Light aircraft fuselage torsion test method and device

Abstract

The invention relates to a light aircraft fuselage torsion test method, which comprises the following steps of preparing a light aircraft to be tested, arranging a tail boom below a rib plate at the tail of the fuselage, respectively arranging jacks on the lower surface of the joint of the fuselage and wings, supporting the fuselage through the jacks, and enabling the light aircraft to be separated from the ground; a load applying device is installed on the empennage, then a balance weight is applied to the wing root of the wing on the left side of the fuselage, loading is carried out, and whether the aircraft is in a horizontal state or not is detected through an electronic angle measuring instrument; a set balance weight is additionally arranged on the load applying device, loading acting force is applied to the right side of the empennage, and twisting force is generated on the fuselage. According to the scheme, the load applying device is designed, meanwhile, the corresponding fuselage torsion testing method is provided based on the load applying device to test the light aircraft, the performance of the fuselage under the torsion condition can be tested and evaluated more accurately and efficiently, and powerful guarantee is provided for safety design and performance improvement of the aircraft.

Description

Technical field:

[0001] The invention relates to the technical field of aircraft fuselage torsion testing, and more particularly to a light aircraft fuselage torsion testing method and device. Background technology:

[0002] In the field of aerospace, the integrity and stability of the fuselage structure are crucial to the safety performance of the aircraft. The fuselage will be affected by various complex forces during flight, among which torsion is one of the key factors affecting the structural performance of the fuselage. At present, there is a lack of an accurate, efficient and standardized device and method for testing the torsion performance of the fuselage, and it is difficult to comprehensively and accurately evaluate the various performance indicators of the fuselage under torsion, which to a certain extent affects the design optimization and safety improvement of the aircraft. Therefore, how to test the torsion performance of the aircraft fuselage has become an urgent problem to be solved. After analysis, for aircraft with the horizontal tail located above the vertical tail, the left and right swing of the horizontal tail during flight places extremely strict requirements on the strength of the vertical tail. A tooling fixture and supporting method are needed to test the structural strength of the vertical tail of the aircraft to ensure flight safety. Summary of the invention:

[0003] The purpose of the present invention is to address the deficiencies of the prior art and to provide a light aircraft fuselage torsion test method and device. A load application device is designed, and a corresponding fuselage torsion test method is proposed based on the load application device to test the light aircraft, which can more accurately and efficiently test and evaluate the performance of the fuselage under torsion conditions, providing a strong guarantee for the safety design and performance improvement of the aircraft.

[0004] A light aircraft fuselage torsion test method comprises the following steps:

[0005] ① First, the light aircraft to be tested includes a fuselage, left and right wings and a tail, and a luggage rack frame is provided on the fuselage; then a tail support is provided under the ribs at the rear of the fuselage to support the rear of the fuselage; then jacks are provided on the lower surface of the connection between the fuselage and the wings to support the fuselage and enable the light aircraft to leave the ground;

[0006] ②. Secondly, the load applying device is installed on the tail wing, and the upper end surface of the load applying component is flush with the upper end surface of the luggage rack bulkhead;

[0007] ③ Then, add a counterweight to the root of the wing on the left side of the fuselage to load it. The loading force is 700-1000N, and the posture of the fuselage is adjusted accordingly to make the luggage rack bulkhead in a horizontal state. Use an electronic angle measuring instrument to detect whether it is in a horizontal state. When it is in a horizontal state, set it to the reference value "0";

[0008] ④. Then, a set counterweight is added to the load application device to achieve loading. The loading force is applied to the right side of the tail wing, thereby generating a torsional force on the fuselage. The set torque is 3000Nm-3100Nm, and the loading time is greater than 3s, simulating the force conditions during flight. During the loading process, an electronic angle measuring instrument is used to monitor the torsional angle changes of the fuselage in real time and record relevant data.

[0009] ⑤. Finally, by summarizing the recorded data, calculating the torsion angle difference, and comparing the angle data before and after loading, the deformation of the fuselage components under the action of torsion force can be accurately evaluated.

[0010] Preferably, a positioning protrusion is formed on the lower surface of the connection between the fuselage and the wing, and the top of the jack rests on the fuselage at the positioning protrusion.

[0011] Preferably, the tail support comprises a vertical longitudinal stand plate, and triangular support plates are welded and fixedly connected to both sides of the stand plate, and the lower end surfaces of the support plate and the stand plate are against the ground;

[0012] A Y-shaped supporting seat is formed on the upper end surface of the vertical plate, and an arc-shaped supporting plate is fixedly connected to the supporting seat, and the supporting plate is against the machine body.

[0013] Preferably, a counterweight bearing frame is installed at the wing root of the wing, and the counterweight bearing frame includes a longitudinal upper clamping plate and a lower clamping plate, which are respectively arranged on the upper and lower sides of the wing, and the ends of the upper clamping plate and the lower clamping plate are connected by a plurality of bolt assemblies, and the bolt assemblies are composed of locking bolts and locking nuts, and rubber protective pads are clamped and fixed between the upper clamping plate and the wing and between the lower clamping plate and the wing;

[0014] Two groups of L-shaped support plates are fixedly connected to the upper end surface of the upper clamping plate, and the upper end of the support plate is fixedly connected to an arc plate, and an arc-shaped rubber block is fixedly connected to the arc-shaped plate, and the rubber block is against the outer surface of the upper part of the fuselage, and a binding rope is fixedly connected to the support plate on the upper side of the rubber block, and the binding rope passes around the fuselage and is fixed to the support plate; a plurality of groups of upper and lower distributed counterweight placement brackets are fixedly connected between the support plates, and the counterweight placement brackets include an upper horizontal support shaft and a lower arc-shaped bearing plate, and a plurality of scale weights are inserted and sleeved on the support shaft, and the lower part of the scale weights is against the bearing plate.

[0015] Preferably, the central axis of the scale weight coincides with the central axis of the support shaft, and the radius of the scale weight is equal to the arc radius of the upper surface of the bearing plate.

[0016] Preferably, a notch is formed at the lower end of the arc plate, a binding rope is inserted in the notch of the arc plate, a T-shaped positioning pin is inserted on the support plate, a through hole is formed on the positioning pin, the binding rope is inserted in the through hole, and the end of the positioning pin extends out of the support plate and is screwed and fixed with a nut.

[0017] A load applying device in a light aircraft fuselage torsion testing method, the load applying device comprises an inclined right clamping plate and a left clamping plate, the upper ends of the right clamping plate and the left clamping plate are fixedly connected together by fasteners, the left clamping plate and the right clamping plate are clamped and fixed on the tail wing, the upper part of the right clamping plate is fixedly connected to a horizontal cantilever, the end of the cantilever is connected to a fixed pulley, a suspension rope is wound around the fixed pulley, the lower end of the suspension rope is fixedly connected to a counterweight, the upper end of the suspension rope is fixedly wound around a winding rack, the winding rack is fixedly connected to the cantilever, the middle and lower parts of the right clamping plate are fixedly connected to an oblique support, and the upper end of the oblique support is fixedly connected to the cantilever.

[0018] Preferably, the cantilever comprises a plurality of horizontal fixed arm rods fixedly connected to the left clamping plate, two horizontal movable arm rods are inserted between the fixed arm rods, a fixed pulley is arranged between the ends of the movable arm rods, baffles are respectively fixedly connected to the upper and lower end surfaces of the head end of the movable arm rod, and the baffles respectively abut against the upper and lower end surfaces of the fixed arm rod; a limiting groove is formed on the upper end surface of the fixed arm rod, a positioning screw is screwed on the baffle, and the end of the positioning screw is inserted into the limiting groove and pressed against the fixed arm rod;

[0019] The reeling frame comprises an end plate fixedly connected to the baffle plate and the movable arm, a reeling shaft is inserted between the end plates, one end of the reeling shaft extends out of the end plate and is fixedly connected to a turntable, the outer ring of the turntable is fixedly connected to a handle, the other end of the reel extends out of the end plate and is fixed to a limit plate, a positioning bolt is screwed on the limit plate, and the end of the positioning bolt is inserted into the end plate;

[0020] A guide seat and a guide column sleeve are inserted between the upper parts of the right clamping plate and the left clamping plate, a guide hole is formed on the guide seat, the guide column sleeve is inserted in the guide hole of the guide seat and fixedly connected to the left clamping plate, the guide seat is fixedly connected to the right clamping plate, a stud is fixedly connected to the guide seat, the stud passes through the guide column sleeve and the left clamping plate and is screwed with a fastening nut.

[0021] The beneficial effects of the present invention are:

[0022] This scheme designs a load application device, and based on the load application device, proposes a corresponding fuselage torsion test method to test light aircraft, which can more accurately and efficiently test and evaluate the performance of the fuselage under torsion conditions, providing strong guarantees for the safety design and performance improvement of the aircraft. Description of the drawings:

[0023] Figure 1 It is a schematic diagram of the light aircraft fuselage torsion test process of the present invention;

[0024] Figure 2 It is a schematic diagram of the three-dimensional structure of the internal counterweight bearing frame of the present invention;

[0025] Figure 3 It is a schematic side view of the structure of the internal counterweight bearing frame of the present invention;

[0026] Figure 4 It is a schematic diagram of the three-dimensional structure of the internal load applying device of the present invention;

[0027] Figure 5 It is a front view structural schematic diagram of the internal load applying device of the present invention.

[0028] In the figure: 1. fuselage; 2. wing; 3. tail wing; 4. luggage rack bulkhead; 5. jack; 6. tail support; 7. load application device; 8. electronic angle measuring instrument; 9. counterweight bearing frame. Specific implementation method:

[0029] Example: See Figures 1 to 5 As shown, a light aircraft fuselage torsion test method comprises the following steps:

[0030] ① First, a light aircraft to be tested includes a fuselage 1, wings 2 on the left and right sides, and a tail 3. A luggage rack frame 4 is provided on the fuselage 1; a tail support 6 is provided below the tail rib of the fuselage 1 to support the rear of the fuselage 1; jacks 5 are provided on the lower surface of the connection between the fuselage 1 and the wings 2 to support the fuselage 1 and enable the light aircraft to leave the ground;

[0031] ②, secondly, a load applying device 7 is installed on the tail 3, and the upper end surface of the load applying component 7 is flush with the upper end surface of the luggage rack bulkhead 4;

[0032] ③ Then, a counterweight is applied to the root of the wing 2 on the left side of the fuselage 1 to load the weight. The loading force is 700-1000N, and the posture of the fuselage 1 is adjusted accordingly to achieve that the luggage rack bulkhead 4 is in a horizontal state. The electronic angle measuring instrument 8 is used to detect whether it is in a horizontal state. When it is in a horizontal state, it is set to a reference value of "0";

[0033] ④. Then, a set counterweight is added to the load applying device 7 to achieve loading. The loading force is applied to the right side of the tail 3, thereby generating a torsional force on the fuselage 1. The set torque is 3000Nm-3100Nm, and the loading time is greater than 3s, simulating the force conditions during flight. During the loading process, the electronic angle measuring instrument 8 is used to monitor the torsional angle changes of the fuselage 1 in real time, and record relevant data.

[0034] ⑤. Finally, by summarizing the recorded data, calculating the torsion angle difference, and comparing the angle data before and after loading, the deformation of the fuselage components under the action of torsion force can be accurately evaluated.

[0035] A positioning convex point 11 is formed on the lower surface of the connection between the fuselage 1 and the wing 2, and the top of the jack 5 rests on the fuselage 1 at the positioning convex point 11.

[0036] The tail support 6 comprises a vertical longitudinal stand plate 61, and triangular support plates 62 are welded and fixedly connected to both sides of the stand plate 61, and the lower end surfaces of the support plate 62 and the stand plate 61 are against the ground;

[0037] The upper end surface of the vertical plate 61 is formed with a Y-shaped supporting seat, and an arc-shaped supporting plate 63 is fixedly connected to the supporting seat, and the supporting plate 63 is against the fuselage 1.

[0038] A counterweight carrier 9 is installed at the root of the wing 2. The counterweight carrier 9 includes a longitudinal upper clamping plate 91 and a lower clamping plate 92. The upper clamping plate 91 and the lower clamping plate 92 are respectively arranged on the upper and lower sides of the wing 2. The ends of the upper clamping plate 91 and the lower clamping plate 92 are connected by a plurality of bolt assemblies. The bolt assemblies are composed of locking bolts 94 and locking nuts 95. A rubber protective pad 93 is clamped and fixed between the upper clamping plate 91 and the wing 2 and between the lower clamping plate 92 and the wing 2.

[0039] Two groups of L-shaped support plates 96 are fixedly connected to the upper end surface of the upper clamping plate 91, and an arc plate 98 is fixedly connected to the upper end of the support plate 96. An arc-shaped rubber block 99 is fixedly connected to the arc plate 98. The rubber block 99 is against the outer surface of the upper part of the fuselage 1. A binding rope 913 is fixedly connected to the support plate 96 on the upper side of the rubber block 99. The binding rope 913 passes through the fuselage 1 and is fixedly connected to the support plate 96; a plurality of groups of upper and lower distributed balance brackets 97 are fixedly connected between the support plates 96, and the balance bracket 97 includes an upper horizontal The support shaft 971 and the lower arc-shaped bearing plate 972, the support shaft 971 is sleeved with a plurality of scale weights 914, the lower parts of the scale weights 914 are against the bearing plate 972; the above-mentioned counterweight bearing frame 9 can be tightly connected with the fuselage 1 and the wing 2, instead of simply loading on the wing 2, which is not easy to cause damage to the wing 2, and the loaded counterweight is mainly based on the scale weights 914, which are convenient to place one by one on the counterweight placing bracket 97, so as to facilitate loading on the left wing 2.

[0040] The central axis of the scale weight 914 coincides with the central axis of the support shaft 971 , and the radius of the scale weight 914 is equal to the arc radius of the upper surface of the bearing plate 972 .

[0041] A notch 981 is formed at the lower end of the arc plate 98, and the binding rope 913 is inserted into the notch 981 of the arc plate 98. A T-shaped positioning pin 911 is inserted on the support plate 96, and a through hole 9111 is formed on the positioning pin 911. The binding rope 913 is inserted into the through hole 9111, and the end of the positioning pin 911 extends out of the support plate 96 and is screwed and fixed with a nut 912. The positioning pin 911 is moved by tightening the nut 912, so that the positioning pin 911 cooperates with the support plate 96 to clamp and fix the binding rope 913.

[0042] A load applying device in a light aircraft fuselage torsion test method, the load applying device comprises an inclined right clamping plate 71 and a left clamping plate 72, the upper ends of the right clamping plate 71 and the left clamping plate 72 are fixedly connected together by fasteners, the left clamping plate 72 and the right clamping plate 71 are clamped and fixed on the tail 3, the upper part of the right clamping plate 71 is fixedly connected to a horizontal cantilever 73, the end of the cantilever 73 is connected to a fixed pulley 74, a suspension rope 75 is wound around the fixed pulley 74, the lower end of the suspension rope 75 is fixedly connected to a counterweight, the lower end of the suspension rope 75 can be fixedly connected to a counterweight frame, and the counterweight frame can be fixedly connected to the counterweight frame. The weight can be a weight, which can be placed in a counterweight frame. When loading, the counterweight frame needs to be off the ground; the upper end of the suspension rope 75 is fixedly wound around a winding rack 76, and the winding rack 76 is fixedly connected to the cantilever 73. The middle and lower parts of the right clamping plate 71 are fixedly connected to an inclined support 711, and the upper end of the inclined support 711 is fixedly connected to the cantilever 73; and when the above-mentioned counterweight is a counterweight block of a set weight, it can be fixed to the counterweight block set on the ground by the suspension rope 75. By winding up the suspension rope 75 by the winding rack 76, the counterweight block can be lifted off the ground, which is convenient for the application of the counterweight.

[0043] The cantilever 73 includes a plurality of horizontal fixed arm rods 731 fixedly connected to the left clamping plate 72, two horizontal movable arm rods 732 are inserted between the fixed arm rods 731, and a fixed pulley 74 is arranged between the ends of the movable arm rods 732. Baffle plates 733 are respectively fixedly connected to the upper and lower end surfaces of the head end of the movable arm rod 732, and the baffle plates 733 respectively abut against the upper and lower end surfaces of the fixed arm rod 731; a limiting groove 731 is formed on the upper end surface of the fixed arm rod 731, and a positioning screw 734 is screwed on the baffle plate 733, and the end of the positioning screw 734 is inserted in the limiting groove 731 and pressed against the fixed arm rod 731; the length of the cantilever 73 can be adjusted, which is equivalent to adjusting the torsional torque.

[0044] The reeling frame 76 comprises an end plate 761 fixedly connected to the baffle plate 733 and the movable arm 732, a reeling shaft 762 is inserted between the end plates 761, one end of the reeling shaft 762 extends out of the end plate 761 and is fixedly connected to a rotating disk 763, an outer ring of the rotating disk 763 is fixedly connected to a handle 764, the other end of the reeling shaft 762 extends out of the end plate 761 and is inserted into a fixed limit plate, a positioning bolt 765 is screwed on the limit plate, and the end of the positioning bolt 765 is inserted into the end plate 761;

[0045] A guide seat 77 and a guide column sleeve 78 are inserted between the upper parts of the right clamping plate 71 and the left clamping plate 72. The guide seat 77 is formed with a guide hole. The guide column sleeve 78 is inserted in the guide hole of the guide seat 77 and fixedly connected to the left clamping plate 72. The guide seat 77 is fixedly connected to the right clamping plate 71. A stud 79 is fixedly connected to the guide seat 77. The stud 79 passes through the guide column sleeve 78 and the left clamping plate 72 and is screwed with a fastening nut 710.

[0046] Working principle: This structure is a light aircraft fuselage torsion test method, which mainly adopts the proposed method for aircraft fuselage torsion test and the corresponding load applying device 7. The load applying device 7 can be clamped and fixed on the tail 3. By loading, a torsional force can be generated on the fuselage 1 of the aircraft. The torsional force is located on the right side of the fuselage 1. In order to prevent the aircraft from flipping over, when the torsional force is applied, a load needs to be applied to the wing 2 on the left side of the fuselage 1. At the same time, the tail support 6 and the jack 3 are used to make the fuselage 1 leave the ground for a torsion test.

[0047] The embodiments are used to illustrate the present invention, but not to limit the present invention. Any person skilled in the art may modify the embodiments without violating the spirit and scope of the present invention, and therefore, the scope of protection of the present invention shall be as set forth in the claims of the present invention.

Claims

1. A method for testing the torsion of a light aircraft fuselage, comprising the following steps: ① First, a light aircraft to be tested comprises a fuselage (1), left and right wings (2) and a tail (3), and a luggage rack bulkhead (4) is provided on the fuselage (1); then a tail support (6) is provided below the tail rib of the fuselage (1), and the rear part of the fuselage (1) is supported by the tail support (6); then jacks (5) are provided on the lower surface of the connection between the fuselage (1) and the wing (2), and the fuselage (1) is supported by the jacks (5) and the light aircraft is lifted off the ground; ②, secondly, a load applying device (7) is installed on the tail wing (3), and the upper end surface of the load applying component (7) is flush with the upper end surface of the luggage rack bulkhead (4); ③. Then, a counterweight is applied to the root of the wing (2) on the left side of the fuselage (1) to load the wing. The load force is 700-1000N, and the posture of the fuselage (1) is adjusted accordingly to achieve that the luggage rack bulkhead (4) is in a horizontal state. The electronic angle measuring instrument (8) is used to detect whether it is in a horizontal state. When it is in a horizontal state, it is set to a reference value "0"; ④. Then, a set counterweight is added to the load applying device (7) to achieve loading. The loading force is applied to the right side of the tail wing (3), thereby generating a torsional force on the fuselage (1). The set torque is 3000Nm-3100Nm, and the loading time is greater than 3s, simulating the force conditions during flight. During the loading process, the torsional angle change of the fuselage (1) is monitored in real time using an electronic angle measuring instrument (8), and relevant data is recorded. ⑤. Finally, by summarizing the recorded data, calculating the torsion angle difference, and comparing the angle data before and after loading, the deformation of the fuselage components under the action of torsion force can be accurately evaluated.

2. A light aircraft fuselage torsion testing method and device according to claim 1, characterized in that: A positioning convex point (11) is formed on the lower surface of the connection point between the fuselage (1) and the wing (2), and the top of the jack (5) rests on the fuselage (1) at the positioning convex point (11).

3. A light aircraft fuselage torsion testing method and device according to claim 1, characterized in that: The tail support (6) comprises a vertical longitudinal stand plate (61), and triangular support plates (62) are welded and fixedly connected to both sides of the stand plate (61), and the lower end surfaces of the support plate (62) and the stand plate (61) are against the ground; The upper end surface of the vertical plate (61) is formed with a Y-shaped supporting seat, and a circular arc-shaped supporting plate (63) is fixedly connected to the supporting seat, and the supporting plate (63) is against the fuselage (1).

4. A light aircraft fuselage torsion testing method and device according to claim 1, characterized in that: A counterweight bearing frame (9) is installed at the root of the wing (2), and the counterweight bearing frame (9) includes a longitudinal upper clamping plate (91) and a lower clamping plate (92), the upper clamping plate (91) and the lower clamping plate (92) are respectively arranged on the upper and lower sides of the wing (2), and the ends of the upper clamping plate (91) and the lower clamping plate (92) are connected by a plurality of bolt assemblies, and the bolt assemblies are composed of locking bolts (94) and locking nuts (95), and a rubber protective pad (93) is clamped and fixed between the upper clamping plate (91) and the wing (2) and between the lower clamping plate (92) and the wing (2); The upper end surface of the upper clamping plate (91) is fixedly connected with two groups of support plates (96) which are distributed in front and rear and are L-shaped. The upper end of the support plate (96) is fixedly connected with an arc plate (98). The arc plate (98) is fixedly connected with an arc-shaped rubber block (99). The rubber block (99) is pressed against the outer surface of the upper part of the fuselage (1). The support plate (96) on the upper side of the rubber block (99) is fixedly connected with a binding rope (913). The binding rope (913) is passed around the fuselage. The body (1) is fixedly connected to a support plate (96); a plurality of groups of upper and lower distributed balance placement brackets (97) are fixedly connected between the support plates (96); the balance placement brackets (97) include an upper horizontal support shaft (971) and a lower arc-shaped bearing plate (972); a plurality of scale weights (914) are inserted and sleeved on the support shaft (971); and the lower part of the scale weights (914) rests on the bearing plate (972).

5. A light aircraft fuselage torsion testing method and device according to claim 4, characterized in that: The central axis of the scale weight (914) coincides with the central axis of the support shaft (971), and the radius of the scale weight (914) is equal to the arc radius of the upper surface of the bearing plate (972).

6. A light aircraft fuselage torsion testing method and device according to claim 4, characterized in that: The lower end of the arc-shaped plate (98) is formed with a notch (981), and the binding rope (913) is inserted into the notch (981) of the arc-shaped plate (98). A T-shaped positioning pin (911) is inserted into the support plate (96), and a through hole (9111) is formed on the positioning pin (911), and the binding rope (913) is inserted into the through hole (9111). The end of the positioning pin (911) extends out of the support plate (96) and is screwed and fixed with a nut (912).

7. A load applying device in a light aircraft fuselage torsion test method, the load applying device comprising an inclined right clamping plate (71) and a left clamping plate (72), the upper ends of the right clamping plate (71) and the left clamping plate (72) being fixedly connected together by fasteners, and the left clamping plate (72) and the right clamping plate (71) being clamped and fixed on a tail wing (3), characterized in that: The upper part of the right clamping plate (71) is fixedly connected with a horizontal cantilever (73), the end of the cantilever (73) is connected with a fixed pulley (74), a suspension rope (75) is wound around the fixed pulley (74), the lower end of the suspension rope (75) is fixedly connected with a counterweight, the upper end of the suspension rope (75) is fixedly wound around a winding rack (76), and the winding rack (76) is fixedly connected to the cantilever (73), and the middle and lower parts of the right clamping plate (71) are fixedly connected with an inclined support (711), and the upper end of the inclined support (711) is fixedly connected to the cantilever (73).

8. The load applying device in the light aircraft fuselage torsion testing method according to claim 7, characterized in that: The cantilever (73) comprises a plurality of horizontal fixed arm rods (731) fixedly connected to the left clamping plate (72), two horizontal movable arm rods (732) are inserted between the fixed arm rods (731), a fixed pulley (74) is arranged between the ends of the movable arm rods (732), and baffles (733) are respectively fixedly connected to the upper and lower end surfaces of the head end of the movable arm rod (732), and the baffles (733) respectively abut against the upper and lower end surfaces of the fixed arm rod (731); a limiting groove (731) is formed on the upper end surface of the fixed arm rod (731), and a positioning screw (734) is screwed on the baffle (733), and the end of the positioning screw (734) is inserted into the limiting groove (731) and pressed against the fixed arm rod (731); The reeling frame (76) comprises an end plate (761) fixedly connected to the baffle plate (733) and the movable arm (732); a reeling shaft (762) is inserted between the end plates (761); one end of the reeling shaft (762) extends out of the end plate (761) and is fixedly connected to a rotating disk (763); the outer ring of the rotating disk (763) is fixedly connected to a handle (764); the other end of the reeling shaft (762) extends out of the end plate (761) and is inserted into and fixed to a limiting disk; a positioning bolt (765) is screwed on the limiting disk; and the end of the positioning bolt (765) is inserted into the end plate (761); A guide seat (77) and a guide column sleeve (78) are inserted between the upper parts of the right clamping plate (71) and the left clamping plate (72); a guide hole is formed on the guide seat (77); the guide column sleeve (78) is inserted in the guide hole of the guide seat (77) and is fixedly connected to the left clamping plate (72); the guide seat (77) is fixedly connected to the right clamping plate (71); a stud (79) is fixedly connected to the guide seat (77); the stud (79) passes through the guide column sleeve (78) and the left clamping plate (72) and is screwed with a fastening nut (710).

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