Loading and releasing device and method for deploying and retracting aircraft

Abstract

The invention provides a carrying releasing device and a collecting and releasing method of an aircraft, and belongs to the technical field of ship equipment. The carrying and releasing device comprises a fixing assembly, a holding assembly and a limiting assembly. The fixing assembly is used for being connected with a mother ship. The holding assembly comprises a holding driving part and a holding structural part, the holding driving part and the holding structural part are both connected with the fixing assembly, the holding driving part is connected with the holding structural part, and the holding driving part is used for driving the holding structural part to hold an aircraft or release the aircraft; the limiting assembly and the enclasping assembly are located on the same side of the fixing assembly, the limiting assembly is movably connected with the fixing assembly and the enclasping structural part, and the limiting assembly is used for locking the enclasping structural part after the enclasping structural part enclasps the aircraft. According to the invention, stable information power transmission between the aircraft and the mother ship can be realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of ship equipment, and in particular relates to a launching and retracting device and a method for launching and retracting a vehicle. Background Art

[0002] When the spacecraft completes the corresponding mission and returns to the mother ship, it needs to transmit power, signals, information, etc. to the mother ship. Since both the spacecraft and the mother ship are in an underwater environment, when the spacecraft and the mother ship are at a close distance, suction will occur due to the diversion flow when the two are sailing towards each other, causing the spacecraft and the mother ship to collide and affect information and energy transmission.

[0003] In the related art, in order to ensure good information and energy transmission conditions between the aircraft and the mother ship, a recovery cabin is generally set in the mother ship to recover or release the aircraft. Among them, the recovery cabin includes a cabin and a mooring system. The mooring system is connected to the cabin and the mother ship respectively. When the aircraft is recovered, when the aircraft reaches the set position, the mother ship controls the mooring system so that the cabin is released into the seawater and is located at the position of the aircraft. Then the aircraft automatically docks with the cabin under the self-navigation capability, and power and information can be transmitted between the aircraft and the mother ship.

[0004] However, since there is no power equipment in the recovery cabin, the cabin cannot sail on its own and can only passively follow the mother ship under the towing of the mother ship through the mooring system. And because the recovery cabin floats on the sea, when the mother ship is in a moving state, the cabin will move freely within the range of the mooring system, making it possible for the cabin to collide with the mother ship, affecting the information and power transmission between the recovery cabin and the mother ship. Summary of the invention

[0005] The disclosed embodiment provides a mounting release device and a method for retracting and releasing a vehicle, which is used to fix or release a target vehicle in an underwater environment, so that the vehicle and the mother ship can be relatively still when transmitting information, thereby improving the stability of information transmission between the mother ship and the vehicle. The technical solution is as follows:

[0006] An embodiment of the present disclosure provides a loading release device, which includes a fixing component, a clamping component and a limiting component; the fixing component is used to connect to a mother ship; the clamping component includes a clamping drive and a clamping structure, both of which are connected to the fixing component, the clamping drive is connected to the clamping structure, and the clamping drive is used to drive the clamping structure to clamp the aircraft or release the aircraft; the limiting component and the clamping component are located on the same side of the fixing component, and the limiting component is movably connected to the fixing component and the clamping structure, and the limiting component is used to lock the clamping structure after the clamping structure clamps the aircraft.

[0007] In another implementation of the present disclosure, the clamping structure includes two clamping arms, the two clamping arms are arranged opposite to each other, and one end of each of the two clamping arms is hinged to the fixed assembly; the clamping drive member includes two clamping drive cylinders arranged in a one-to-one correspondence with the two clamping arms, the two clamping drive cylinders are located between the two clamping arms, and one end of each of the two clamping drive cylinders is connected to the fixed assembly, and the other end of the clamping drive cylinder is hinged to the corresponding clamping arm, and the extension and retraction direction of the clamping drive cylinder is perpendicular to the hinge axis between the clamping arm and the fixed assembly and the hinge axis between the clamping arm and the clamping drive cylinder.

[0008] In yet another implementation of the present disclosure, an angle no greater than ° is formed between the extension and retraction directions of the two clamping drive cylinders; the two clamping drive cylinders and the two clamping arms are symmetrically arranged about the bisector of the angle.

[0009] In another implementation of the present disclosure, the limit assembly includes two limit units arranged in one-to-one correspondence with the two clamping arms, each of the two limit units includes a limit pin and a limit cylinder, the limit pin is movably located at the position where the corresponding clamping arm and the fixed assembly are hinged, one end of the limit pin is connected to the limit cylinder, and the other end of the limit pin is used to be inserted into the fixed assembly and is located on the side of the corresponding clamping arm away from the other clamping arm to stop the two clamping arms from moving away from each other, and the limit pin is parallel to the rotation axis of the corresponding clamping arm; the limit cylinder is used to drive the limit pin to move so as to be inserted into the fixed assembly or detach from the fixed assembly.

[0010] In another implementation of the present disclosure, the limit cylinder includes a cylinder body and an articulation block, one end of the cylinder body is used to be connected to the mother ship, and the other end of the cylinder body is hinged to the articulation block; the articulation block is hinged to one end of the limit pin, and the articulation axis between the articulation block and the limit pin is parallel to the articulation axis between the articulation block and the cylinder body.

[0011] In another implementation of the present disclosure, the mounting release device also includes a shock absorbing assembly, which is located between the two clamping arms and connected to the fixing assembly. The shock absorbing assembly can be extended and retracted in a direction perpendicular to the rotation axis of the clamping arms, and the shock absorbing assembly and the two clamping arms jointly define a clamping space for clamping the aircraft.

[0012] In another implementation of the present disclosure, the shock absorbing assembly includes a base plate, a web and at least one telescopic elastic member, the base plate and the web are respectively located on opposite sides of the fixing assembly, the base plate is used to be connected to the mother ship, and the side of the web away from the base plate is used to fit with the vehicle; the two ends of the telescopic elastic member are respectively connected to the base plate and the web, and the telescopic direction of the telescopic elastic member is the direction of the rotation axis of the clamping arm.

[0013] In yet another implementation of the present disclosure, the web is an arc-shaped plate, and the center of the arc-shaped plate is located on a side of the web away from the bottom plate.

[0014] In another implementation of the present disclosure, the fixing assembly includes two fixing seats and two articulated seats; the two fixing seats are arranged at intervals and form a V-shape, the two fixing seats correspond one-to-one to the two clamping drive cylinders, and each of the two fixing seats is in a long strip shape; the articulated seat and the clamping drive cylinder are both located on the same side of the corresponding fixing seat, one end of the fixing seat in the length direction is hinged to one end of the corresponding clamping drive cylinder, and the other end of the fixing seat in the length direction is connected to the corresponding articulated seat; the articulated seat corresponds one-to-one to the clamping arm, and the articulated seat is articulated to the corresponding clamping arm.

[0015] In another embodiment of the present disclosure, a method for folding and launching an aircraft is provided, the method comprising: when the aircraft needs to be released, controlling a limit assembly in an onboard release device so that a clamping assembly in the onboard release device can be actuated; controlling a clamping drive in the clamping assembly to drive a clamping structure to release the aircraft; or; when the aircraft needs to be recovered, controlling the clamping drive to drive the clamping structure to clamp the aircraft; controlling a limit assembly to lock the clamping structure; wherein the onboard release device is the onboard release device described above.

[0016] The technical solution provided by the embodiments of the present disclosure has the following beneficial effects:

[0017] Since the clamping assembly includes a clamping drive and a clamping structure, and the clamping assembly includes a clamping drive and a clamping structure, the clamping drive is used to drive the clamping structure to move so as to clamp the aircraft or release the aircraft through the clamping structure. In this way, when the aircraft needs to be recovered, the clamping drive can be controlled to control the clamping structure so that the clamping structure holds the aircraft, thereby achieving relative stillness between the aircraft and the mother ship, so that the positions of the mother ship and the aircraft are synchronized in real time, and the stability of power or information transmission between the aircraft and the mother ship is improved. Moreover, the use of the clamping structure to clamp the aircraft can also reduce the impact of water flow on the aircraft, so that the aircraft can be stably connected to the mother ship. Conversely, when the aircraft needs to leave the mother ship, the clamping drive is also controlled to control the movement of the clamping structure so that the clamping structure releases the aircraft, and the aircraft can achieve self-navigation under the action of water flow or its own power.

[0018] Furthermore, since the on-board release device also includes a limit assembly, and the limit assembly is used to prevent the clamping structure from moving after the clamping structure has clamped the aircraft, when the aircraft is recovered, after the clamping structure has clamped the aircraft, the limit assembly can be controlled so that the limit assembly can stop the clamping structure, ensuring that the clamping structure will not loosen easily, thereby reducing the possibility of the aircraft detaching from the mother ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 is a three-dimensional schematic diagram of a mounted release device provided in an embodiment of the present disclosure;

[0021] Figure 2 yes Figure 1 A top view of

[0022] Figure 3 yes Figure 1 A front view of

[0023] Figure 4 yes Figure 1 Side view of

[0024] Figure 5 yes Figure 1 A schematic diagram of the structure of one of the clamping arms;

[0025] Figure 6 yes Figure 5 A schematic diagram of the structure of the middle clamping arm clamping the aircraft;

[0026] Figure 7 yes Figure 6 A schematic diagram of the structure of the middle latch insertion;

[0027] Figure 8 This is a schematic diagram of the connection between the launch device and the aircraft;

[0028] Fig. 9 Schematic diagram of the launch device and the aircraft connected to the mother ship.

[0029] The symbols in the figure mean the following:

[0030] 1. Fixing assembly; 11. Fixing seat; 111. First connecting plate; 112. Second connecting plate; 113. Third connecting plate; 12. Articulated seat; 121. First side plate; 122. Second side plate; 1220. Socket;

[0031] 2. Clamping assembly; 21. Clamping drive member; 211. Clamping drive cylinder; 22. Clamping structure; 221. Clamping arm; 2211. Arm body; 2212. Reinforcing rib; 2213. Limiting head; 223. Buffering gasket;

[0032] 3. Limiting assembly; 30. Limiting unit; 31. Limiting pin; 32. Limiting cylinder; 321. Oil cylinder body; 322. Articulated block; 33. Limiting sleeve; 34. Connecting support;

[0033] 4. shock absorbing assembly; 40. holding space; 41. bottom plate; 42. belly plate; 43. telescopic elastic member;

[0034] 100. Aircraft; 200. Mother ship. DETAILED DESCRIPTION

[0035] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0036] The disclosed embodiment provides a mounting release device, such as Figure 1 As shown, the loading and releasing device includes a fixing component 1, a holding component 2 and a limiting component 3. The fixing component 1 is used to connect with the mother ship 200.

[0037] Figure 2 yes Figure 1 A top view of Figure 2The clamping assembly 2 includes a clamping drive 21 and a clamping structure 22. Both the clamping drive 21 and the clamping structure 22 are connected to the fixing assembly 1. The clamping drive 21 is connected to the clamping structure 22. The clamping drive 21 is used to drive the clamping structure 22 to clamp the aircraft or release the aircraft.

[0038] Combination Figure 1 and Figure 2 The limiting component 3 and the clamping component 2 are located on the same side of the fixing component 1, and the limiting component 3 is movably connected to the fixing component 1 and the clamping structure 22. The limiting component 3 is used to lock the clamping structure 22 after the clamping structure 22 clamps the aircraft.

[0039] When the onboard release device provided by the embodiment of the present disclosure is used to recover or release the aircraft, the fixing component 1 in the onboard release device can be connected to the mother ship 200, so that the onboard release device can be installed in the mother ship 200. At the same time, the fixing component 1 can provide an installation base for the holding component 2 and the limiting component 3 in the onboard release device, which is convenient for the installation of the holding component 2 and the limiting component 3.

[0040] Since the clamping assembly 2 includes a clamping drive 21 and a clamping structure 22, and the clamping assembly 2 includes a clamping drive 21 and a clamping structure 22, and the clamping drive 21 is used to drive the clamping structure 22 to clamp the aircraft or release the aircraft, when the aircraft needs to be recovered, the clamping drive 21 can be controlled to control the clamping structure 22, so that the clamping structure 22 holds the aircraft, thereby achieving relative stillness between the aircraft and the mother ship, so that the positions of the mother ship and the aircraft are synchronized in real time, and the stability of power or information transmission between the aircraft and the mother ship is improved. Moreover, the use of the clamping structure 22 to clamp the aircraft can also reduce the impact of the water flow on the aircraft, so that the aircraft can be stably connected to the mother ship. Conversely, when the aircraft needs to leave the mother ship, the clamping drive 21 is also controlled to control the action of the clamping structure 22, so that the clamping structure 22 releases the aircraft, and the aircraft can achieve self-navigation under the action of the water flow or its own power.

[0041] Furthermore, since the on-board release device also includes a limit component 3, and the limit component 3 is used to prevent the clamping structure 22 from moving after the clamping structure 22 clamps the aircraft, when the aircraft is recovered, after the clamping structure 22 clamps the aircraft, the limit component 3 can be controlled so that the limit component 3 can prevent the clamping structure 22 from loosening easily, thereby reducing the possibility of the aircraft detaching from the mother ship.

[0042] Figure 3 for Figure 1 Front view of Figure 3Optionally, the clamping structure 22 includes two clamping arms 221, the two clamping arms 221 are arranged opposite to each other, and one end of each of the two clamping arms 221 is hinged to the fixing component 1.

[0043] The clamping drive member 21 includes two clamping drive cylinders 211 which are arranged one-to-one corresponding to the two clamping arms 221. The two clamping drive cylinders 211 are located between the two clamping arms 221, and one end of each clamping drive cylinder 211 is connected to the fixing component 1, and the other end of each clamping drive cylinder 211 is hinged to the corresponding clamping arm 221. The extension and retraction direction of the clamping drive cylinder 211 is perpendicular to the hinge axis between the clamping arm 221 and the fixing component 1 and the hinge axis between the clamping arm 221 and the clamping drive cylinder 211.

[0044] In the above implementation, the clasping arm 221 is used to hold the aircraft. Moreover, the clasping arm 221 is hinged to the fixing assembly 1, and the clasping structure 22 can simply clasp or release the aircraft by controlling the rotation position (or rotation angle) of the clasping arm 221.

[0045] The clamping drive cylinder 211 is used to drive the clamping arm 221 to rotate, so as to control the clamping structure 22 to clamp or release the aircraft.

[0046] When the aircraft needs to be placed in the water, the clamping drive cylinder 211 is controlled to extend. After the clamping drive cylinder 211 is extended, the corresponding clamping arm 221 can be pushed to rotate away from the other clamping arm 221, so that the two clamping arms 221 open to release the clamped aircraft.

[0047] When the aircraft needs to be recovered to the mother ship, after the aircraft moves around the mother ship and is located between the two clamping arms 221, the clamping drive cylinder 211 is controlled to contract. After the clamping drive cylinder 211 contracts, the corresponding clamping arm 221 can be pulled toward the other clamping arm 221 until each clamping arm 221 fits against the outer wall of the aircraft, thereby holding the aircraft through the two clamping arms 221.

[0048] Optionally, an angle of no more than 180° is formed between the extension and retraction directions of the two clamping drive cylinders 211. The two clamping drive cylinders 211 and the two clamping arms 221 are symmetrically arranged about the bisector of the angle.

[0049] In the above implementation, the above arrangement can make the two clamping arms 221 move synchronously, so that the forces applied by the clamping arms 221 to the aircraft are the same, ensuring the force balance of the aircraft, so that the aircraft is stably fixed.

[0050] Optionally, the extension and retraction direction of the clamping drive cylinder 211 is perpendicular to the length direction of the clamping arm 221 .

[0051] In the above implementation, when the extension and retraction direction of the clamping drive cylinder 211 is perpendicular to the length direction of the clamping arm 221, the driving efficiency of the clamping drive cylinder 211 can be improved, so that when the clamping drive cylinder 211 is extended and retracted to the shortest stroke, the rotation angle of the driving clamping arm 221 is maximized.

[0052] In the disclosed embodiment, a buffer pad 223 is provided in the side wall on the opposite side of the two clamping arms 221 , and the buffer pad is bonded to the side wall of the clamping arm 221 .

[0053] The provision of the buffer pad 223 can increase the friction between the clamping arm 221 and the aircraft, and can also reduce the possibility of the clamping arm 221 scratching the outer surface of the aircraft.

[0054] The buffer gasket 223 can be any one of a rubber gasket, a sponge gasket and the like.

[0055] Continue to see Figure 3 Optionally, the clasping arm 221 includes an arm body 2211, a reinforcing rib 2212 and a limiting head 2213. The arm body 2211 is a long bar-shaped structure. The reinforcing rib 2212 and the limiting head 2213 are respectively located at opposite ends of the length direction of the arm body 2211. The reinforcing rib 2212 and the limiting head 2213 are both located on one side of the arm body 2211 facing the other clasping arm 221. The reinforcing rib 2212 and the limiting head 2213 are both connected to the arm body 2211.

[0056] The reinforcing rib 2212 can increase the connection strength of the clasping arm 221, so that the clasping arm 221 can be stably hinged in the fixing assembly 1. The limiting head 2213 is used for the clasping arm 221 to fit with the outer wall of the aircraft after clasping the aircraft, and further limit the aircraft to reduce the possibility of the aircraft falling off.

[0057] The above-mentioned limit head 2213 and reinforcing rib 2212 are both right-angled triangular plate-shaped structures. The plane where the hypotenuse of the limit head 2213 and the plane where the hypotenuse of the reinforcing rib 2212 are located are both arranged away from one side of the arm body 2211. This facilitates the arrangement of the limit head 2213 and the reinforcing rib 2212.

[0058] In order to simplify the processing steps, the upper clamping arm 221 is an integrated structural member.

[0059] Figure 4 yes Figure 1 Side view of Figure 4 Optionally, the limiting assembly 3 includes two limiting units 30 arranged in one-to-one correspondence with the two clamping arms 221.

[0060] Each of the two limiting units 30 includes a limiting pin 31 and a limiting cylinder 32. The limiting pin 31 is movably located at the position where the corresponding clamping arm 221 is hinged with the fixing assembly 1. One end of the limiting pin 31 is connected to the limiting cylinder 32. The other end of the limiting pin 31 is used to be inserted into the fixing assembly 1 to be located on the side of the corresponding clamping arm 221 away from the other clamping arm 221 to stop the two clamping arms 221 from moving away from each other. The length direction of the limiting pin 31 is parallel to the direction of the rotation axis of the corresponding clamping arm 221. The limiting cylinder 32 is located at one end of the length direction of the limiting pin 31. The limiting cylinder 32 is used to drive the limiting pin 31 to move along its own length direction to be inserted into the fixing assembly 1 or detached from the fixing assembly 1.

[0061] In the above implementation, two limit units 30 can be arranged in one-to-one correspondence with the two clamping arms 221. Each limit unit 30 is configured as a limit pin 31 and a limit cylinder 32, and the position of the clamping arm 221 can be limited by moving the limit pin 31. The limit cylinder 32 is used to drive the limit pin 31 to move.

[0062] Figure 5 yes Figure 1 A schematic diagram of the structure of one of the clamping arms, combined with Figure 5 For example, when the aircraft needs to be placed in the water, the clamping drive cylinder 211 is controlled to extend. After the clamping drive cylinder 211 is extended, the corresponding clamping arm 221 can be pushed to rotate away from the other clamping arm 221, so that the two clamping arms 221 open and release the clamped aircraft.

[0063] Figure 6 yes Figure 5 Schematic diagram of the structure of the middle clamping arm clamping the aircraft, combined with Figure 6 On the contrary, when the aircraft needs to be released, the clamping drive cylinder 211 can be controlled to shorten. After the clamping drive cylinder 211 is shortened, the corresponding clamping arm 221 can be pushed to rotate toward the other clamping arm 221, so that the two clamping arms 221 are brought together to hold the aircraft.

[0064] At this time, in order to prevent the clamping arm 221 from loosening and releasing the clamped aircraft when the clamping drive cylinder 211 fails, the limit cylinder 32 can be controlled to extend to control the movement of the limit pin 31, so that the limit pin 31 moves to the side of the corresponding clamping arm 221 facing the clamping drive cylinder 211.

[0065] Figure 7 yes Figure 6 Schematic diagram of the structure of the middle pin insertion, combined with Figure 7, the limit pin 31 moves to the side of the corresponding clasping arm 221 away from the other clasping arm 221. In this way, even after the clasping drive cylinder 211 fails, the clasping arm 221 will not open, thereby preventing the clasping arm 221 from loosening the aircraft.

[0066] In order to simplify the control process of the limiting cylinder 32 on the limiting pin 31 , the limiting cylinder 32 is a spring oil cylinder.

[0067] In this embodiment, the limit pin 31, the hinge axis of the clamping arm 221 corresponding to the limit pin 31 and the fixing component, and the hinge axis between the clamping arm 221 corresponding to the limit pin 31 and the corresponding clamping drive cylinder 211 are parallel to each other, and the three are arranged in a triangle.

[0068] Optionally, the limiting cylinder 32 includes a cylinder body 321 and a hinge block 322 , one end of the cylinder body 321 is used to be connected to the mother ship 200 , and the other end of the cylinder body 321 is hinged to the hinge block 322 .

[0069] The hinge block 322 is hinged to one end of the limiting pin 31 , and a hinge axis between the hinge block 322 and the limiting pin 31 and a hinge axis between the hinge block 322 and the oil cylinder body 321 are parallel.

[0070] In the above implementation, the hinge block 322 is used to hinge the oil cylinder body 321 and the limit pin 31 together, so that a connecting rod structure can be formed between the oil cylinder body 321 and the limit pin 31 through the hinge block 322, thereby facilitating the arrangement of the oil cylinder body 321. Moreover, when the oil cylinder body 321 is extended, the hinge block 322 can be rotated around the hinge axis between the hinge block 322 and the limit pin 31. After the hinge block 322 rotates, it can drive the limit pin 31 to move.

[0071] In this embodiment, in order to further reduce the space occupied by the articulated block 322 , the articulated block 322 is an arc-shaped block, and both ends of the articulated block 322 in the arc length direction are respectively hinged to the limit pin 31 and the cylinder body 321 .

[0072] Optionally, the limiting assembly 3 further includes a limiting sleeve 33, one end of which is fixed to the fixing assembly 1, and the other end of the limiting sleeve 33 is coaxially sleeved outside the limiting pin 31, and the inner wall of the limiting sleeve 33 is in sliding contact with the outer wall of the limiting pin 31.

[0073] The limiting sleeve 33 is used to guide the movement of the limiting pin 31 so that the limiting pin 31 can only move along its own length direction.

[0074] Figure 8 This is a schematic diagram of the connection between the release device and the aircraft. Figure 8Optionally, the onboard release device also includes a shock absorbing assembly 4, which is located between the two clamping arms 221, and the shock absorbing assembly 4 is connected to the fixing assembly 1. The shock absorbing assembly 4 can be extended and retracted in a direction perpendicular to the rotation axis of the clamping arms 221, and the shock absorbing assembly 4 and the two clamping arms 221 jointly define a clamping space 40 for clamping the aircraft.

[0075] In the above implementation, the shock absorbing assembly 4 is used to define a clamping space 40 together with the two clamping arms 221, so as to clamp the aircraft through the clamping space 40, and can also provide multiple support points for the aircraft together with the two clamping arms 221, thereby increasing the wrapping of the aircraft by the mother ship and improving stability. On the other hand, the shock absorbing assembly 4 can also reduce the shock of the aircraft when it is being clamped, so as to avoid collision between the aircraft and the mother ship during the recovery and release process, and reduce the possibility of danger.

[0076] Optionally, the shock absorbing assembly 4 includes a bottom plate 41, a web 42 and at least one telescopic elastic member 43, the bottom plate 41 and the web 42 are respectively located on opposite sides of the fixing assembly 1, the bottom plate 41 is used to be connected to the mother ship, and the side of the web 42 away from the bottom plate 41 is used to fit with the vessel. The two ends of the telescopic elastic member 43 are respectively connected to the bottom plate 41 and the web 42, and the telescopic direction of the telescopic elastic member 43 is the direction of the rotation axis of the clamping arm 221.

[0077] In the above implementation, the bottom plate 41 is used to connect to the mother ship, increase the connection position of the onboard release device to the mother ship, and improve the connection stability of the onboard release device. At the same time, the bottom plate 41 can also provide a mounting base for the telescopic elastic member 43.

[0078] The web 42 is used to contact the aircraft so as to provide support to the aircraft when the clasping arm 221 clasps the aircraft, so that the aircraft can be quickly positioned under the squeezing action of the clasping arm 221. The telescopic elastic member 43 is used to flexibly connect the web 42 and the bottom plate 41 together, so that when the aircraft is clasped, the recovery position of the aircraft can be flexibly adjusted, thereby reducing the possibility of the aircraft colliding with the mother ship during the recovery and release process.

[0079] Combination Figure 3 Optionally, the web 42 is an arc-shaped plate, and the center of the arc-shaped plate is located on the side of the web 42 away from the bottom plate 41.

[0080] In the above implementation, the web 42 is set as an arc-shaped plate, because the aircraft is generally a cylindrical structure. In this way, the contact area between the web 42 and the aircraft can be further increased by the arc-shaped plate, so that the web 42 can fit well with the aircraft.

[0081] In order to further achieve buffering, a gasket is provided on the side of the web 42 away from the bottom plate 41. The gasket is bonded to the side wall of the web 42. The gasket can also be a rubber gasket,

[0082] Optionally, the fixing assembly 1 includes two fixing seats 11 and two articulated seats 12. The two fixing seats 11 are arranged at intervals and form a V shape, and the two fixing seats 11 correspond to the two clamping drive cylinders 211 one by one, and each of the two fixing seats 11 is in a long strip shape.

[0083] The articulated seat 12 and the clamping drive cylinder 211 are both located on the same side of the corresponding fixed seat 11, one end of the fixed seat 11 in the length direction is hinged to one end of the corresponding clamping drive cylinder 211, and the other end of the fixed seat 11 in the length direction is connected to the corresponding articulated seat 12. The articulated seat 12 corresponds to the clamping arm 221 one by one, and the articulated seat 12 is hinged to the corresponding clamping arm 221.

[0084] In the above implementation, the fixing seat 11 is used to provide a mounting base for the articulated seat 12. Moreover, the two fixing seats 11 are used to correspond to the two clasping arms 221. The two articulated seats 12 are used to realize articulation with the clasping arms 221.

[0085] Combination Figure 5 Optionally, the hinge seat 12 is a U-shaped plate structure. The hinge seat 12 includes a first side plate 121 and a second side plate 122 , which are parallel to each other and are both connected to the fixed seat 11 .

[0086] The clamping arm 221 is located between the first side plate 121 and the second side plate 122, and is respectively hinged to the first side plate 121 and the second side plate 122. The clamping arm 221 is coaxial with the hinge axis of the first side plate 121 and the second side plate 122 and is perpendicular to the second side plate 122. One end of the clamping drive cylinder 211 connected to the corresponding clamping arm 221 is located between the first side plate 121 and the second side plate 122. One end of the clamping drive cylinder 211 is movably located between the first side plate 121 and the second side plate 122.

[0087] The first side plate 121 and the second side plate 122 are both provided with a plug hole 1220. The two plug holes 1220 are coaxial, and the axis direction of the plug hole 1220 is perpendicular to the second side plate 122. The plug hole 1220 is located in the rotation track of the corresponding holding arm 221.

[0088] The first side plate 121 is connected to the limiting sleeve 33 . The axis direction of the limiting sleeve 33 is perpendicular to the first side plate 121 .

[0089] When the limiting pin 31 is required to limit the movement of the corresponding clamping arm 221 , the limiting pin 31 can be moved out of the limiting sleeve 33 and inserted into the two insertion holes 1220 by controlling the limiting cylinder 32 .

[0090] When it is necessary to release the limiting effect of the limiting pin 31 on the clamping arm 221 , the limiting cylinder 32 is controlled so that the limiting pin 31 is moved out of the two insertion holes 1220 and retracted into the limiting sleeve 33 .

[0091] Optionally, the fixing seat 11 is a frame-shaped structure, and the fixing seat 11 includes a first connecting plate 111, a second connecting plate 112 and a third connecting plate 113 which are vertically connected to each other. The two first connecting plates 111 form a V-shaped structure. The third connecting plate 113 is located on the side of the first connecting plate 111 facing the shock absorbing assembly 4.

[0092] In order to increase the structural strength of the fixing seat 11, there are two second connecting plates 112, which are arranged in parallel and are located on opposite sides of the same plate surface of the first connecting plate 111. Two clamping drive cylinders 211 are arranged on the first connecting plate 111 along its length direction.

[0093] The third connecting plate 113 is provided with fasteners for connecting with the mother ship.

[0094] The structure of the above fixing seat 11 can facilitate the arrangement of the clamping drive cylinder 211, and at the same time can make it easy for the fixing seat 11 to be connected to the mother ship of the mother ship.

[0095] The following briefly introduces the working process of the mounting release device provided by the embodiment of the present disclosure:

[0096] Fig. 9 For a schematic diagram of the connection between the launch device and the aircraft and the mother ship, see Fig. 9 , first connect the carrying release device to the mother ship 200.

[0097] When the aircraft 100 needs to be placed in the water, the clamping drive cylinder 211 is controlled to extend. After the clamping drive cylinder 211 is extended, the corresponding clamping arm 221 can be pushed to rotate away from the other clamping arm 221, so that the two clamping arms 221 open and release the clamped aircraft.

[0098] On the contrary, when the aircraft needs to be released, the clamping drive cylinder 211 can be controlled to shorten. After the clamping drive cylinder 211 is shortened, the corresponding clamping arm 221 can be pushed to rotate toward the other clamping arm 221, so that the two clamping arms 221 are brought closer to apply pressure to the aircraft, and the aircraft is located between the two clamping arms 221 and the shock absorbing assembly 4.

[0099] At this time, in order to prevent the clamping arm 221 from loosening and releasing the clamped aircraft when the clamping drive cylinder 211 fails, the limit cylinder 32 can be controlled to extend to control the movement of the limit pin 31, so that the limit pin 31 moves to the side of the corresponding clamping arm 221 facing the clamping drive cylinder 211.

[0100] On the other hand, the present disclosure also provides a method for deploying and retracting an aircraft, the method comprising:

[0101] (1) When the aircraft needs to be released, the limiting component in the onboard release device is controlled so that the holding component in the onboard release device can be actuated;

[0102] (2) controlling the clamping drive member in the clamping assembly to drive the clamping structure member to release the aircraft;

[0103] or;

[0104] (3) When it is necessary to recover the aircraft, the clamping drive member is controlled to drive the clamping structure member to clamp the aircraft.

[0105] (4) Control the limit assembly to lock and clamp the structural member.

[0106] Among them, the loading and releasing device is the loading and releasing device mentioned above.

[0107] The above-mentioned method of folding and unfolding the aircraft has the same beneficial effects as the aforementioned onboard release device, which will not be repeated here.

[0108] The above description is only an optional embodiment of the present disclosure and is not intended to limit the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A carrying release device, characterized in that: The loading and releasing device comprises a fixing component (1), a clamping component (2) and a limiting component (3); The fixing assembly (1) is used to be connected to a mother ship (200); The clamping assembly (2) comprises a clamping drive component (21) and a clamping structure component (22), wherein the clamping drive component (21) and the clamping structure component (22) are both connected to the fixing assembly (1), the clamping drive component (21) is connected to the clamping structure component (22), and the clamping drive component (21) is used to drive the clamping structure component (22) to clamp the aircraft or release the aircraft; The limiting component (3) and the clamping component (2) are located on the same side of the fixing component (1), and the limiting component (3) is movably connected to the fixing component (1) and the clamping structure (22). The limiting component (3) is used to lock the clamping structure (22) after the clamping structure (22) clamps the aircraft.

2. The loading release device according to claim 1, characterized in that: The clasping structure (22) comprises two clasping arms (221), the two clasping arms (221) are arranged opposite to each other, and one end of each of the two clasping arms (221) is hinged to the fixing assembly (1); The clamping drive member (21) comprises two clamping drive cylinders (211) arranged in one-to-one correspondence with the two clamping arms (221); the two clamping drive cylinders (211) are located between the two clamping arms (221); one end of each of the two clamping drive cylinders (211) is connected to the fixing assembly (1); the other end of the clamping drive cylinder (211) is hinged to the corresponding clamping arm (221); the telescopic direction of the clamping drive cylinder (211) is perpendicular to the hinge axis between the clamping arm (221) and the fixing assembly (1) and the hinge axis between the clamping arm (221) and the clamping drive cylinder (211).

3. The loading release device according to claim 2, characterized in that: The extension and retraction directions of the two clamping drive cylinders (211) form an angle of no more than 180°; The two clamping drive cylinders (211) and the two clamping arms (221) are arranged symmetrically about the bisector of the included angle.

4. The loading release device according to claim 2, characterized in that: The limiting assembly (3) comprises two limiting units (30) arranged in one-to-one correspondence with the two clamping arms (221), each of the two limiting units (30) comprises a limiting pin (31) and a limiting cylinder (32), the limiting pin (31) is movably located at a position where the corresponding clamping arm (221) is hinged with the fixing assembly (1), one end of the limiting pin (31) is connected to the limiting cylinder (32), and the other end of the limiting pin (31) is used to be inserted into the fixing assembly (1) to be located on a side of the corresponding clamping arm (221) away from the other clamping arm (221) to stop the two clamping arms (221) from moving away from each other, and the limiting pin (31) is parallel to the rotation axis of the corresponding clamping arm (221); The limiting cylinder (32) is used to drive the limiting pin (31) to move so as to be inserted into the fixing component (1) or to be detached from the fixing component (1).

5. The loading release device according to claim 4, characterized in that: The limit cylinder (32) comprises a cylinder body (321) and a hinge block (322), one end of the cylinder body (321) is used to be connected to the mother ship, and the other end of the cylinder body (321) is hinged to the hinge block (322); The hinge block (322) is hinged to one end of the limit pin (31), and the hinge axis between the hinge block (322) and the limit pin (31) is parallel to the hinge axis between the hinge block (322) and the cylinder body (321).

6. The loading release device according to claim 2, characterized in that: The on-board release device also includes a shock absorbing assembly (4), wherein the shock absorbing assembly (4) is located between the two clamping arms (221), and the shock absorbing assembly (4) is connected to the fixing assembly (1), and the shock absorbing assembly (4) can be extended and retracted in a direction perpendicular to the rotation axis of the clamping arms (221), and the shock absorbing assembly (4) and the two clamping arms (221) jointly define a clamping space (40) for clamping the aircraft.

7. The loading release device according to claim 6, characterized in that: The shock absorbing assembly (4) comprises a bottom plate (41), a web plate (42) and at least one retractable elastic member (43), wherein the bottom plate (41) and the web plate (42) are respectively located on two opposite sides of the fixing assembly (1), the bottom plate (41) is used to be connected to a mother ship, and a side of the web plate (42) away from the bottom plate (41) is used to be attached to the vessel; The two ends of the telescopic elastic member (43) are respectively connected to the bottom plate (41) and the web plate (42), and the telescopic direction of the telescopic elastic member (43) is the direction of the rotation axis of the clasping arm (221).

8. The loading release device according to claim 7, characterized in that: The web (42) is an arc-shaped plate, and the center of the arc-shaped plate is located on a side of the web (42) away from the bottom plate (41).

9. The loading and releasing device according to any one of claims 1 to 8, characterized in that: The fixing assembly (1) comprises two fixing seats (11) and two hinge seats (12); The two fixing seats (11) are arranged at intervals and form a V-shape, the two fixing seats (11) correspond one-to-one to the two clamping drive cylinders (211), and each of the two fixing seats (11) is in a long strip shape; The articulated seat (12) and the clamping drive cylinder (211) are both located on the same side of the corresponding fixed seat (11); one end of the fixed seat (11) in the length direction is hinged to one end of the corresponding clamping drive cylinder (211); and the other end of the fixed seat (11) in the length direction is connected to the corresponding articulated seat (12); The articulated seat (12) corresponds to the clasping arm (221) one by one, and the articulated seat (12) is articulated with the corresponding clasping arm (221).

10. A method for deploying and retracting an aircraft, characterized in that: The retracting and releasing method comprises: When the aircraft needs to be released, the limiting component in the onboard release device is controlled so that the holding component in the onboard release device can be actuated; Controlling the clamping drive in the clamping assembly to drive the clamping structure to release the aircraft; or; When the aircraft needs to be recovered, the clamping driving member is controlled to drive the clamping structure member to clamp the aircraft; Controlling the limit assembly to lock the clamping structure; Wherein, the loading and releasing device is the loading and releasing device described in any one of claims 1-9.

Images