[0024] The adjustment component includes:

[0025] a mounting seat, the mounting seat being fixed on the slideway;

[0026] a base rod, one end of the base rod being hinged to the second end, the base rod being hinged to the mounting seat, the hinge point being collinear with the first end and the second end;

[0027] The electric cylinder has two ends hinged to the base rod and the third end respectively, and is suitable for the electric cylinder to drive the second pendant to rotate through the third end, so that the first end can realize or cancel the connection with the pin shaft.

[0028] In a possible implementation, an elastic member is provided on the mounting seat, and the elastic member is provided below the base rod and close to the second hanging member.

[0029] The aircraft preload acceleration device provided in this application is designed to, before use, first secure the aircraft to a load-bearing chassis, with a restraining mechanism connected to the load-bearing chassis via a second connecting member. During actual use, a first pulling member continuously applies a force to the load-bearing chassis via a shuttle, causing the first pulling member, shuttle, load-bearing chassis, and restraining mechanism to be tensioned as a whole. When the pulling force applied by the first pulling member reaches a preset value, the restraining mechanism disengages from the second connecting member, releasing the load-bearing chassis. The first pulling member continues to apply a force to the shuttle to propel the load-bearing chassis forward, accelerating the load-bearing chassis on the guide rails. Subsequently, when the shuttle and load-bearing chassis accelerate to a preset speed, the first pulling member ceases applying force, while the second pulling member begins applying a force to the shuttle to retract it. This force causes the shuttle to retract, thereby disengaging the first hanging member from the first connecting member, thereby releasing the load-bearing chassis and the aircraft. At this point, the aircraft has reached a preset takeoff speed and successfully takes off.

[0030] By precisely controlling the operation of the traction group and the restraining mechanism, rapid start-up and acceleration of the aircraft within a limited distance are achieved. Specifically, by setting up the traction group and the restraining mechanism, the entire acceleration process of the aircraft includes a pre-tightening stage and an acceleration stage. During the pre-tightening stage, the aircraft can obtain a certain acceleration at the take-off point, and then after the restraining mechanism is released, the aircraft is accelerated to a preset take-off speed during the acceleration stage driven by the restraining group, ensuring that the aircraft obtains the required speed at the predetermined time and position, thereby achieving efficient take-off and acceleration and ensuring the safety of the aircraft. At the same time, by calculating in advance the pre-tightening force of the acceleration required to be achieved in the pre-tightening stage under the condition of the aircraft's own weight, and the take-off speed required to be achieved in the acceleration stage, an adaptation effect to aircraft with different self-weights is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings herein are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 A schematic diagram of the structure of an aircraft preload acceleration device provided in an embodiment of the present application;

[0033] Figure 2 for Figure 1 Schematic diagram of the structure of the middle shuttle;

[0034] Figure 3 for Figure 1 Schematic diagram of the structure of the middle traction group;

[0035] Figure 4 for Figure 1 Schematic diagram of the structure of the medium load-bearing chassis;

[0036] Figure 5 for Figure 1 Schematic diagram of the structure of the central restraining mechanism.

[0037] Description of reference numerals:

[0038] 100 - guide rail; 110 - first guide rail portion; 120 - second guide rail portion; 130 - receiving groove;

[0039] 200 - shuttle; 210 - shuttle body; 220 - first hanging member; 221 - placement slot; 222 - hook; 230 - roller; 240 - slider;

[0040] 300 - traction group; 310 - first traction member; 320 - second traction member; 330 - driving member;

[0041] 400-load-bearing chassis; 410-chassis body;

[0042] 420-first connecting member; 421-connecting rod; 422-hanging rod;

[0043] 430-second connecting member; 431-connecting seat; 432-pin shaft;

[0044] 500 - restraining mechanism; 510 - second pendant; 511 - first end; 512 - second end; 513 - third end; 514 - reinforcement sleeve;

[0045] 520-adjustment assembly; 521-mounting seat; 522-base rod; 523-electric cylinder;

[0046] 600-adjustment parts;

[0047] 700-Elastic parts.

[0048] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0049] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0050] Secondly, it should be noted that in the description of this application, terms such as "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on this application.

[0051] In addition, it should be noted that, in the description of this application, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, it can mean fixed connection, detachable connection, or integral connection; it can mean mechanical connection or electrical connection; it can mean direct connection or indirect connection through an intermediate medium; it can mean internal communication between two components. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0052] An aircraft carrier is a large surface combat ship that provides a maritime base for aircraft such as fighter jets, helicopters and other carrier-based aircraft. In addition, the above-mentioned aircraft can not only take off and land on aircraft carriers in multiple batches, but can also take off and land from medium and small ships, fly over the sea, and be active over the ocean as a single aircraft or in groups.

[0053] Conventional aircraft carriers consist of a hull and a slideway for aircraft to glide along. The slideway has a starting point and an end point. During preflight, the aircraft is positioned at the start of the slideway. The aircraft accelerates along the slideway to its preflight speed for takeoff.

[0054] However, the actual length of the slide is limited. Due to limitations such as the aircraft's own weight, some aircraft cannot reach the take-off speed when they reach the end point even if they continue to accelerate from the starting point. They are prone to stalling and other phenomena, which seriously threatens flight safety.

[0055] In response to the above problems, the present application provides an aircraft preload acceleration device to solve the problem that existing aircraft cannot reach the take-off speed even after accelerating all the way within a limited slide length, threatening flight safety.

[0056] The present application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0057] Reference Figures 1 to 5 As shown, an aircraft preload acceleration device provided by an embodiment of the present application includes a guide rail 100 , a shuttle 200 , a traction group 300 , a load-bearing chassis 400 and a restraining mechanism 500 .

[0058] The guide rail 100 is arranged along the length direction of the slideway of the aircraft; the shuttle 200 includes a shuttle body 210 and a first hanger 220 arranged on the shuttle body 210, and the shuttle body 210 is slidably arranged in the guide rail 100.

[0059] The traction group 300 includes a first traction member 310 and a second traction member 320 . The first traction member 310 and the second traction member 320 are respectively connected to two ends of the shuttle body 210 and are adapted to apply forces to the shuttle body 210 to move forward and backward along the guide rail 100 .

[0060] The load-bearing chassis 400 is used to fix the aircraft, and includes a chassis body 410, a first connecting member 420 and a second connecting member 430 provided on the chassis body 410, wherein the first connecting member 420 is used to be hung on the first hanging member 220;

[0061] The restraining mechanism 500 is disposed on the slideway for hanging the second connecting member 430 .

[0062] In which, the restraining mechanism 500 is configured to disengage from the second connecting member 430 when the force exerted by the first traction member 310 on the shuttle body 210 reaches a preset value; in addition, the second traction member 320 is configured to apply a force to the shuttle body 210 to cause it to retreat when the shuttle body 210 accelerates to a preset speed, so that the first hanging member 220 is disengaged from the first connecting member 420 to release the load-bearing chassis 400.

[0063] Before using the preload acceleration device, the aircraft is first fixed to the load-bearing chassis 400, and the restraining mechanism 500 is connected to the load-bearing chassis 400 through the second connecting member 430; during actual use, the first traction member 310 continuously applies a force to the load-bearing chassis 400 through the shuttle 200 to make it move forward, and the first traction member 310, the shuttle 200, the load-bearing chassis 400 and the restraining mechanism 500 are tightened as a whole. When the traction force applied by the first traction member 310 reaches a preset value, the restraining mechanism 500 is disengaged from the second connecting member 430, and the load-bearing chassis 400 is released; the first traction member 310 continues to apply a force to the shuttle 200 to drive the load-bearing chassis 400 to move forward, and the load-bearing chassis 400 performs an accelerated motion on the guide rail 100.

[0064] Next, when the shuttle 200 and the load-bearing chassis 400 accelerate to a predetermined speed, the first pulling member 310 ceases its force, while the second pulling member 320 begins exerting a force on the shuttle 200 to force it back. This force causes the shuttle 200 to begin to retreat, further disengaging the first hanging member 220 from the first connecting member 420, thereby releasing the load-bearing chassis 400 and the aircraft. At this point, the aircraft has reached the predetermined takeoff speed and successfully takes off.

[0065] The aircraft preload acceleration device provided in the present application realizes rapid start-up and acceleration of the aircraft within a limited distance by precisely controlling the operation of the traction group 300 and the restraining mechanism 500. Specifically, by setting the traction group 300 and the restraining mechanism 500, the entire acceleration process of the aircraft includes a preload stage and an acceleration stage. During the preload stage, the aircraft can obtain a certain acceleration at the take-off point, and then the aircraft is accelerated to a preset take-off speed during the acceleration stage driven by the restraining group after the restraining mechanism 500 is released, ensuring that the aircraft obtains the required speed at the predetermined time and position, thereby achieving efficient take-off and acceleration and ensuring the safety of the aircraft. At the same time, by calculating in advance the preload force of the acceleration required to be achieved in the preload stage under the condition of the aircraft's own weight, and the take-off speed required to be achieved in the acceleration stage, an adaptation effect to aircraft with different self-weights is achieved.

[0066] It should be noted that as long as the traction force does not exceed the allowable tensile value of the load-bearing chassis 400, the acceleration can be maximized.

[0067] Furthermore, the traction group 300 also includes a driving member 330. The first traction member 310 and the second traction member 320 are arranged along the guide rail 100. The driving member 330 connects the first traction member 310 and the second traction member 320, and is suitable for driving the shuttle body 210 forward by applying force to the first traction member 310, and driving the shuttle body 210 backward by applying force to the second traction member 320.

[0068] The driving member 330 is a power component within the traction group 300, responsible for applying force to the first traction member 310 and the second traction member 320. When the driving member 330 applies force to the first traction member 310, the first traction member 310 will pull the shuttle 200 forward along the guide rail 100; and when the driving member 330 applies force to the second traction member 320, the second traction member 320 will push the shuttle 200 back along the guide rail 100. This design makes the movement of the shuttle 200 more controllable and can be quickly adjusted as needed. This makes the aircraft preload acceleration device more efficient, controllable, and flexible. It can quickly adjust the movement state of the shuttle 200 and the load-bearing chassis 400 according to actual needs, providing strong support for the aircraft's takeoff and acceleration process.

[0069] The guide rail 100 includes a first guide rail portion 110 , a second guide rail portion 120 and a receiving groove 130 for receiving the shuttle body 210 . All three are arranged along the length direction of the slideway. The receiving groove 130 is arranged between the first guide rail portion 110 and the second guide rail portion 120 .

[0070] The first and second rail sections 110, 120 form the main structure of the guide rail 100. They extend along the length of the slideway and provide a stable sliding path for the shuttle 200. The receiving groove 130 is designed specifically for the sliding space of the shuttle 200. The shuttle body 210 of the shuttle 200 slides snugly within the receiving groove 130. This design reduces friction between the shuttle body 210 and the guide rail 100, allowing the shuttle 200 to move forward and backward more smoothly. Furthermore, the presence of the receiving groove 130 ensures the stability of the shuttle 200 during movement, preventing it from deviating from its intended path.

[0071] Furthermore, the shuttle 200 further includes a roller 230 , which is rotatably connected to the shuttle body 210 , and a peripheral wall of the roller 230 abuts against the bottom wall of the accommodating groove 130 .

[0072] The contact between the roller 230 and the bottom wall of the receiving groove 130 converts the sliding friction that may have occurred into rolling friction. The resistance of rolling friction is much smaller than that of sliding friction, which reduces energy loss and improves the travel efficiency of the shuttle 200.

[0073] In addition, the shuttle 200 further includes at least two sliders 240 . The sliders 240 are mounted on both side walls of the shuttle body 210 and are suitable for filling the gap between the shuttle body 210 and the inner wall of the receiving groove 130 .

[0074] The slider 240 effectively prevents the shuttle 210 from shaking or shifting during sliding, providing additional support and guidance for the shuttle 210, ensuring that the shuttle 200 always remains on the correct track. The slider 240 is typically made of a wear-resistant material, reducing friction between the shuttle 210 and the inner wall of the receiving groove 130. This not only reduces energy loss and improves sliding efficiency, but also extends the service life of the shuttle 200 and the guide rail 100.

[0075] Preferably, the slider 240 is detachably mounted on the shuttle body 210 , and when damaged, the slider 240 can be replaced alone, thus avoiding the need to replace the entire shuttle body 210 and saving production costs.

[0076] Preferably, eight sliders 240 are provided, and every four sliders 240 are evenly arranged on one side of the shuttle body 210 .

[0077] Furthermore, the first connecting member 420 includes a connecting rod 421 and a hanging rod 422 . The connecting rod 421 is connected to the chassis body 410 , and the hanging rod 422 is arranged through the connecting rod 421 .

[0078] The first hanging member 220 is provided with a placement groove 221 for accommodating the connecting rod 421, and the first hanging member 220 is provided with a hook 222, and the hanging rod 422 is hung with the hook 222. The opening of the hook 222 is away from the load-bearing chassis 400, so that when the second traction member 320 applies a force to the shuttle body 210 to make it retract, the hanging rod 422 is separated from the first hanging member 220 to cancel the hanging.

[0079] The provision of connecting rod 421 ensures a secure connection between the load-bearing chassis 400 and the first connecting member 420. The main function of the hanging rod 422 is to connect with the hook 222 on the first hanging member 220, thereby establishing a connection between the load-bearing chassis 400 and the shuttle 200. The placement slot 221 ensures that the connecting rod 421 is stably placed on the first hanging member 220, preventing it from shaking or falling off. Furthermore, the first hanging member 220 is also equipped with a hook 222. Because the opening of the hook 222 faces away from the load-bearing chassis 400, the hanging rod 422 will smoothly disengage from the hook 222 when the speed of the shuttle body 210 is slower than that of the load-bearing chassis 400. The provision of the first connecting member 420 ensures both stability during acceleration and quick and smooth disengagement when needed, ensuring efficient acceleration of the aircraft.

[0080] In addition, the aircraft preload acceleration device provided in the present application also includes an adjusting member 600, the connecting rod 421 is hinged at one end of the chassis body 410, and the adjusting member 600 is respectively connected to the connecting rod 421 and the chassis body 410, and is suitable for the adjusting member 600 to adjust the angle of the connecting rod 421 relative to the placement groove 221 to adjust the relative position between the hanging rod 422 and the first hanging member 220.

[0081] In actual use, the installation positions of the aircraft and the load-bearing chassis 400 may differ to some extent, resulting in a less-than-ideal relative position between the hanging rod 422 and the first hanging member 220. Adjustment of the adjusting member 600 ensures that the hanging rod 422 is accurately and stably attached to the first hanging member 220, avoiding unstable or failed connections caused by installation errors and ensuring the safety and stability of the aircraft during preload acceleration.

[0082] Preferably, the adjusting member 600 may be a gas spring.

[0083] It should be noted that the check mechanism 500 is arranged on the extension line of the guide rail 100. This ensures the compactness and consistency of the overall structure. At the same time, the check mechanism 500 is symmetrically arranged with the shuttle 200 based on the load-bearing chassis 400, ensuring the balanced force during overall pre-tightening.

[0084] Furthermore, the second connecting member 430 includes a connecting seat 431 and a pin shaft 432 rotatably disposed on the connecting seat 431 . The connecting seat 431 is disposed on the other end of the chassis body 410 away from the connecting rod 421 .

[0085] The restraining mechanism 500 includes a second hanger 510 and an adjustment assembly 520. The second hanger 510 is used to hang with the pin 432. The adjustment assembly 520 is arranged on the slide and is suitable for adjusting the hanging angle of the second hanger 510 to realize or cancel the hanging with the pin 432.

[0086] By positioning the connecting seat 431 at the other end of the chassis body 410, opposite the first connecting member 420, the second connecting member 430 and the first connecting member 420 together ensure the balance and stability of the chassis body 410. When the second hanging member 510 is attached to the pin 432, the second hanging member 510 can effectively restrain the shuttle 200, preventing it from accidentally retreating or detaching from the chassis, thereby ensuring the stability of the shuttle 200 during acceleration.

[0087] During the aircraft's preload acceleration process, the second connecting member 430 and the restraining mechanism 500 work together to ensure a stable connection and restraint between the chassis and the shuttle 200. When the device requires preload, the second hanging member 510 engages the pin 432, and the restraining mechanism 500 restrains the load-bearing chassis 400 via the pin 432. When the preload force on the load-bearing chassis 400 reaches a preset value, the adjustment assembly 520 adjusts the hook angle of the second hanging member 510, disconnecting it from the pin 432 and releasing the load-bearing chassis 400, ensuring overall safety and stability.

[0088] Furthermore, the second hanger 510 has a first end 511, a second end 512 and a third end 513, the first end 511 is hook-shaped, and there is a distance between the second end 512 and the third end 513; the adjustment component 520 includes a mounting seat 521, a base rod 522 and an electric cylinder 523.

[0089] Among them, the mounting seat 521 is fixed on the slide; one end of the base rod 522 is hinged to the second end 512, and the base rod 522 is hinged to the mounting seat 521. The hinge point is collinear with the first end 511 and the second end 512. The collinearity of the three points enables the base rod 522 to maintain overall balance when subjected to force, reducing the additional load on the electric cylinder 523, thereby improving the service life and stability of the electric cylinder 523.

[0090] Furthermore, the electric cylinder 523 is hinged at both ends to the base rod 522 and the third end 513, respectively. This allows the electric cylinder 523 to rotate the second pendant 510 via the third end 513, thereby enabling or disengaging the first end 511 from the pin 432. The telescopic movement of the electric cylinder 523 precisely controls the rotation angle of the second pendant 510, enabling quick engagement or disengagement with the pin 432. Due to the hinged design of the base rod 522 and the mounting base 521, the electric cylinder 523 is virtually stress-free during operation, significantly reducing wear and failure rates, and improving the reliability of the entire restraining mechanism 500.

[0091] During the aircraft's preload and acceleration process, when the second hanger 510 needs to be connected to the pin 432, the electric cylinder 523 extends, pushing the second hanger 510 to rotate about the hinge point, causing the hook-shaped portion of the first end 511 to hook onto the pin 432. To cancel the connection, the electric cylinder 523 contracts, pulling the second hanger 510 in the opposite direction, freeing the first end 511 from the pin 432. This method of connecting and disconnecting, driven by the electric cylinder 523, is not only simple to operate but also highly responsive, meeting the needs for rapid adjustments during aircraft preload and acceleration.

[0092] It should be noted that due to the rolling setting of the pin shaft 432, when the electric cylinder 523 drives the second pendant 510 to rotate, it only needs to overcome the torque generated by the friction of the rolling bearing (the friction coefficient of the rolling bearing is about 0.02). After the balance is broken, the pin shaft 432 will push the restraining mechanism 500 to rotate as a whole in the opposite direction.

[0093] Furthermore, the electric cylinder 523 can be replaced by a driving element such as an oil cylinder or a pneumatic cylinder.

[0094] Optionally, the hinge point at either end of the electric cylinder 523 may be set as a fixed connection point.

[0095] It should be noted that the first end 511 is also provided with a reinforcement sleeve 514. The design of the reinforcement sleeve 514 can significantly enhance the structural strength of the first end 511. Because the first end 511 is hook-shaped, it needs to withstand a certain amount of tension and impact when hooked to the pin 432. The presence of the reinforcement sleeve 514 can provide additional support and protection for the first end 511, preventing it from deforming or breaking when subjected to force, thereby improving the stability and reliability of the restraint mechanism 500. At the same time, the reinforcement sleeve 514 can reduce the risk of damage to the first end 511 due to force or wear. This not only reduces the frequency of repairs and replacements, but also reduces maintenance costs.

[0096] Preferably, the contact surface of the first end 511 may be arc-shaped to avoid processing errors and prevent decoupling during the pre-tightening process.

[0097] Furthermore, the base rod 522 includes a first part and a second part fixedly connected to the first part. One end of the first part is hinged to the second end 512. The second part is arranged in an arc shape with the arc opening facing the second hanger 510. The other end of the second part is connected to the electric cylinder 523.

[0098] The arc-shaped design of the second part makes the base rod 522 more structurally stable. At the same time, the arc-shaped opening is set toward the second hanger 510, which helps to better support and guide the movement of the second hanger 510. At the same time, due to the arc-shaped design of the second part, the electric cylinder 523 can push the base rod 522 more smoothly and efficiently.

[0099] Preferably, an elastic member 700 is provided on the mounting seat 521 , and the elastic member 700 is provided below the base rod 522 and close to the second hanging member 510 .

[0100] The elastic member 700 may be fixed by bolts.

[0101] The elastic member 700 supports the base rod 522 when the second hanger 510 is unhooked. When the electric cylinder 523 rotates the second hanger 510 to unhook it from the pin 432, the base rod 522 may be subjected to some impact or vibration. The elastic member 700 effectively absorbs this impact, stably supporting the base rod 522 and preventing it from shaking or being damaged by sudden unloading, thereby extending the service life of the check mechanism 500.

[0102] It should be noted that the above-mentioned aircraft preload acceleration device is not only applicable to aircraft. All application scenarios that achieve accelerated flight are within the scope of protection of this application and will not be described in detail here.

[0103] The aircraft preload acceleration device provided by the present application is provided with a method for fixing the aircraft on the load-bearing chassis 400 before using the preload acceleration device. The electric cylinder 523 is extended to push the second hanging member 510 to rotate around the hinge point, so that the hook-shaped portion of the first end 511 hooks the pin 432, thereby achieving the connection between the restraining mechanism 500 and the load-bearing chassis 400. In actual use, the driving member 330 continuously applies a force to the load-bearing chassis 400 through the shuttle 200 via the first traction member 310 to make it move forward. The guide member 310, the shuttle 200, the load-bearing chassis 400 and the restraining mechanism 500 are tightened as a whole. When the traction force applied by the first traction member 310 reaches a preset value, the electric cylinder 523 shortens, pulling the second hanger 510 to rotate in the opposite direction, so that the first end 511 disengages from the pin shaft 432, and the load-bearing chassis 400 is released; the driving member 330 continues to apply a force to the shuttle 200 through the first traction member 310 to drive the load-bearing chassis 400 to move forward, and the load-bearing chassis 400 accelerates on the guide rail 100.

[0104] Next, when the shuttle 200 and the load-bearing chassis 400 accelerate to a predetermined speed, the first pulling member 310 ceases exerting force, while the driving member 330, through the second pulling member 320, begins applying a force to the shuttle 200, causing it to retract. This force causes the shuttle 200 to begin retracting, allowing the hook 422 to smoothly disengage from the hook 222. The first hanging member 220 is then disconnected from the first connecting member 420, releasing the load-bearing chassis 400 and the aircraft. At this point, the aircraft has reached the predetermined takeoff speed and successfully takes off.

[0105] The aircraft preload acceleration device provided in the present application realizes rapid start-up and acceleration of the aircraft within a limited distance by precisely controlling the operation of the traction group 300 and the restraining mechanism 500. Specifically, by setting the traction group 300 and the restraining mechanism 500, the entire acceleration process of the aircraft includes a preload stage and an acceleration stage. During the preload stage, the aircraft can obtain a certain acceleration at the take-off point, and then the aircraft is accelerated to a preset take-off speed during the acceleration stage driven by the restraining group after the restraining mechanism 500 is released, ensuring that the aircraft obtains the required speed at the predetermined time and position, thereby achieving efficient take-off and acceleration and ensuring the safety of the aircraft. At the same time, by calculating in advance the preload force of the acceleration required to be achieved in the preload stage under the condition of the aircraft's own weight, and the take-off speed required to be achieved in the acceleration stage, an adaptation effect to aircraft with different self-weights is achieved.

[0106] Those skilled in the art will readily conceive of other implementations of the present application after considering the specification and practicing the technical solutions disclosed herein.

[0107] This application is intended to cover any modifications, uses or adaptations of the present application that follow the general principles of the present application and include common knowledge or customary technical means in the technical field that are not disclosed in this application.

[0108] It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

[0109] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. An aircraft preload acceleration device, characterized in that: include: A guide rail is provided along the length of the slideway of the aircraft; A shuttle comprises a shuttle body and a first hanging member provided on the shuttle body, wherein the shuttle body is slidably provided in the guide rail; a traction group, comprising a first traction member and a second traction member, wherein the first traction member and the second traction member are respectively connected to two ends of the shuttle body, and are adapted to respectively apply a force to the shuttle body to move forward and backward along the guide rail; A load-bearing chassis, used to fix the aircraft, comprising a chassis body, a first connecting member and a second connecting member provided on the chassis body, wherein the first connecting member is used to be hung on the first hanging member; a restraining mechanism, the restraining mechanism being arranged on the slideway and being used for hanging the second connecting member; The restraining mechanism is configured to disengage from the second connecting member when the force exerted by the first traction member on the shuttle body reaches a preset value; the second traction member is configured to apply a force to the shuttle body to cause it to retreat when the shuttle body accelerates to a preset speed, so that the first hanging member is disengaged from the first connecting member to release the load-bearing chassis.

2. The aircraft preload acceleration device according to claim 1, characterized in that: The traction group further includes a driving member, wherein the first traction member and the second traction member are arranged along the guide rail, and the driving member connects the first traction member and the second traction member, and is suitable for driving the shuttle body forward by applying force to the first traction member, and driving the shuttle body backward by applying force to the second traction member.

3. The aircraft preload acceleration device according to claim 1, characterized in that: The guide rail includes a first guide rail portion, a second guide rail portion and an accommodating groove for accommodating the shuttle body, all of which are arranged along the length direction of the slideway, and the accommodating groove is arranged between the first guide rail portion and the second guide rail portion.

4. The aircraft preload acceleration device according to claim 3, characterized in that: The shuttle further includes a roller, which is rotatably connected to the shuttle body, and a peripheral wall of the roller abuts against the bottom wall of the accommodating groove.

5. The aircraft preload acceleration device according to claim 3, characterized in that: The shuttle further comprises at least two sliders, which are mounted on both side walls of the shuttle body and are suitable for filling the gap between the shuttle body and the inner wall of the accommodating groove.

6. The aircraft preload acceleration device according to claim 1, characterized in that: The first connecting member includes a connecting rod and a hanging rod, the connecting rod is connected to the chassis body, and the hanging rod is arranged through the connecting rod; The first hanging member is provided with a placement groove for accommodating the connecting rod, and the first hanging member is provided with a hook, the hanging rod is hooked with the hook, and the opening of the hook is away from the load-bearing chassis, so that when the second traction member applies a force to the shuttle body to make it retract, the hanging rod is separated from the first hanging member to cancel the hooking.

7. The aircraft preload acceleration device according to claim 6, characterized in that: It also includes an adjusting member, wherein the connecting rod is hinged at one end of the chassis body, and the adjusting member is respectively connected to the connecting rod and the chassis body, and is suitable for the adjusting member to adjust the angle of the connecting rod relative to the placement slot to adjust the relative position between the hanging rod and the first hanging member.

8. The aircraft preload acceleration device according to claim 6 or 7, characterized in that: The second connecting member includes a connecting seat and a pin rotatably arranged on the connecting seat, and the connecting seat is arranged on the other end of the chassis body away from the connecting rod; The restraining mechanism includes a second hanger and an adjustment component. The second hanger is used to be hung with the pin shaft. The adjustment component is arranged on the slide and is suitable for adjusting the hanging angle of the second hanger to achieve or cancel the hanging with the pin shaft.

9. The aircraft preload acceleration device according to claim 8, characterized in that: The second hanging member has a first end, a second end and a third end, the first end is arranged in a hook shape, and there is a distance between the second end and the third end; The adjustment component includes: a mounting seat, the mounting seat being fixed on the slideway; a base rod, one end of the base rod being hinged to the second end, the base rod being hinged to the mounting seat, the hinge point being collinear with the first end and the second end; The electric cylinder has two ends hinged to the base rod and the third end respectively, and is suitable for the electric cylinder to drive the second pendant to rotate through the third end, so that the first end can realize or cancel the connection with the pin shaft.

10. The aircraft preload acceleration device according to claim 9, characterized in that: An elastic member is provided on the mounting seat, and the elastic member is arranged below the base rod and close to the second hanging member.

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