A universal aircraft arresting device

Abstract

The present invention discloses a universal aircraft arresting device, comprising a mobile damper, a mobile connector, a winding damping mesh and a liquid supply component; the mobile connector is arranged at one end of the mobile damper, the winding damping mesh is arranged on the upper wall surface of the mobile connector, and the liquid supply component is arranged on the mobile damper; the beneficial effect of the present invention is that two damping modes, namely the mobile damper and the winding damping mesh, are used to damp and arrest the aircraft, and compared with the existing device with only one damping mode, the device is enhanced in terms of the guarantee of damping and intercepting the aircraft, the usability of the device is improved, and the head of the aircraft is arrested during the entire taxiing process of the aircraft, thereby improving the arresting quality and efficiency, preventing the aircraft from skidding, avoiding the aircraft from losing balance and causing rollover, and improving the safety factor.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft arresting, in particular to a universal aircraft arresting device. Background Art

[0002] With the rapid development of the world's civil aviation industry, the number of flight take-offs and landings has increased significantly, and the number of aircraft running off the runway has been on the rise. How to avoid serious accidents after the aircraft runs off the runway has become an important issue in civil aviation safety. Nowadays, in order to solve this problem, interception equipment is usually installed at the tail of the aircraft landing runway. The existing technologies involved are as follows;

[0003] 1. An aircraft runway interception device with publication number CN118163955B discloses a runway, wherein an arresting bed is arranged on the runway, and a plurality of groups of reinforcing plates are fixedly connected in sequence along the left and right directions on the front and back sides of the top of the runway, wherein a transverse plate is inserted transversely on each group of the reinforcing plates, and a fixing seat is fixedly connected to the left end of each group of the transverse plates, and an arresting net is rotatably installed on the side where the front and rear groups of the fixing seats are close to each other, and an auxiliary component used in conjunction with the arresting net is arranged on the reinforcing plate, and by arranging the auxiliary component, a barrier is formed to quickly wrap the front wheels of the aircraft to limit the rolling of the wheels, so as to timely assist the wheels of the aircraft to brake, and the design of the plurality of groups of detachable arresting nets facilitates multiple auxiliary buffering of the aircraft; however, in the patent document, there is no damping relationship between the plurality of groups of detachable arresting nets, and after the aircraft rushes through the first layer of arresting nets, the aircraft is decelerated only by wrapping the front wheels of the aircraft, and wrapping the front wheels of the aircraft will cause the front wheels to not rotate or rotate abnormally, and the aircraft will skid, or even lose balance and roll over, and the safety factor is low;

[0004] 2. An arresting device with the publication number CN108910070B discloses a net body, a net cable assembly, a brake, a guide wheel assembly and a brake belt; the upper part of the net body is connected to the net cable assembly, and the net cable assembly can support the net body through the vertical net frame assembly; the brake and the guide wheel assembly are symmetrically distributed on both sides of the insurance road, the brake includes a rotatable belt disk, one end of the brake belt is fixed and wound on the belt disk, and the other end passes through the guide wheel assembly and is connected to the lower end of the net body; the brake also includes a brake assembly for braking the belt disk; however, in the patent document, the damping stretching of the net body by the aircraft collision is only achieved by the brake belt, the damping interception method for the aircraft collision is relatively single, and the brake belt has high requirements. If the brake belt is worn out during repeated use and the airport staff is not aware of it, it will lead to poor damping interception effect or even failure, and the safety factor is low;

[0005] Therefore, a universal aircraft arresting device is designed to safely intercept aircraft. Summary of the invention

[0006] In order to solve the problems proposed in the background technology that only relying on wrapping the front wheel of the aircraft to slow down the aircraft, causing the front wheel to not rotate or rotate abnormally, the aircraft will skid, or even lose balance and roll over, and the safety factor is low, and the damping stretching of the mesh body by the aircraft collision is only achieved through the brake belt, the damping interception method for the aircraft collision is relatively single, and the brake belt has high requirements. If the brake belt is worn out during repeated use and the airport staff is not aware of it, it will lead to poor damping interception effect or even failure, and the safety factor is low, a universal aircraft arresting device is designed to safely intercept the aircraft.

[0007] The technical solution of the present invention is: a universal aircraft arresting device, comprising a mobile damper, a mobile connector, a winding damping mesh body and a liquid supply component;

[0008] The mobile connector is arranged at one end of the mobile damper, the winding damping mesh is arranged on the upper wall surface of the mobile connector, and the liquid supply component is arranged on the mobile damper;

[0009] The mobile damper comprises a rectangular infrastructure symmetrically arranged on both sides of the runway, a cavity with a circular cross-section is arranged inside the rectangular infrastructure, a disc is movably arranged inside the cavity, a plurality of liquid holes are opened on the disc, a mobile column is installed at the center of the front end wall of the disc, the mobile column movably penetrates the front end wall of the rectangular infrastructure, and a reset component is also arranged on the rectangular infrastructure;

[0010] The reset assembly includes a reset motor, the reset motor is installed on the rear end wall of the rectangular infrastructure, and the driving end of the reset motor movably penetrates the rear end wall of the rectangular infrastructure, the driving end of the reset motor is installed with a lead screw, the other end of the lead screw is movably inserted on the front inner wall of the rectangular infrastructure, a stop column is threadedly sleeved on the lead screw, a limiting groove is provided on the cavity, the stop column is movably inserted on the limiting groove, and a U-shaped notch for avoiding the lead screw is provided on the disc;

[0011] A liquid inlet pipe and a liquid return pipe are inserted on the lower wall of the movable damper, the liquid supply component is arranged at one end of the liquid inlet pipe and the liquid return pipe, and the movable connector is arranged at the front end of the movable column.

[0012] Preferably, the mobile connector includes a counterweight body arranged at the front end of the mobile column, the lower wall of the counterweight body is provided with four moving wheels, the four moving wheels are in contact with the ground on both sides of the runway, the front end wall of the counterweight body is provided with an obstacle clearance surface, the obstacle clearance surface is an inclined structure, and the lowest point of the obstacle clearance surface is located between the lower wall of the counterweight body and the ground on both sides of the runway, and the winding damping mesh is arranged on the upper wall of the counterweight body.

[0013] Preferably, the wound damping mesh body includes a column arranged on the upper wall of the counterweight vehicle body, a bottom horizontal rope is arranged at the lower end of the side wall of the column, a top horizontal cover is arranged at the top end of the side wall of the column, and a plurality of damping retractors are arranged at equal distances on the inner top surface of the top horizontal cover, each of the damping retractors is installed with a longitudinal rope, and the lower end of the longitudinal rope is connected to the bottom horizontal rope.

[0014] Preferably, each of the damping retractors comprises two fixing frames, the two fixing frames are mounted on the inner top surface of the top cross cover, a winding shaft is rotatably mounted on the two fixing frames, two limit plates are fixedly mounted on the winding shaft, the upper end of the longitudinal rope is mounted between the two limit plates on the winding shaft, a through hole is provided on the winding shaft and between the two limit plates, two connecting plates are symmetrically mounted between the two limit plates and with the winding shaft as the center, an infrared receiver and an infrared transmitter are respectively mounted on the opposite wall surfaces of the two connecting plates and in a straight line with the through hole, a driven friction disk is mounted on both ends of the winding shaft, an active winding assembly and a damping rope release assembly are respectively arranged on the two sides of the two fixing frames, and a rope pressing assembly is arranged in the middle of the two fixing frames.

[0015] Preferably, the active winding assembly includes a first connecting column, which is installed on the inner top surface of the top cross cover, and a power-driven hydraulic cylinder is installed at the lower end of the first connecting column. A winding motor is installed at the telescopic end of the power-driven hydraulic cylinder, and an active friction disk is installed at the driving end of the winding motor.

[0016] Preferably, the damping rope release assembly includes a second connecting column, which is installed on the inner top surface of the top cross cover, and a damping push hydraulic cylinder is installed at the lower end of the second connecting column. A fixed friction disk is installed at the telescopic end of the damping push hydraulic cylinder, and the fixed friction disk and the active friction disk are respectively arranged corresponding to the driven friction disks at both ends of the winding shaft.

[0017] Preferably, the rope pressing assembly includes a spring column, which is installed on the inner top surface of the top cross cover, and an n-shaped frame is installed at the lower end of the spring column. The n-shaped frame is located between the two limit plates, and a pressure roller is movably installed on the n-shaped frame.

[0018] Preferably, the liquid supply component includes a liquid inlet solenoid valve and a liquid outlet solenoid valve, the liquid inlet solenoid valve is installed at one end of the liquid inlet pipe, a liquid supply pump is installed at one end of the liquid inlet solenoid valve, one end of the liquid supply pump is connected to a liquid storage tank, the liquid outlet solenoid valve is installed at one end of the liquid return pipe, a liquid pump is installed at one end of the liquid outlet solenoid valve, and one end of the liquid pump is connected to the liquid storage tank.

[0019] Preferably, a slide is installed on the winding motor and the fixed friction disc, a guide rail is installed on the slide, and the guide rail is fixedly installed on the inner top surface of the top cross cover.

[0020] The universal aircraft arresting device manufactured by utilizing the technical solution of the present invention has two damping modes, namely, a mobile damper and a coiled damping mesh, to damp and arrest the aircraft. Compared with the existing device with only one damping mode, the device has enhanced the protection of damping and intercepting the aircraft, improved the usability of the device, and achieved the arresting of the head of the aircraft during the entire taxiing process of the aircraft, thereby improving the arresting quality and efficiency, preventing the aircraft from skidding, avoiding the aircraft from losing balance and causing rollover, and improving the safety factor. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a three-dimensional diagram from a top-down angle of a mobile damper, a mobile connector, and a coiled damping mesh body of a universal aircraft arresting device described in the present invention.

[0022] Figure 2 This is a three-dimensional diagram of the mobile damper, mobile connector, and coiled damping mesh body of a universal aircraft arresting device described in the present invention when viewed from an upward angle.

[0023] Figure 3 This is a three-dimensional diagram of the internal structure of a mobile damper and a mobile connector of a universal aircraft arresting device described in the present invention from a main viewing angle.

[0024] Figure 4 This is a schematic diagram of the three-dimensional structure of the internal structure of the mobile damper and mobile connector of a universal aircraft arresting device described in the present invention from a rear view angle.

[0025] Figure 5 This is a cross-sectional view of a mobile damper of a universal aircraft arresting device described in the present invention.

[0026] Figure 6 This is a three-dimensional diagram from a top-down angle of a damping retractor of a universal aircraft arresting device described in the present invention.

[0027] Figure 7 This is a three-dimensional diagram from a bottom-up angle of a damping retractor of a universal aircraft arresting device described in the present invention.

[0028] Figure 8 The present invention is a side sectional view of a damping retractor with a through hole of a universal aircraft arresting device exposed.

[0029] Fig. 9 The present invention is a side sectional view of a damping retractor in a through-hole blocked state of a universal aircraft arresting device described in the present invention.

[0030] Fig.10This is a schematic structural diagram of a liquid supply component of a universal aircraft arresting device described in the present invention.

[0031] In the figure: 1. Mobile damper, 101. Rectangular infrastructure, 102. Disc, 103. Liquid hole, 104. Mobile column, 105. Reset motor, 106. Lead screw, 107. Block column, 108. U-shaped notch, 109. Liquid inlet pipe, 110. Liquid return pipe, 2. Mobile connector, 201. Counterweight vehicle body, 202. Mobile wheel, 203. Obstacle clearing surface, 3. Winding damping net, 301. Column, 302. Bottom horizontal rope, 303. Top horizontal cover, 304. Longitudinal rope, 305. Fixed frame, 306. Winding shaft, 307. Limiting plate, 308. Through hole, 309, connecting plate, 310, infrared receiver, 311, infrared transmitter, 312, driven friction disc, 313, first connecting column, 314, power push hydraulic cylinder, 315, winding motor, 316, active friction disc, 317, second connecting column, 318, damping push hydraulic cylinder, 319, fixed friction disc, 320, spring column, 321, n-type frame, 322, pressure roller, 323, slide, 324, guide rail, 401, liquid inlet solenoid valve, 402, liquid outlet solenoid valve, 403, liquid supply pump, 404, liquid storage tank, 405, liquid extraction pump. DETAILED DESCRIPTION

[0032] Through the personnel in this field, all the electrical components in this case are connected to their corresponding power supplies through wires, and a suitable controller should be selected according to the actual situation to meet the control requirements. The specific connection and control sequence should refer to the following working principle, and the electrical connection between the electrical components is completed in the order of working in sequence. The detailed connection means are well-known technologies in this field. The following mainly introduces the working principle and process, and does not explain the electrical control.

[0033] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0034] A universal aircraft arresting device comprises a mobile damper 1, a mobile connector 2, a coiled damping mesh body 3 and a liquid supply component;

[0035] like Figure 1-Figure 2 As shown, the mobile connector 2 is arranged at one end of the mobile damper 1, the winding damping mesh body 3 is arranged on the upper wall surface of the mobile connector 2, and the liquid supply component is arranged on the mobile damper 1;

[0036] like Figure 1-Figure 5As shown, the mobile damper 1 includes a rectangular infrastructure 101 symmetrically arranged on both sides of the runway, a cavity with a circular cross-section is arranged inside the rectangular infrastructure 101, a disc 102 is movably arranged inside the cavity, a plurality of liquid holes 103 are opened on the disc 102, a mobile column 104 is installed at the center of the front end wall of the disc 102, the mobile column 104 movably runs through the front end wall of the rectangular infrastructure 101, and a reset component is also arranged on the rectangular infrastructure 101;

[0037] Specifically, rectangular infrastructure 101 is fixedly arranged on both sides of the runway, and the movable column 104 and the disc 102 can move in the cavity with a circular cross-section inside the rectangular infrastructure 101, and the connection part between the rectangular infrastructure 101 and the movable column 104 is in a sealed state. The specific sealing method is referred to the seal between the hydraulic pump and the hydraulic motor shaft in the hydraulic cylinder. Since it is a prior art, it will not be described in detail. In a normal state, that is, when there is no aircraft collision, the disc 102 is located at the rear end of the rectangular infrastructure 101;

[0038] like Figure 3-Figure 5 As shown, the reset assembly includes a reset motor 105, which is mounted on the rear end wall of the rectangular infrastructure 101, and the driving end of the reset motor 105 movably penetrates the rear end wall of the rectangular infrastructure 101, and a lead screw 106 is installed on the driving end of the reset motor 105, and the other end of the lead screw 106 is movably inserted on the front inner wall of the rectangular infrastructure 101, and a stopper column 107 is provided on the lead screw 106 through a threaded sleeve, and a limiting groove is provided on the cavity, and the stopper column 107 is movably inserted on the limiting groove, and a U-shaped notch 108 for avoiding the lead screw 106 is provided on the disc 102;

[0039] Specifically, when the reset motor 105 is working, the driving end of the reset motor 105 drives the lead screw 106 to rotate, and the stop column 107 moves in the limit groove. The limit groove is used to limit and guide the stop column 107. The connection between the driving end of the reset motor 105 and the rectangular infrastructure 101 is also in a sealed state. The specific sealing method refers to the seal between the hydraulic pump and the hydraulic motor shaft in the hydraulic cylinder. Since it is a prior art, it will not be repeated. In a normal state, the stop column 107 is located at the rear end of the rectangular infrastructure 101 and fits on the disc 102, limiting the disc 102 to prevent the disc 102 from moving;

[0040] like Figure 1-Figure 2 As shown, a liquid inlet pipe 109 and a liquid return pipe 110 are inserted into the lower wall of the mobile damper 1, a liquid supply assembly is arranged at one end of the liquid inlet pipe 109 and the liquid return pipe 110, and a mobile connector 2 is arranged at the front end of the mobile column 104;

[0041] Specifically, the liquid supply component can fill the liquid into the circular cross-sectional cavity inside the rectangular infrastructure 101 through the liquid inlet pipe 109, and the liquid can flow back into the liquid supply component through the liquid return pipe 110;

[0042] like Figure 1-Figure 4 As shown, the mobile connector 2 includes a counterweight body 201 arranged at the front end of the mobile column 104, and the lower wall of the counterweight body 201 is provided with four moving wheels 202, and the four moving wheels 202 are in contact with the ground on both sides of the runway. The front wall of the counterweight body 201 is provided with an obstacle clearance surface 203, and the obstacle clearance surface 203 is an inclined structure, and the lowest point of the obstacle clearance surface 203 is located between the lower wall of the counterweight body 201 and the ground on both sides of the runway. The winding damping mesh body 3 is arranged on the upper wall of the counterweight body 201;

[0043] Specifically, the counterweight vehicle body 201 can move on the ground on both sides of the runway through the four moving wheels 202. During the movement, since the lower end of the obstacle-clearing surface 203 is close to the ground on both sides of the runway, obstacles in the front part of the moving direction can be cleared during the movement, thereby ensuring the normal movement of the mobile connector 2.

[0044] like Figure 1-Figure 2 , Figure 6-Figure 9 As shown, the winding damping net body 3 includes a column 301 arranged on the upper wall of the counterweight vehicle body 201, a bottom transverse rope 302 is arranged at the lower end of the side wall of the column 301, a top transverse cover 303 is arranged at the top of the side wall of the column 301, and a plurality of damping retractors are arranged at equal distances on the inner top surface of the top transverse cover 303, each damping retractor is installed with a longitudinal rope 304, and the lower end of the longitudinal rope 304 is connected to the bottom transverse rope 302;

[0045] Specifically, the distance between the columns 301 located on both sides of the runway, i.e., the length of the bottom cross rope 302, is greater than the width of the airport runway, and the height between the lower end of the top cross cover 303 and the ground on both sides of the runway is greater than the height of the highest aircraft in the prior art, so as to be suitable for arresting most types of aircraft, and a plurality of damping retractors are used to tighten the longitudinal rope 304, so that the longitudinal rope 304 is in a tightened state under normal conditions;

[0046] like Figure 6-Figure 9As shown, each damping retractor includes two fixing frames 305, the two fixing frames 305 are mounted on the inner top surface of the top horizontal cover 303, a winding shaft 306 is rotatably mounted on the two fixing frames 305, two limit plates 307 are fixedly mounted on the winding shaft 306, the upper end of the longitudinal rope 304 is mounted on the portion between the two limit plates 307 on the winding shaft 306, a through hole 308 is opened on the winding shaft 306 and located between the two limit plates 307, and the two limit plates 307 are fixedly mounted on the winding shaft 306. 07, and two connecting plates 309 are installed symmetrically with the winding shaft 306 as the center, and infrared receivers 310 and infrared transmitters 311 are installed on the opposite walls of the two connecting plates 309 and in a straight line with the through hole 308, respectively, and driven friction discs 312 are installed at both ends of the winding shaft 306, and active winding components and damping rope release components are respectively arranged on the two sides of the two fixing frames 305, and a rope pressing component is arranged in the middle of the two fixing frames 305;

[0047] Specifically, in a normal state, the longitudinal rope 304 is wound on the winding shaft 306, and the longitudinal rope 304 blocks the through hole 308. At this time, the infrared receiver 310 cannot receive the signal emitted by the infrared transmitter 311. When the aircraft collides with the longitudinal rope 304, the longitudinal rope 304 is separated from the winding shaft 306, exposing the through hole 308. The through hole 308 is used to allow the infrared receiver 310 to receive the signal emitted by the infrared transmitter 311. The two limit plates 307 are used to limit the winding range of the longitudinal rope 304.

[0048] like Figure 6-Figure 9 As shown, the active winding assembly includes a first connecting column 313, which is mounted on the inner top surface of the top transverse cover 303, a power-pushing hydraulic cylinder 314 is mounted on the lower end of the first connecting column 313, a winding motor 315 is mounted on the telescopic end of the power-pushing hydraulic cylinder 314, and an active friction disc 316 is mounted on the driving end of the winding motor 315;

[0049] Specifically, when the aircraft collides with the longitudinal rope 304, the longitudinal rope 304 is separated from the winding shaft 306. When the device needs to be reset to prepare for the next use of arresting an aircraft, the hydraulic cylinder 314 is extended by power to move the winding motor 315 and the active friction disc 316 until the active friction disc 316 contacts the driven friction disc 312. Then the winding motor 315 works to drive the active friction disc 316 to rotate. Under the action of friction force, the driven friction disc 312 drives the winding shaft 306 to rotate on the two fixing frames 305, so that the longitudinal rope 304 is wound on the winding shaft 306 until the longitudinal rope 304 is in a straight state.

[0050] like Figure 6-Figure 9As shown, the damping rope release assembly includes a second connecting column 317, which is installed on the inner top surface of the top cross cover 303, and a damping push hydraulic cylinder 318 is installed at the lower end of the second connecting column 317, and a fixed friction disc 319 is installed at the telescopic end of the damping push hydraulic cylinder 318, and the fixed friction disc 319 and the active friction disc 316 are respectively arranged corresponding to the driven friction disc 312 at both ends of the winding shaft 306;

[0051] Specifically, after the longitudinal rope 304 is wound, the hydraulic cylinder 318 is extended by damping, so that the fixed friction disc 319 moves to contact the driven friction disc 312, and then the power pushes the hydraulic cylinder 314 to contract, so that the winding motor 315 and the active friction disc 316 move until the active friction disc 316 leaves the driven friction disc 312. At this time, under the action of the friction force between the fixed friction disc 319 and the driven friction disc 312, the winding shaft 306 does not rotate, so that the longitudinal rope 304 is in a straight state;

[0052] like Figure 6-Figure 9 As shown, the rope pressing assembly includes a spring column 320, which is mounted on the inner top surface of the top horizontal cover 303, and an n-shaped frame 321 is mounted on the lower end of the spring column 320, and the n-shaped frame 321 is located between the two limit plates 307, and a pressing roller 322 is movably mounted on the n-shaped frame 321;

[0053] Specifically, when the longitudinal rope 304 is wound on the winding shaft 306, under the action of the spring column 320, the pressure roller 322 is pressed on the longitudinal rope 304 to prevent the longitudinal rope 304 from loosening. As the longitudinal rope 304 moves, the pressure roller 322 rotates on the n-shaped frame 321 to prevent the pressure roller 322 and the longitudinal rope 304 from wearing each other.

[0054] like Fig.10 As shown, the liquid supply assembly includes a liquid inlet solenoid valve 401 and a liquid outlet solenoid valve 402. The liquid inlet solenoid valve 401 is installed at one end of the liquid inlet pipe 109. A liquid supply pump 403 is installed at one end of the liquid inlet solenoid valve 401. One end of the liquid supply pump 403 is connected to a liquid storage tank 404. The liquid outlet solenoid valve 402 is installed at one end of the liquid return pipe 110. A liquid pump 405 is installed at one end of the liquid outlet solenoid valve 402. One end of the liquid pump 405 is connected to the liquid storage tank 404.

[0055] Specifically, when adding liquid to the cavity, the liquid inlet solenoid valve 401 and the liquid supply pump 403 are opened, and the liquid outlet solenoid valve 402 and the liquid pump 405 are closed, so that the liquid in the liquid storage tank 404 enters the cavity. After the cavity is filled, the liquid inlet solenoid valve 401 and the liquid supply pump 403 are closed. When the liquid needs to be emptied from the cavity, the liquid inlet solenoid valve 401 and the liquid supply pump 403 are closed, and the liquid outlet solenoid valve 402 and the liquid pump 405 are opened, so that the liquid in the cavity enters the liquid storage tank 404.

[0056] As a preferred embodiment, further, the winding motor 315 and the fixed friction disc 319 are both equipped with a slide 323, and the slide 323 is equipped with a guide rail 324, and the guide rail 324 is fixedly installed on the inner top surface of the top cross cover 303. When the winding motor 315 and the fixed friction disc 319 move laterally, the slide 323 moves in the guide rail 324 to support the winding motor 315 and the fixed friction disc 319, and protect the power push hydraulic cylinder 314, the winding motor 315 and the damping push hydraulic cylinder 318;

[0057] Working principle: the aircraft collides with the winding damping mesh 3, and the winding damping mesh 3 blocks the aircraft. At this time, the aircraft continues to slide, and the aircraft pulls multiple longitudinal ropes 304. The damping retractors on the pulled longitudinal ropes 304 work, so that the winding shaft 306 and the driven friction disc 312 thereon rotate, and the driven friction disc 312 and the fixed friction disc 319 rotate with each other, pulling the aircraft in the opposite direction of the aircraft's sliding direction, reducing the aircraft's sliding speed, and playing the role of damping and intercepting the aircraft;

[0058] Among the multiple longitudinal ropes 304 pulled by the aircraft, as long as the through hole 308 on the damping retractor connected to one longitudinal rope 304 is exposed, so that the infrared receiver 310 receives the signal emitted by the infrared transmitter 311, the reset motor 105 works to rotate the lead screw 106, and the blocking column 107 moves accordingly, thereby releasing the restriction on the disc 102. At this time, the aircraft pulls the winding damping mesh 3, and the winding damping mesh 3 drives the moving connector 2 to move, and the moving connector 2 drives the moving column 104 and the disc 102 in the cavity of the rectangular infrastructure 101 to move. Since the cavity in the rectangular infrastructure 101 is filled with liquid, the disc 102 allows water on both sides of the disc 102 to flow through the liquid hole 103 and the U-shaped notch 108. Since there is resistance when the disc 102 moves in the liquid, it can not only achieve the goal of not rigidly blocking the movement of the aircraft, but also pull the aircraft to reduce the aircraft's taxiing speed, thereby achieving the goal of stopping the aircraft.

[0059] The device has two damping modes, namely, a mobile damper 1 and a winding damping net 3, to damp and arrest the aircraft. Compared with the existing device with only one damping mode, the device has enhanced the protection of the device in damping and intercepting the aircraft, improved the usability of the device, and achieved the arrest of the head of the aircraft during the entire taxiing process of the aircraft, thereby improving the arresting quality and efficiency, preventing the aircraft from skidding, avoiding the aircraft from unbalancing and causing rollover, and improving the safety factor;

[0060] It should be noted that the moving speed of the blocking column 107 is greater than the maximum moving speed of the disk 102 in the cavity filled with liquid;

[0061] When the device needs to be reset, the liquid supply component works to drain the liquid in the cavity so that the disc 102 can move in the cavity, and the reset motor 105 drives the screw 106 to rotate, so that the blocking column 107 drives the disc 102 to move, so that the disc 102 is reset, and under the connection of the moving column 104, the moving connector 2 and the winding damping mesh 3 are driven to reset, and at the same time, the active winding component, the damping rope release component and the rope pressing component in the winding damping mesh 3 work to make the longitudinal rope 304 in a straight state. After the disc 102 is reset, the liquid supply component works to fill the cavity with liquid again, so that it is used to intercept the aircraft next time.

[0062] The above technical solutions only reflect the preferred technical solutions of the technical solutions of the present invention. Some changes that may be made to certain parts thereof by technicians in this technical field all reflect the principles of the present invention and fall within the protection scope of the present invention.

Claims

1. A universal aircraft arresting device, characterized in that: It comprises a mobile damper (1), a mobile connector (2), a coiled damping mesh body (3) and a liquid supply component; The mobile connector (2) is arranged at one end of the mobile damper (1), the coiled damping mesh (3) is arranged on the upper wall surface of the mobile connector (2), and the liquid supply component is arranged on the mobile damper (1); The mobile damper (1) comprises a rectangular infrastructure (101) symmetrically arranged on both sides of an aircraft runway, a cavity with a circular cross-section is provided inside the rectangular infrastructure (101), a disc (102) is movably arranged inside the cavity, a plurality of liquid holes (103) are provided on the disc (102), a mobile column (104) is installed at the center of the front end wall of the disc (102), the mobile column (104) movably penetrates the front end wall of the rectangular infrastructure (101), and a reset component is also provided on the rectangular infrastructure (101); The reset assembly comprises a reset motor (105), the reset motor (105) is mounted on the rear end wall of the rectangular infrastructure (101), and the driving end of the reset motor (105) movably penetrates the rear end wall of the rectangular infrastructure (101), a lead screw (106) is mounted on the driving end of the reset motor (105), the other end of the lead screw (106) is movably inserted into the front inner wall of the rectangular infrastructure (101), a stop column (107) is threadedly sleeved on the lead screw (106), a limiting groove is provided on the cavity, the stop column (107) is movably inserted into the limiting groove, and a U-shaped notch (108) for avoiding the lead screw (106) is provided on the disc (102); A liquid inlet pipe (109) and a liquid return pipe (110) are inserted into the lower wall of the movable damper (1), the liquid supply assembly is arranged at one end of the liquid inlet pipe (109) and the liquid return pipe (110), and the movable connector (2) is arranged at the front end of the movable column (104).

2. A universal aircraft arresting device according to claim 1, characterized in that: The mobile connector (2) comprises a counterweight vehicle body (201) arranged at the front end of a mobile column (104); the lower wall surface of the counterweight vehicle body (201) is provided with four moving wheels (202); the four moving wheels (202) are in contact with the ground on both sides of the runway; the front wall surface of the counterweight vehicle body (201) is provided with an obstacle-clearing surface (203); the obstacle-clearing surface (203) is an inclined structure; and the lowest point of the obstacle-clearing surface (203) is located between the lower wall surface of the counterweight vehicle body (201) and the ground on both sides of the runway; and the winding damping mesh body (3) is arranged on the upper wall surface of the counterweight vehicle body (201).

3. A universal aircraft arresting device according to claim 2, characterized in that: The winding damping net body (3) comprises a column (301) arranged on the upper wall of the counterweight vehicle body (201); a bottom transverse rope (302) is arranged at the lower end of the side wall of the column (301); a top transverse cover (303) is arranged at the top of the side wall of the column (301); a plurality of damping retractors are arranged at equal distances on the inner top surface of the top transverse cover (303); each damping retractor is installed with a longitudinal rope (304); and the lower end of the longitudinal rope (304) is connected to the bottom transverse rope (302).

4. A universal aircraft arresting device according to claim 3, characterized in that: Each of the damping retractors comprises two fixing frames (305), the two fixing frames (305) being mounted on the inner top surface of the top transverse cover (303), a winding shaft (306) being rotatably mounted on the two fixing frames (305), two limiting disks (307) being fixedly mounted on the winding shaft (306), the upper end of the longitudinal rope (304) being mounted on the winding shaft (306) between the two limiting disks (307), a through hole (308) being provided on the winding shaft (306) and located between the two limiting disks (307), the two Two connecting plates (309) are symmetrically installed between the limit plates (307) and with the winding shaft (306) as the center. An infrared receiver (310) and an infrared transmitter (311) are respectively installed on the opposite wall surfaces of the two connecting plates (309) and in a straight line with the through hole (308). A driven friction plate (312) is installed at both ends of the winding shaft (306). Active winding components and damping rope release components are respectively arranged on the two sides of the two fixing frames (305), and a rope pressing component is arranged in the middle of the two fixing frames (305).

5. A universal aircraft arresting device according to claim 4, characterized in that: The active winding assembly comprises a first connecting column (313), the first connecting column (313) being mounted on the inner top surface of the top transverse cover (303), a power-propelling hydraulic cylinder (314) being mounted at the lower end of the first connecting column (313), a winding motor (315) being mounted at the telescopic end of the power-propelling hydraulic cylinder (314), and an active friction disc (316) being mounted at the driving end of the winding motor (315).

6. A universal aircraft arresting device according to claim 5, characterized in that: The damping rope release assembly comprises a second connecting column (317), the second connecting column (317) is mounted on the inner top surface of the top cross cover (303), a damping push hydraulic cylinder (318) is mounted at the lower end of the second connecting column (317), a fixed friction disk (319) is mounted at the telescopic end of the damping push hydraulic cylinder (318), and the fixed friction disk (319) and the active friction disk (316) are respectively arranged corresponding to the driven friction disk (312) at both ends of the winding shaft (306).

7. A universal aircraft arresting device according to claim 4, characterized in that: The rope pressing assembly comprises a spring column (320), wherein the spring column (320) is mounted on the inner top surface of the top transverse cover (303), an n-shaped frame (321) is mounted at the lower end of the spring column (320), the n-shaped frame (321) is located between the two limit plates (307), and a pressing roller (322) is movably mounted on the n-shaped frame (321).

8. The universal aircraft arresting device according to claim 1, characterized in that: The liquid supply assembly comprises a liquid inlet solenoid valve (401) and a liquid outlet solenoid valve (402); the liquid inlet solenoid valve (401) is mounted on one end of a liquid inlet pipe (109); a liquid supply pump (403) is mounted on one end of the liquid inlet solenoid valve (401); one end of the liquid supply pump (403) is connected to a liquid storage tank (404); the liquid outlet solenoid valve (402) is mounted on one end of a liquid return pipe (110); a liquid extraction pump (405) is mounted on one end of the liquid outlet solenoid valve (402); one end of the liquid extraction pump (405) is connected to the liquid storage tank (404).

9. The universal aircraft arresting device according to claim 6, characterized in that: The winding motor (315) and the fixed friction disc (319) are both mounted with a slide (323), and a guide rail (324) is mounted on the slide (323). The guide rail (324) is fixedly mounted on the inner top surface of the top transverse cover (303).

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