Breaking pin type aircraft locking mechanism

Abstract

The invention discloses a snapping pin type aircraft locking mechanism which comprises a tray, a locking support, a sleeve and a snapping pin, the tray is installed at the rear end of an aircraft, the locking support is installed at the rear end of the tray, one end of the snapping pin sequentially penetrates through the locking support and the tray and is connected with the rear end of the aircraft, and the snapping pin is sleeved with the sleeve; the whole structure is high in stability, compact in structure, convenient to operate, low in cost and high in reliability.

Description

Technical Field

[0001] The present invention relates to the field of mechanical manufacturing technology, in particular to a pull-off pin type aircraft locking mechanism. Background Art

[0002] As a crucial vehicle for storing, transporting, and launching aircraft, storage and transportation tubes must maintain the correct aircraft posture within the tube, prevent rotation during transport, and reliably unlock and eject the aircraft from the tube during ejection. The locking mechanism within the tube is essential for storing, transporting, and ejecting aircraft from the tube. It limits the aircraft's axial position within the tube during transportation and hoisting, preventing movement. During ejection, the locking mechanism reliably unlocks, allowing the aircraft to be ejected smoothly.

[0003] Compared with the gunpowder explosion unlocking locking mechanism, the mechanical structure locking mechanism has the advantages of easy molding and processing, low price, convenient storage, and short batch production cycle. However, after the locking mechanism is assembled, a predetermined force needs to be applied to achieve a tight fit between the pallet in the tube, the tail of the aircraft, and the rear cover; if the pre-tightening force is too small, it cannot meet the tight fit requirements; if the pre-tightening force is too large, it will have a greater impact on the structural strength of the locking mechanism, reducing the locking force of the locking mechanism. The aircraft cannot be reliably locked during transportation, causing the aircraft to be unlocked in the storage tube and a dangerous accident. Summary of the Invention

[0004] In order to solve the above technical problems, the present invention provides a pull-off pin type aircraft locking mechanism.

[0005] The present invention is achieved through the following technical solutions.

[0006] The present invention provides a breakaway pin type aircraft locking mechanism, which includes a tray, a locking support, a sleeve and a breakaway pin. The tray is installed at the rear end of the aircraft, the locking support is installed at the rear end of the tray, one end of the breakaway pin passes through the locking support and the tray in sequence and is connected to the rear end of the aircraft, and the sleeve is sleeved on the breakaway pin.

[0007] Preferably, the breaking pin is respectively arranged as a first connection part, a weak part, a second connection part and a third connection part, the two ends of the weak part are fixedly connected to the first connection part and the second connection part respectively through conical segments, and the end of the second connection part away from the weak part is fixedly connected to the third connection part.

[0008] Preferably, the first connecting portion consists of a first connecting section and a second connecting section, the first connecting section passes through the sleeve and is threadedly connected to the tail of the aircraft, and the second connecting section is fixedly connected to the weak portion through a tapered section.

[0009] Preferably, the sleeve consists of a first sleeve segment, a second sleeve segment and a third sleeve segment, the inner diameter of the first sleeve segment is longer than that of the second sleeve segment, and the inner diameter of the third sleeve segment is longer than that of the first sleeve segment.

[0010] Preferably, the second connecting portion and the weak portion are located at the first sleeve segment, the second connecting portion is located at the second sleeve segment, the second connecting portion and the second sleeve segment are clearance-fitted, and the third connecting portion is located at the third sleeve segment.

[0011] Preferably, the end surface area of ​​the third connecting portion is larger than the end surface area of ​​the second connecting portion, and one end of the third connecting portion close to the second connecting portion is clamped in the third sleeve segment.

[0012] Preferably, a plugging cap is threadedly sleeved on one end of the third connecting portion away from the second connecting portion.

[0013] Preferably, a flange structure is provided at the connection between the second sleeve segment and the third sleeve segment.

[0014] Preferably, there are two locking supports, which are symmetrically arranged.

[0015] The beneficial effects of the present invention are:

[0016] ①High overall structural stability: By adopting a simple mechanized structure, it has a compact structure, easy operation, low cost and high reliability.

[0017] ② Effectively ensure the structural strength of the breakaway pin: By adopting a design in which a sleeve is used to apply torque instead of directly applying torque to the breakaway pin, it is effectively ensured that the weak part of the breakaway pin is not subjected to torsional force.

[0018] ③Good anti-loosening effect: In order to avoid the pin from loosening due to breaking during transportation, a blocking cap connection method is adopted to prevent loosening. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a front cross-sectional view of the present invention;

[0020] Figure 2 is an enlarged schematic view of part A of the present invention;

[0021] Figure 3 It is a structural schematic diagram of the breakaway pin of the present invention;

[0022] Figure 4 It is a schematic structural view of the sleeve of the present invention;

[0023] Figure 5 It is a schematic cross-sectional structural diagram of the sleeve of the present invention;

[0024] Figure 6 This is a schematic diagram of the plugging cap structure of the present invention;

[0025] In the figure: 1-pull-off pin; 11-first connecting part; 111-first connecting section; 112-second connecting section; 12-second connecting part; 13-weak part; 14-conical segment; 15-third connecting part; 2-sleeve; 21-first sleeve section; 22-second sleeve section; 23-third sleeve section; 3-blocking cap; 4-locking support; 5-tray; 6-aircraft; 7-flange structure. DETAILED DESCRIPTION

[0026] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0027] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0028] In this embodiment, referring to Figure 1 、 Figure 2 and Figure 4 , including a tray 5, a locking support 4, a sleeve 2 and a breaking pin 1, the locking support 4 is installed at the rear end of the tray 5, and the tray 5 is installed at the rear end of the aircraft 6. There are two locking supports 4, and the two locking supports 4 are symmetrically arranged. The locking support 4 and the tray 5 are jointly provided with two communicating holes, and the two communicating holes are respectively distributed on the two locking supports 4. One end of the breaking pin 1 passes through the communicating hole and is connected to the rear end of the aircraft 6;

[0029] The sleeve 2 consists of a first sleeve section 21, a second sleeve section 22 and a third sleeve section 23. The first sleeve section 21, the second sleeve section 22 and the third sleeve section 23 are connected as a whole. The first sleeve section 21 and the second sleeve section 22 are sleeved on the part where the break pin 1 is located in the communicating hole. The first sleeve section 21 and the second sleeve section 22 are both clearance-matched with the communicating hole; a flange structure 7 is provided at the connection between the second sleeve section 22 and the third sleeve section 23, and the flange structure 7 abuts on the surface of the locking support 4, and the overall structure is installed at the rear end of the aircraft 6.

[0030] In this embodiment, referring to Figure 4 and Figure 5The inner diameter of the first sleeve section 21 is greater than the inner diameter of the second sleeve section 22, and the inner diameter of the third sleeve section 23 is greater than the inner diameter of the first sleeve section 21, so that the breaking pin 1 can be passed through the third sleeve section 23, through the first sleeve section 21 and then into the position of the second sleeve section 22.

[0031] In this embodiment, referring to Figure 3 The breaking pin 1 is sequentially provided with a first connecting portion 11, a weak portion 13, a second connecting portion 12 and a third connecting portion 15. Both ends of the weak portion 13 are integrally connected to the first connecting portion 11 and the second connecting portion 12 through a tapered segment 14. The end of the second connecting portion 12 away from the weak portion 13 is integrally connected to the third connecting portion 15.

[0032] The first connecting portion 11 is composed of a first connecting section 111 and a second connecting section 112. The first connecting section 111 passes through the sleeve 2 and is threadedly connected to the rear end of the aircraft 6. The second connecting section 112 is integrally connected to one end of the weak portion 13 through a conical segment 14. The cross-sectional area of ​​the weak portion 13 is smaller than the cross-sectional area of ​​the first connecting portion 11 and the second connecting portion 12. When the aircraft 6 is launched, the weak portion 13 of the break pin 1 breaks to achieve unlocking.

[0033] In this embodiment, referring to Figure 2 、 Figure 3 、 Figure 4 and Figure 5 The first connecting section 111 passes through the sleeve 2 and is threadedly connected to the rear end of the aircraft 6. The second connecting section 112 is located at the position of the second sleeve section 22. The second connecting portion 12 and the weak portion 13 are located at the position of the first sleeve section 21. The second connecting section 112 is configured as an outer octagonal column, and the second sleeve section 22 is configured as an inner quadrilateral cylinder. The second connecting section 112 and the second sleeve section 22 are snap-fitted and adapted to apply a preload force to the sleeve 2 instead of directly applying a preload force to the break pin 1, thereby avoiding torsional force generated by the weak portion 13 and ensuring structural strength.

[0034] The end surface area of ​​the third connecting part 15 is larger than the end surface area of ​​the second connecting part 12 . The end of the third connecting part 15 close to the second connecting part 12 is clamped in the third sleeve section 23 , and the end of the third connecting part 15 away from the second connecting part 12 is located outside the third sleeve section 23 .

[0035] In this embodiment, referring to Figure 2 、 Figure 4 and Figure 6 A plugging cap 3 is threadedly sleeved on the end of the third connecting part 15 away from the second connecting part 12. At the same time, the plugging cap 3 and the end face of the third sleeve section 23 are pressed against each other, so that the breakaway pin 1 has a certain anti-loosening effect, thereby realizing a fastening connection between the sleeve 2 and the breakaway pin 1, thereby realizing a fastening connection between the overall structure and the aircraft 6.

[0036] In this embodiment, referring to Figure 4 The exterior of the third sleeve section 23 is set as a hexagonal structure, which is convenient for using a wrench tool to apply a pre-tightening force to the sleeve 2 and transmit it to the second connecting section 112. The second connecting section 112 then transmits the pre-tightening force to the first connecting section 111, thereby strengthening the fastening connection between the break pin 1 and the tail of the aircraft 6; through the close fit between the second connecting section 112 and the second sleeve section 22, the weak portion 13 on the break pin 1 can be prevented from generating a torsional force when the pre-tightening force is applied, thereby ensuring the strength of the weak portion 13 on the break pin 1.

[0037] In this embodiment, through the cooperation of the breaking pin 1 and the sleeve 2, the weak portion 13 of the aircraft 6 can be reliably unlocked when it is ejected from the tube, and the weak portion 13 of the breaking pin 1 can be ensured not to undergo plastic deformation during transportation.

[0038] The assembly process of this embodiment is as follows: one end of the sleeve 2 is passed through the communicating hole until the flange structure 7 abuts against the locking support 4, thereby realizing the installation of the sleeve 2; the breaking pin 1 passes through the sleeve 2 and contacts and connects with the rear end of the aircraft 6. By rotating the sleeve 2, the second connecting section 112 and the second sleeve section 22 are engaged and adapted, and the sleeve 2 drives the breaking pin 1 to rotate. Under the action of friction, the breaking pin 1 moves forward to realize the threaded connection between the breaking pin 1 and the aircraft 6; a torque wrench is used to apply a pre-tightening force to the sleeve 2 instead of directly applying a pre-tightening force to the breaking pin 1, thereby avoiding the generation of torsional force at the weak part 13 and ensuring the structural strength; finally, the blocking cap 3 is threadedly sleeved on the end of the third connecting part 15, so that the blocking cap 3 is tightly abutted against the end face of the third sleeve section 23, thereby realizing the anti-loosening effect of the structure;

[0039] During reverse disassembly, first use a flat-blade screwdriver to remove the plug 3, then use a torque wrench to apply force to the sleeve 2 in the reverse direction to loosen the breakaway pin 1. This process effectively avoids the weak part 13 of the breakaway pin 1 generating torsional force and structural damage during the reverse operation. Finally, remove the breakaway pin 1 from the sleeve 2 to complete the reverse operation of the structure.

[0040] The test effect of this embodiment: through docking installation verification, 2000 km transportation test, tension test and ejection test verification, the weak part 13 is intact and undamaged, the overall break pin 1 has no slippage, the anti-loosening effect is good, and the break force after transportation meets the use requirements; the weak part 13 is broken to achieve reliable unlocking, and the sleeve 2 slides out of the connecting hole, ensuring that the aircraft 6 is stably and reliably ejected from the tube, and the ejection accuracy is basically unaffected. This structure can stably and reliably realize the transportation, locking and unlocking functions of the aircraft 6. When the aircraft 6 is ejected from the tube, the impact of the break pin 1 on the aircraft 6 when it is unlocked is small, which meets the requirements of economy, processability, practicality and operability, and ensures the safe, reliable and accurate launch of the aircraft 6.

[0041] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. All equivalent structural transformations made based on the contents of the present invention's description and drawings, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A pull-off pin type aircraft locking mechanism, characterized in that: The invention comprises a tray (5), a locking support (4), a sleeve (2) and a breaking pin (1); the tray (5) is mounted on the rear end of an aircraft (6); the locking support (4) is mounted on the rear end of the tray (5); one end of the breaking pin (1) is sequentially inserted into the locking support (4) and the tray (5) and connected to the rear end of the aircraft (6); and the sleeve (2) is sleeved on the breaking pin (1).

2. The break-pin type aircraft locking mechanism according to claim 1, characterized in that: The breaking pin (1) is sequentially provided with a first connecting portion (11), a weak portion (13), a second connecting portion (12) and a third connecting portion (15); the two ends of the weak portion (13) are fixedly connected to the first connecting portion (11) and the second connecting portion (12) respectively through a conical segment (14); and the end of the second connecting portion (12) away from the weak portion (13) is fixedly connected to the third connecting portion (15).

3. The break-pin type aircraft locking mechanism according to claim 2, characterized in that: The first connecting portion (11) is composed of a first connecting section (111) and a second connecting section (112); the first connecting section (111) passes through the sleeve (2) and is threadedly connected to the tail of the aircraft (6); and the second connecting section (112) is fixedly connected to the weak portion (13) through a tapered section (14).

4. The breakaway pin type aircraft locking mechanism according to claim 3, wherein: The sleeve (2) consists of a first sleeve section (21), a second sleeve section (22) and a third sleeve section (23); the inner diameter of the first sleeve section (21) is greater than the inner diameter of the second sleeve section (22); and the inner diameter of the third sleeve section (23) is greater than the inner diameter of the first sleeve section (21).

5. The break-pin type aircraft locking mechanism according to claim 4, characterized in that: The second connecting portion (12) and the weak portion (13) are located at the position of the first sleeve segment (21), the second connecting segment (112) is located at the position of the second sleeve segment (22), the second connecting segment (112) and the second sleeve segment (22) are snap-fitted, and the third connecting portion (15) is located at the position of the third sleeve segment (23).

6. The break-pin type aircraft locking mechanism according to claim 4, characterized in that: The end surface area of ​​the third connecting portion (15) is larger than the end surface area of ​​the second connecting portion (12), and one end of the third connecting portion (15) close to the second connecting portion (12) is clamped in the third sleeve section (23).

7. The break-pin type aircraft locking mechanism according to claim 6, characterized in that: A blocking cap (3) is threadedly sleeved on one end of the third connecting portion (15) away from the second connecting portion (12).

8. The break-pin type aircraft locking mechanism according to claim 4, characterized in that: A flange structure (7) is provided at the connection between the second sleeve section (22) and the third sleeve section (23).

9. The break-pin type aircraft locking mechanism according to claim 1, wherein: There are two locking supports (4), and the two locking supports (4) are symmetrically arranged.

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