Transfer box for aircraft, dismounting method and mounting method

Abstract

The invention discloses a transfer box for an aircraft, a dismounting method and a mounting method, and relates to the technical field of aviation ground support equipment, the transfer box comprises a box body, a fixing assembly I, a fixing assembly II and a rotating assembly; wherein the fixing assembly I is arranged at one end in the box body and is used for fixing a machine head; the second fixing assembly is arranged at the other end in the box body and used for fixing the first undercarriage; the rotating assemblies are arranged on the two sides in the box body respectively, each rotating assembly compresses the empennage and fixes the wing, and when the rotating assemblies drive the wing to turn over towards the outer side, the empennage is loosened. Components in the transfer box are clearly divided in structure and function, the structure is stable, the space layout is accurately matched, operation is easy and convenient, the loading and unloading efficiency is remarkably improved, and the average unfolding and folding time of a single aircraft is stably controlled within 8 min under the condition that four persons work cooperatively; and standardized container transportation requirements are met.

Description

Technical Field

[0001] This invention relates to the field of aviation ground support equipment technology, specifically to a transfer box for aircraft, a disassembly method, and an installation method. Background Technology

[0002] Currently, with the rapid development of the low-altitude economy, the application scenarios of drones and other aircraft are becoming increasingly widespread, placing higher demands on the convenience and reliability of their transportation and storage. In existing technologies, drones and other aircraft are often transported using fixed transfer boxes or simple packaging. However, transporting aircraft using fixed transfer boxes or simple packaging presents problems such as cumbersome loading and unloading processes, typically requiring multiple people to work together and being difficult to complete in a short time. Summary of the Invention

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a transfer box for aircraft, a disassembly method, and an installation method, which significantly improves the loading and unloading efficiency of aircraft.

[0004] In view of this, on the one hand, the present invention provides a transfer container for an aircraft, wherein the aircraft includes a fuselage, wings mounted on both sides of the fuselage, a tail fin mounted on one end of the fuselage, and a landing gear mounted under the fuselage, the fuselage including a nose, and the transfer container including: Box; and, Fixing component one is located at one end of the housing and is used to fix the machine head; Fixing component two is located at the other end of the housing and is used to fix landing gear one; Rotating components are respectively located on both sides of the housing. Each rotating component presses against the tail fin and fixes the wing. When the rotating component drives the wing to flip outward, the tail fin is released.

[0005] According to some embodiments of the present invention, each of the rotating components includes a plurality of rotating members arranged independently at intervals along the longitudinal direction of the housing. Each rotating member includes a rotating member one and a rotating member two. The tail fin is fixed on the rotating member one, and the wing is fixed on the rotating member two. The rotating member one is rotatably mounted on the rotating member two along the side of the rotating member two, thereby driving the wing to rotate.

[0006] According to some embodiments of the present invention, the tail fin includes two horizontal stabilizers and a vertical stabilizer sandwiched between the two horizontal stabilizers. The contact surfaces of the rotating component one and the rotating component two are provided with coaxial through holes at corresponding positions. Each of the horizontal stabilizers is evenly distributed in a plurality of through holes arranged independently along the longitudinal direction of the housing on the same side as it. The vertical stabilizer is fixed to the top of the fixing component one. The upper end surface of the rotating component one is provided with a groove three adapted to the wing edge contour.

[0007] According to some embodiments of the present invention, the fixing component includes a clamping frame and a lifting component. The clamping frame has a groove in the middle that is adapted to the outer periphery of the machine head for fixing the machine head in the clamping frame. The clamping frame is connected to a lifting mechanism on its outer periphery for adjusting the height of the clamping frame.

[0008] According to some embodiments of the present invention, the clamping frame includes a clamping frame one and a clamping frame two symmetrically arranged at one end of the box body along the longitudinal centerline; the lifting mechanism includes a ratchet tightener, a guide tube, and a positioner, the ratchet tightener is connected to the outer periphery of the clamping frame one and the clamping frame two, and the height of the clamping frame one and the clamping frame two is adjusted by the ratchet tightener; one end of the guide tube is inserted into the clamping frame one and the clamping frame two respectively, and the other end of the guide tube is inserted into the fixed seat, and the relative displacement between the guide tube and the fixed seat is locked by the positioner, and the fixed seat is installed in the box body.

[0009] According to some embodiments of the present invention, the second fixing component includes a hook, a stop block and a limiting block, the hook and the stop block are respectively disposed at both ends of the first landing gear; the hook is fixed to the first landing gear by a hook strap, and the stop block is inserted into the limiting block and moves along the limiting block.

[0010] According to some embodiments of the present invention, the housing includes a bottom plate, a plurality of protective plates and a top cover plate, wherein the plurality of protective plates are vertically rotatably connected to the four sides of the bottom plate, and adjacent protective plates are fixedly connected by columns; the top cover plate is installed above the protective plates.

[0011] According to some embodiments of the present invention, the aircraft further includes a second landing gear mounted below the fuselage and near the nose, with a slide rail provided on the base plate at a middle position along the aircraft's sliding path, the slide rail having an inclination angle adapted to the second landing gear.

[0012] On one hand, a disassembly method for an aircraft according to the present invention, using the aforementioned transfer box for an aircraft, includes the following steps: S100: Open the enclosure; S200: The rotating components on both sides flip outward, causing the wings to flip outward to a preset angle; S300: Remove the second fixed component to release the limit and lock on the landing gear one; S400: Adjust the fixing component one to release the clamping and fixing of the machine head; S500: The fuselage is extended; the wings and tail are then removed in sequence.

[0013] According to some embodiments of the present invention, step S400 includes the following steps: S410: Rotary positioner, releases the locking limit of the guide tube; S420, positive adjustment ratchet tensioner, drives the clamping frame to descend synchronously and smoothly along the axial direction of the guide tube until the second landing gear touches the ground smoothly and forms support; S430. Remove the straps used to reinforce the clamping frame, and move clamping frame one and clamping frame two synchronously in opposite directions along the horizontal direction to completely release the clamping and fixing of the machine head.

[0014] On the other hand, an installation method for an aircraft according to the present invention, using the above-mentioned transfer box for an aircraft, includes the following steps: S600: The tail fin and wings are fixed sequentially using a rotating assembly; S700: The nose is fixed by a fixing component one and the landing gear two is raised; S800: Landing gear one is secured by fixing component two; S900: Inward flip-rotate assembly, install column, and merge housing.

[0015] A transfer box, disassembly method, and installation method for an aircraft according to an embodiment of the present invention have at least the following technical effects: 1. The transshipment container of the present invention has a clear division of labor in terms of structural function, a stable structure, precise matching in spatial layout, simple operation, and significantly improved loading and unloading efficiency. Under the condition of 4 people working together, the average deployment and retrieval time of a single aircraft is stably controlled within 8 minutes; and it meets the requirements of standardized container transportation.

[0016] 2. In this invention, the nose is placed in the groove of the clamping frame, which significantly increases the contact area and constraint force, suppressing the nose's movement and torsional instability under transportation vibration. A lifting mechanism is connected to the outer periphery of the clamping frame, which actively and controllably adjusts the height of the clamping frame, ensuring that the aircraft's landing gear 2 remains suspended during transportation, thus guaranteeing the stability of the aircraft. Alternatively, during disassembly, the aircraft's landing gear 2 can be stably supported, allowing it to slide smoothly out of the housing. Moreover, the lifting mechanism is completely built into the housing, eliminating the need for external hoisting equipment and ensuring operational continuity and adaptability to the disassembly and assembly site.

[0017] 3. In this invention, clamping frame one and clamping frame two are symmetrically placed frame structures. The symmetrical arrangement allows the clamping force to be applied bidirectionally along the longitudinal centerline, avoiding the torque eccentricity caused by unilateral clamping and significantly reducing the risk of local stress concentration in the box.

[0018] 4. This invention uses a ratchet tightener to drive the clamping frame one and clamping frame two to rise and fall synchronously and smoothly; a guide tube provides a guiding reference for the rising and falling of clamping frame one and clamping frame two; moreover, the two ends of the guide tube constrain the clamping frame and the fixed seat respectively, forming a stable three-point support structure; the positioner performs a final locking after clamping in place, ensuring that the guide tube does not undergo axial displacement under vibration conditions during transportation; through the coordinated work of the ratchet tightener, guide tube and positioner, the structural stability, working consistency and operational reliability of the clamping frame are improved.

[0019] 5. With the fixed component two, the landing gear one can be fully released by a single person within 30 seconds without the need for tool intervention, which improves loading and unloading efficiency, enhances transportation safety, and is suitable for high-frequency support scenarios.

[0020] 6. Using this transfer container, the entire machine can be loaded and unloaded within 7.5 minutes with the cooperation of 4 people, which is far less than the conventional 20-minute requirement; it is also compatible with standard containers and supports multi-layer stacking, improving transportation efficiency; all steps have clear limits and anti-misoperation designs; the quick-disassembly structure and durable materials ensure long-term reliable use; it avoids the shortcomings of existing technologies for drones and other aircraft in ground transportation and emergency deployment scenarios, such as complex disassembly processes, reliance on experience, low efficiency of multi-person cooperation, and lack of logical constraints on the order of disassembly of various components.

[0021] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the external structure of a transfer box for an aircraft according to the present invention; Figure 2 for Figure 1 Internal structure diagram; Figure 3 for Figure 2 Expanding diagram Figure 1 ; Figure 4 for Figure 3 Enlarged view of section A in the image; Figure 5 for Figure 2 Expanding diagram Figure 2; Figure 6 for Figure 5 Enlarged view of section B in the image; Figure 7 This is a schematic diagram of the placement of the tail and wing in a transport container for an aircraft according to the present invention; Figure 8 for Figure 7 Enlarged view of section C in the image; Figure 9 This is a schematic diagram of the internal structure of a transfer box for an aircraft according to the present invention. Figure 1 ; Figure 10 for Figure 9 Enlarged view of section D in the image; Figure 11 This is a schematic diagram of the internal structure of a transfer box for an aircraft according to the present invention. Figure 2 ; Figure 12 for Figure 11 A magnified view of the ratchet tensioner at point E in the middle; Figure 13 for Figure 11 A magnified view of the guide tube at point G in the middle; Figure 14 This is a schematic diagram of the internal structure of a transfer box for an aircraft according to the present invention. Figure 3 ; Figure 15 for Figure 14 A magnified view of a portion of the fixing component 2 at point G; Figure 16 This is a schematic diagram of the internal structure of a transfer box for an aircraft according to the present invention. Figure 3 ; Figure 17 for Figure 16 Diagram of the disassembly of the central column; Figure 18 This is a schematic diagram of a transfer box for an aircraft after the aircraft has been disassembled, according to the present invention. Figure 19 This is a schematic flowchart of a disassembly method for an aircraft according to the present invention; Figure 20 This is a schematic flowchart of an installation method for an aircraft according to the present invention.

[0024] Explanation of icon numbers: 100. Housing; 110. Base plate; 120. Front guard plate; 130. Rear guard plate; 140. Left guard plate; 150. Right guard plate; 160. Top cover plate; 170. Column; 180. Protective sleeve; 190. Slide rail; 200. Aircraft; 210. Fuselage; 211. Nose; 220. Landing Gear I; 230. Wing; 240. Tail; 241. Horizontal Tail; 242. Vertical Tail; 250. Landing Gear II; 260. Propeller; 300. Fixing component one; 310. Clamping frame; 311. Clamping frame one; 3111. Pad one; 3112. Groove one; 312. Clamping frame two; 3121. Pad two; 3122. Groove two; 320. Lifting component; 321. Ratchet tensioner; 322. Guide tube; 3221. Guide hole; 323. Positioner; 324. Fixing base; 330. Strap; 400. Fixing component two; 410. Hook and loop; 420. Stop block; 430. Limiting block; 440. Hook and strap; 450. Fixing block; 500. Rotating assembly; 510. Rotating component; 511. Rotating part one; 512. Rotating part two; 513. Through hole; 514. Groove three; 600. Fixed Component Three.

[0025] The purpose, features, and advantages of this accompanying drawing will be further explained in conjunction with the embodiments and with reference to the accompanying drawing. Detailed Implementation

[0026] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0027] It should be noted that one end and the other end of the box 100 refer to the two ends along the longitudinal direction of the box 100, which is the direction in which the aircraft 200 slides. The two sides of the box 100 are perpendicular to the longitudinal direction of the box 100. One end, the other end, and the two sides of the box 100 together constitute the four sides of the box 100.

[0028] On the one hand, see Figures 1 to 6 As shown, a transfer container for an aircraft according to the present invention includes a container body 100, a first fixing component 300, a second fixing component 400, and a rotating component 500; wherein, the first fixing component 300 is disposed at one end inside the container body 100 and is used to fix the nose 211; the second fixing component 400 is disposed at the other end inside the container body 100 and is used to fix the landing gear 220; the rotating components 500 are respectively disposed on both sides inside the container body 100, each rotating component 500 pressing against the tail fin 240 and fixing the wing 230, and releasing the tail fin 240 when the rotating component 500 drives the wing 230 to flip outward.

[0029] For example: see Figure 1 and Figure 2 As shown, the transport container includes a container body 100, within which the aircraft 200 is placed. The aircraft 200 includes, but is not limited to, large general-purpose unmanned aerial vehicles (UAVs); it is understood that the aircraft 200 includes a fuselage 210, wings 230, a tail 240, landing gear one 220, landing gear two 250, and a propeller 260. The fuselage 210 includes a nose 211, located at one end of the fuselage 210. The tail 240 is mounted at the other end of the fuselage 210. The wings 230 are mounted on both sides of the fuselage 210. Landing gear one 220 is mounted below the fuselage 210 and near the wing 230. Landing gear two 250 is mounted below the fuselage 210 and near the nose 211. The propeller 260 is mounted on the fuselage 210 near the tail 240. See also... Figure 3 and Figure 4 As shown, the housing 100 contains a first fixing component 300, a second fixing component 400, and a rotating component 500. The first fixing component 300 is located inside the housing 100 near the machine head 211 and is used to fix the circumferential contour of the machine head 211. See also... Figure 5 and Figure 6 As shown, the fixing component 2 400 is located inside the housing 100 at the end furthest from the nose 211, corresponding to the installation position of the landing gear 220, and is used to limit the lateral and vertical displacement of the landing gear 220. See also Figure 3 As shown, the rotating components 500 are located on the left and right sides inside the housing 100, symmetrically arranged along the extension direction of the wing 230 and tail 240. They provide a support surface during transport and can also rotate the wing 230 within a range of 0°-110° during disassembly or installation, facilitating the removal and installation of other parts of the aircraft 200. The rotating components 500 on each side are used to both press the tail 240 and fix the wing 230; at the same time, when the rotating components 500 rotate the wing 230 outward, the tail 240 is released.

[0030] Moreover, see Figure 1As shown, the container 100 is a rigid, enclosed frame. In one specific embodiment, its external dimensions are 3982mm × 2276mm × 1305mm. The container 100 itself weighs 400kg-700kg, and the weight it carries for the aircraft 200 is generally 400kg-800kg, resulting in a total weight of 800kg-1500kg. The container 100 adopts a modular structure, is compatible with standard containers, and supports multi-layer stacking, improving transportation efficiency. For example, stacking two containers 100 together results in a total size of 11946mm × 2276mm × 2610mm for six containers, which is compatible with IAAA standard containers (the internal dimensions of IAAA standard containers are 11998mm × 2330mm × 2655mm), facilitating overall transportation and reducing transportation costs. The box body 100 adopts a truck body structure, which can be mass-produced and has low production costs. The inside of the box body 100 is polished, and its structural strength is checked to bear 1.5 times the rated load, ensuring that the bottom box body 100 does not deform when two boxes 100 are stacked.

[0031] In this embodiment, under the condition of four-person collaborative operation, it is only necessary to sequentially open the box 100, flip the two rotating components 500 outward to drive the wings 230 to deflect synchronously to a deployment angle of 60°-90°, remove the second fixing component 400 to release the constraint of the landing gear 220, and loosen the first fixing component 300 to release the clamp of the nose 211, thus smoothly pushing out the fuselage 210. The box 100 provides a unified installation benchmark and rigid load-bearing platform. The first fixing component 300 and the second fixing component 400 respectively implement deterministic constraints on the front and rear support points of the aircraft 200, avoiding the local stress concentration and non-subjective displacement caused by uneven tension when fixing the aircraft 200 with straps 330 in traditional fixed transfer boxes or simple packaging methods. The rotating component 500 can both press the tail fin 240 and fix the wings 230; it saves constraint space, facilitates the pushing out of the fuselage 210, and does not cause scratches to the fuselage 210. The components of this transshipment container have a clear division of labor in terms of structure and function, a stable structure, a precise matching in spatial layout, and are easy to operate, significantly improving loading and unloading efficiency. This allows the average deployment and retraction time of a single aircraft to be stably controlled within 8 minutes, and meets the requirements of standardized container transportation.

[0032] Further, see Figure 7 As shown, the transfer box proposed in this invention also includes a fixing component 300, which is located inside the box body 100 at the same end as the fixing component 300, and is used to fix the tail fin 240 and strengthen the fixation of the tail fin 240.

[0033] In some embodiments of the present invention, see Figure 5 , Figure 7 and Figure 8As shown, each rotating assembly 500 includes several rotating components 510 arranged independently at intervals along the longitudinal direction of the housing 100. Each rotating component 510 includes a first rotating component 511 and a second rotating component 512. The tail fin 240 is fixed on the first rotating component 511, and the wing 230 is fixed on the second rotating component 512. The first rotating component 511 is rotatably mounted on the second rotating component 512 along the side of the second rotating component 512, thereby driving the wing 230 to rotate.

[0034] In this embodiment, see Figure 5 As shown, the rotating assembly 500 is used to fix the wings 230 and tail 240 of the aircraft 200. The rotating assemblies 500 are symmetrically arranged on both sides of the housing 100, with one set on each side along the longitudinal centerline of the housing 100. See also... Figure 7 As shown, each set of rotating components 500 includes several rotating members 510 arranged at equal intervals along the longitudinal direction of the housing 100. The gap between adjacent rotating members 510 is 50mm-80mm to avoid mutual interference. See also Figure 7 and Figure 8 As shown, each rotating component 510 includes a first rotating component 511 and a second rotating component 512. Both the first rotating component 511 and the second rotating component 512 are cuboid structures. The first rotating component 511 is rotatably mounted on the second rotating component 512 along its side via a pin. The "side" specifically refers to the vertical edge of the second rotating component 512 facing the interior of the housing 100, not the top or bottom surface. The second rotating component 512 serves as a fixed base component, rigidly connected to the reinforcing ribs inside the housing 100 via bolts or embedded clips. The first rotating component 511 serves as a movable clamping component, with one edge of its side forming a rotating pair with the side of the second rotating component 512 via a pin, allowing the first rotating component 511 to rotate within the range of 0° to 110°. This ensures that the wing 230 does not swing unexpectedly in the fixed state, while allowing for controllable flipping during release. The first rotating component 511 and the second rotating component 512 are fixedly connected by a spring-loaded latch. The tail fin 240 is fixed on the first rotating component 511, and the wing 230 is fixed on the second rotating component 512. The first rotating component 511 is rotatably mounted on the second rotating component 512 along the side of the second rotating component 512, thereby driving the wing 230 to rotate.

[0035] The rotating component 510 adopts a split cuboid structure of rotating component one 511 and rotating component two 512. Rotating component one 511 is hinged to the vertical side of rotating component two 512 facing the inside of the housing 100 via a pin, limiting the rotation range of rotating component one 511 to 0° to 90°. This achieves controllable flipping of the tail fin 240 while maintaining the positional stability of the wing 230 and tail fin 240 in a fixed state, effectively preventing structural damage or failure of wing 230 to storage and deployment due to unexpected swinging. The wing 230 is fixed to the movable rotating component one 511, and the tail fin 240 is fixed to rotating component two 512, which serves as a fixed base. The rotation of rotating component one 511 can directly drive the wing 230 to rotate synchronously, realizing the linkage adjustment of the wing 230 and tail fin 240. This design simplifies the transmission chain, eliminating the need for additional complex transmission mechanisms. While reducing overall structural complexity and equipment weight, it improves the response speed and control precision of wing 230 adjustment, adapting to the rapid deployment and folding requirements of the aircraft 200. The rotating assembly 500, through the separate fixing and controllable rotation of the wing 230 and tail fin 240, enables a smooth transition of the aircraft 200's wing 230 from a folded to a deployed state, significantly improving the aircraft 200's portability and operational response efficiency, making it particularly suitable for scenarios requiring frequent relocation of work sites.

[0036] In some embodiments of the present invention, see Figure 7 and Figure 8 As shown, the tail fin 240 includes two horizontal tails 241 and a vertical tail 242 sandwiched between the two horizontal tails 241. The contact surfaces of the rotating component 1 511 and the rotating component 2 512 are provided with coaxial through holes 513 at corresponding positions. Each horizontal tail 241 is evenly distributed in a plurality of through holes 513 arranged independently along the longitudinal direction of the housing 100 on the same side as it. The vertical tail 242 is fixed to the top of the fixing component 1 300. The upper end surface of the rotating component 1 511 is provided with a groove 3 514 adapted to the edge contour of the wing 230.

[0037] In this embodiment, see Figure 7 As shown, the tail fin 240 of the mounted UAV is H-shaped. The H-shaped tail fin 240 includes two horizontal stabilizers 241 and a vertical stabilizer 242. The two horizontal stabilizers 241 and the vertical stabilizer 242 sandwiched between them are described. The horizontal stabilizers 241 are long, rod-like structures, and the vertical stabilizer 242, located between the two horizontal stabilizers 241, is a portal-shaped structure. (See also...) Figure 8As shown, coaxial through holes 513 are provided at corresponding positions on the contact surfaces of rotating component 1 511 and rotating component 2 512. That is, coaxial through holes 513 are provided at corresponding positions on the upper end surface of rotating component 1 511 and the lower end surface of rotating component 2 512. The through holes 513 of multiple rotating components 1 511 are used to house the horizontal stabilizer 241. The vertical stabilizer 242 is placed on the top of the fixed assembly 300. A groove 3 514 adapted to the edge contour of the wing 230 is provided on the upper end surface of rotating component 1 511. Its cross-sectional contour is generated by fitting the actual three-dimensional scanning data of the wing 230. The groove width of groove 3 514 is 1.5mm-3mm greater than the thickness of the wing 230. A pressure relief groove is provided at the bottom of groove 3 514 to prevent vacuum adsorption from increasing the resistance to release. The groove 3 514 is lined with rubber strips for shock absorption and cushioning.

[0038] In one specific embodiment, see Figure 7 As shown, a third fixed component 600 is also provided between the first fixed component 300 and the rotating component 500. The two third fixed components 600 are symmetrically arranged on both sides of the longitudinal centerline of the box body 100, and the third fixed component 600 is placed at the same end as the first fixed component 300. It is used to support the connection part of the horizontal tail 241 and the vertical tail 242, and further strengthens the fixation of the tail fin 240.

[0039] In some embodiments of the present invention, see Figure 3 and Figure 4 As shown, the fixing component 300 includes a clamping frame 310 and a lifting component 320. The clamping frame 310 has a groove in the middle that matches the outer contour of the machine head 211, which is used to fix the machine head 211 in the clamping frame 310. The lifting component 320 is connected to the outer periphery of the clamping frame 310, which is used to adjust the height of the clamping frame 310.

[0040] In this embodiment, see Figure 3 and Figure 4As shown, the fixing component 300 includes a clamping frame 310. The clamping frame 310 has a groove in the middle that matches the outer contour of the nose 211. The groove is suitable for noses 211 with different diameters and curvatures, such as noses 211 with a diameter of 320mm–480mm and an elliptical or nearly circular front cross-section. Placing the nose 211 in the groove significantly increases the contact area and constraint force, suppressing the nose 211's swaying and torsional instability under transport vibrations. A lifting component 320 is connected to the outer periphery of the clamping frame 310. The height of the clamping frame 310 can be actively and controllably adjusted by the lifting component 320, so that the landing gear 250 remains suspended during transport, ensuring the stability of the aircraft 200; or during disassembly, the landing gear 250 of the aircraft 200 can touch the ground, thus smoothly sliding out of the housing 100. The lifting component 320 is completely built into the housing 100, without relying on external hoisting equipment, ensuring the continuity of operation and adaptability to the disassembly and assembly site.

[0041] In some embodiments of the present invention, see Figures 9 to 13 As shown, the clamping frame 310 includes a clamping frame 311 and a clamping frame 312, which are symmetrically arranged at one end within the housing 100 along the longitudinal centerline of the housing 100. The lifting component 320 includes a ratchet tightener 321, a guide tube 322, and a positioner 323. The ratchet tightener 321 is connected to the outer periphery of the clamping frame 311 and the clamping frame 312, and the height of the clamping frame 311 and the clamping frame 312 is adjusted by the ratchet tightener 321. One end of the guide tube 322 is vertically inserted into the clamping frame 311 and the clamping frame 312, and the other end of the guide tube 322 is inserted into the fixed seat 324. The positioner 323 locks the relative displacement between the guide tube 322 and the fixed seat 324. The fixed seat 324 is installed inside the housing 100.

[0042] In this embodiment, see Figure 9 and Figure 10 As shown, the clamping frame 310 adopts a double-sided symmetrical clamping method, including clamping frame one 311 and clamping frame two 312. Clamping frame one 311 and clamping frame two 312 are symmetrically arranged at one end of the housing 100 along the longitudinal centerline. Depending on the actual situation, both have the same structure and dimensions. Clamping frame one 311 and clamping frame two 312 are integrally formed from aluminum alloy. The weight of both clamping frame one 311 and clamping frame two 312 is controlled within the range of 18kg-22kg, balancing strength and lightweight requirements. The clamping frame one 311 and clamping frame two 312 are symmetrically placed frame structures. This symmetrical arrangement allows the clamping force to be applied bidirectionally along the longitudinal centerline, avoiding the torque imbalance caused by unilateral clamping and significantly reducing the risk of local stress concentration in the housing 100.

[0043] Moreover, see Figure 11 and Figure 12As shown, the ratchet tightener 321 is a manual ratchet mechanism. Two ratchet tighteners 321 are respectively mounted on independent support frames on the top outer side of clamping frame one 311 and the top outer side of clamping frame two 312. One ratchet tightener 321 is suspended from the top of clamping frame one 311 away from the end face of the support frame of clamping frame two 312, and the other ratchet tightener 321 is suspended from the top of clamping frame two 312 away from the end face of the support frame of clamping frame one 311. The two are arranged symmetrically. See also... Figure 11 As shown, each ratchet tensioner 321 includes a housing, a handle, a ratchet disc, and a pawl. The ratchet disc and pawl are fixedly assembled inside the housing, forming a one-way transmission structure. A synchronous belt is wound around and fixedly connected between the ratchet discs of the two ratchet tensioners 321. The synchronous belt winds around the bottom contour of the clamping frame 310 and forms a transmission engagement with the clamping frame 310. During operation, by unidirectionally turning the handle of either ratchet tensioner 321, the one-way meshing action of the pawl and ratchet disc synchronously tightens or loosens the synchronous belt between the two ratchet tensioners 321, thereby driving the clamping frame one 311 and the clamping frame two 312 to rise or fall synchronously and smoothly along the axial direction of the guide tube 322.

[0044] And see also Figure 13 As shown, the guide tube 322 is a hollow cylindrical metal tube. One end of it is inserted into the pre-set guide holes 3221 at the top and bottom of the clamping frame 311 or the clamping frame 312, allowing both the clamping frame 311 and the clamping frame 312 to move horizontally relative to the guide tube 322. The top connection between the guide tube 322 and the clamping frame 311 or the clamping frame 312 is made of bolts. The other end of the guide tube 322 is vertically inserted into the fixing seat 324. The lower end of the fixing seat 324 is fixed to the bottom plate 110 of the housing 100. The fixing seat 324 has a stepped through hole 513 inside that matches the outer diameter of the guide tube 322, and the bottom of the through hole 513 has an elastic retaining spring groove. The positioner 323 is a hand-tightening bolt with locking threads, which is screwed into the threaded hole on the side wall of the fixed seat 324. The end of the positioner 323 abuts against the outer wall of the guide tube 322. By rotating, a radial clamping force is applied, so that the guide tube 322 is axially positioned without gaps in the fixed seat 324.

[0045] The ratchet tightener 321 drives the clamping frame 311 and clamping frame 312 to move up and down synchronously and smoothly. The guide tube 322 serves as the guiding reference for the lifting of clamping frame 311 and clamping frame 312. The two ends of the guide tube 322 constrain the clamping frame 310 and the fixed seat 324 respectively, forming a stable three-point support structure. After clamping, the positioner 323 performs a final locking to ensure that the guide tube 322 does not undergo axial displacement under vibration conditions during transportation. The ratchet tightener 321, the guide tube 322, and the positioner 323 work together to improve the structural stability, operational consistency, and operational reliability of the clamping frame 310.

[0046] In one specific embodiment, see Figure 9 and Figure 11 As shown, the groove includes groove one 3112 and groove two 3122. A pad one 3111 is installed inside the clamping frame one 311. Groove one 3112 is formed on pad one 3111 facing the inner wall of clamping frame two 312. Pad two 3121 is installed inside the clamping frame two 312. Groove two 3122 is formed on pad two 3121 facing the inner wall of clamping frame one 311. Pad one 3111 and pad two 3121 are in direct contact with the two sides of the nose 211 of the aircraft 200. The pads are made of EVA (Ethylene Vinyl Acetate) material, which ensures uniform distribution of contact stress and avoids damage to the skin of the aircraft 200 by hard contact. The first groove 3112 is adapted to the outer periphery of one side of the nose 211 of the aircraft 200, and the second groove 3122 is adapted to the outer periphery of the other side of the nose 211 of the aircraft 200; the first groove 3112 and the second groove 3122 together form a closed enclosing space, the opening of which faces the sliding path of the aircraft 200, so as to facilitate the automatic entry and centering of the nose 211.

[0047] Further, see Figure 5 and 11 As shown, 2-4 straps 330 are evenly arranged circumferentially around the top of clamping frame 1 311 and the top of clamping frame 2 312. The straps 330 are made of elastic material. One end of each strap 330 is fixed to a pre-set mounting hole on the outer side wall of clamping frame 1 311 away from clamping frame 2 312 by a detachable bolt. The other end is detachably connected to a strap seat with locking function fixed on the outer side wall of clamping frame 2 312 away from clamping frame 1 311. During operation, after clamping frame 1 311 and clamping frame 2 312 are initially clamped by the grooves 1 3112 and 2 3122, they fit against the outer contour of the machine head 211. Then, each strap 330 is tightened. The locking structure of the strap seat achieves the pre-tight positioning of the strap 330, thereby applying a continuous axial pre-tightening force to clamping frame 1 311 and clamping frame 2 312 to stabilize the clamping gap between them and prevent the gap from loosening due to bumps during transportation. At the same time, the grooves 1 3112 and 2 3122 work together to radially limit the machine head 211, forming a double fixing structure. This significantly enhances the overall fixing reliability of the clamping frame 310 on the machine head 211, prevents the machine head 211 from rotating circumferentially or moving axially, and ensures the structural stability during transportation.

[0048] In some embodiments of the present invention, see Figure 5 , Figure 6 , Figure 14 and Figure 15As shown, the second fixing component 400 includes a hook 410, a stop block 420 and a limiting block 430. The hook 410 and the stop block 420 are respectively provided at both ends of the landing gear 220 of the aircraft 200. The hook 410 is fixed to the landing gear 220 by a hook strap 440, and the stop block 420 is inserted into the limiting block 430 and moves along the limiting block 430.

[0049] In this embodiment, see Figure 5 and Figure 6 As shown, the second fixing component 400 provides dual axial and lateral restraint to the landing gear 220 of the aircraft 200. The hook 410 is mounted on the base plate 110 of the housing 100, providing adjustable tension pre-tension anchoring for the hook strap 440. A fixing block 450 is also provided between the hook 410 and the landing gear 220 to apply opposing forces to the landing gear 220 and the hook strap 440. See also Figure 15 As shown, the vertical section of the stop block 420 fits against the end face of the landing gear axle 220, and the horizontal section abuts against the base plate 110, forming a bidirectional limit. The stop block 420 can be movably installed within the limit block 430 via bolts or a sliding groove structure. The installation position of the limit block 430 is arranged according to the main landing gear track of the general aviation aircraft 200, supporting multi-model adaptation. The hook 410 can also be replaced with a rotating clamp structure with a self-locking function, which achieves quick locking and releasing with one hand through an eccentric wheel clamping mechanism, suitable for simplified scenarios without the hook strap 440. See also Figure 15 As shown, there are two hooks 410 arranged sequentially. The two ends of the hook strap 440 pass over the axles of landing gear 220 and connect to the two hooks 410 respectively. The hook strap 440 is 1.2m–2.0m long and has five adjustable length sections to accommodate landing gear configurations with different axle extensions. The stop block 420 cooperates with the hooks 410 to secure the landing gear 220. See also... Figure 14 and Figure 15 As shown, the limiting block 430 is fixed on the bottom plate 110 inside the housing 100; specifically, the limiting block 430 is fixed on the bottom plate 110 inside the housing 100, and a stop block 420 is slidably installed inside the limiting block 430. The stop block 420 and the limiting block 430 are subjected to a vertical clamping force through a knob-type eccentric clamping mechanism, so that the stop block 420 can be fixed inside the limiting block 430 after it moves into place, thereby limiting the stop block 420.

[0050] The hook 410 and hook strap 440 together form a lateral tensioning system, installed at symmetrical points on both sides of the centerline of the landing gear axle of the aircraft 200, creating a balanced tension. A stop block 420 is positioned at the other end of the same landing gear 220, forming a front-to-back clamping state with the hook 410. The stop block 420 inserts into and moves along the limiting block 430, preventing movement. The hook 410, stop block 420, and limiting block 430 form a stable fixing assembly on the plane of the bottom plate 110 inside the housing 100, constraining the landing gear 220's freedom of movement in the longitudinal, lateral, and vertical directions. During transport, when the aircraft 200 experiences longitudinal acceleration due to inertial forces or road bumps, the hook strap 440 absorbs some of the impact energy through elastic extension, while the hook 410 remains anchored, preventing the landing gear 220 from moving forward. Once the front end of landing gear 220 touches the stop block 420, energy is dissipated in tandem to prevent landing gear 220 from moving backward. The hook 410 and hook strap 440 have quick release capability, and the stop block 420 and limit block 430 are connected by a sliding connection. Therefore, during disassembly or installation, lateral and axial constraints can be released or added sequentially without tool intervention. A single person can complete the complete release of landing gear 220 within 30 seconds, improving loading and unloading efficiency, enhancing transportation safety, and adapting to high-frequency support scenarios.

[0051] In some embodiments of the present invention, see Figure 1 , Figure 2 , Figure 16 and Figure 17 As shown, the housing 100 includes a bottom plate 110, several protective plates and a top cover plate 160. The protective plates are vertically rotatably connected to the four sides of the bottom plate 110, and adjacent protective plates are fixedly connected by columns 170. The top cover plate 160 is installed above the protective plates.

[0052] In this embodiment, see Figure 16 As shown, the container 100 includes a bottom plate 110, which serves as a load-bearing base. The bottom plate 110 is rotatably connected to a front guard plate 120, a rear guard plate 130, a left guard plate 140, and a right guard plate 150 on all four sides, forming a two-way unfolding enclosure system. This allows the container 100 to maintain container-level load-bearing capacity while enabling a single person to unfold one side guard plate within 30 seconds and fully open the container within 60 seconds. Furthermore, see... Figure 1 and Figure 16 As shown, each protective plate is connected to the base plate 110 via a pin-type rotating joint. Each protective plate rotates outward or inward around its axis, with an deployment angle ranging from 0° to 110°, from a closed state to a fully deployed state, meeting the space clearance requirements of the wings 230, tail 240, and landing gear of the aircraft 200. See also Figure 16 and Figure 17As shown, adjacent protective plates are rigidly constrained laterally by detachable columns 170. The columns 170 are hollow cylindrical structures, fixed to the protective plates by pins, enabling tool-free quick disassembly. The top cover 160 is an integral rectangular plate, its dimensions matching the top contour of the housing 100. It has threaded connecting seats at its four corners and the midpoint of its long side. Each connecting seat corresponds to the threaded top of the detachable columns 170 at the top and middle of the four protective plates, forming a spatial closed-loop connection between the top cover 160 and all the protective plates, providing top restraint during transport. In the closed state, the detachable columns 170 integrate the dispersed protective plates into a unified load-bearing frame, significantly improving the torsional stiffness of the housing 100 and preventing minor deformation of the protective plates due to vibration during transport, which could affect subsequent opening and closing accuracy.

[0053] In some embodiments of the present invention, see Figure 17 As shown, a slide rail 190 is provided at the middle position of the base plate 110 along the aircraft 200. The slide rail 190 has an inclination angle and is adapted to the landing gear 250 of the aircraft 200.

[0054] In this embodiment, two slide rails 190 are symmetrically arranged on the longitudinal centerline of the bottom plate 110 of the housing 100 along the taxiing direction of the aircraft 200, coinciding with the movement of the aircraft 200's center of gravity, to prevent lateral torque from causing the fuselage 210 to twist or jam. The slide rails 190 are two strip-shaped guide members, and the landing gear 250 of the aircraft 200 moves along the guide space formed between the two slide rails 190. The slide rails 190 are arranged in a single downward tilt along the taxiing direction, with an tilt angle of 2°-5°.

[0055] In some embodiments of the present invention, see Figure 16 As shown, a protective cover 180 is also provided on the propeller 260 of the aircraft 200 to protect the propeller 260.

[0056] On the one hand, see Figure 2 , Figure 3 , Figure 17 , Figure 18 and Figure 19 The present invention provides a method for disassembling an aircraft, which uses the aforementioned transfer box for aircraft and includes the following steps: S100: Open the box 100; S200, the rotating components 500 on both sides flip outward, drive the wings 230 to flip outward to a preset angle; S300: Disassemble the second fixed component 400 to release the limiting and locking of the landing gear 220 of the aircraft 200; S400: Adjust the fixing component 300 to release the clamping fixation on the nose 211 of the aircraft 200; S500: Propagate the fuselage 210 of the aircraft 200; sequentially remove the wings 230 and tail 240 of the aircraft 200.

[0057] In this embodiment, see Figure 2 and Figure 17 As shown, in S100, the quick-release connections between the upper cover plate 160, rear guard plate 130, left guard plate 140, and right guard plate 150 and the base plate 110 are simultaneously released, and each guard plate is rotated and unfolded to a predetermined position around its rotational connection axis with the base plate 110. The upper cover plate 160 and each guard plate are rigidly positioned by quick-release columns 170. The ends of the columns 170 are equipped with rotating quick-release levers; the operator can separate the columns 170 by loosening the quick-release levers, thereby releasing the constraint between the upper cover plate 160 and the guard plates. The inner surface of the rear guard plate 130 is polished to form a smooth surface, serving as part of the aircraft 200's slide-out channel. S100 also includes removing the central column and the rear upper column to eliminate structural interference above the slide rail 190, ensuring the subsequent fuselage 210 is smoothly pushed out along the slide rail 190. The guard plate unfolding angle is 75°-110°, ensuring both operational space and preventing excessive outward extension that could lead to structural instability. Gas springs are used to assist in the deployment of the protective plate, improving the reliability of single-person operation. The 170mm design of the protective plate and column enhances overall rigidity and prevents deformation.

[0058] Furthermore, after removing the protective plate, the protective sleeve 180 on the propeller 260 is removed.

[0059] In S200, the elastic latch between rotating component 1 511 and rotating component 2 512 is opened, synchronously driving the rotating components 500 on both sides of the housing 100 to rotate outward around their rotation axis on the inner sidewall of the housing 100, so that the included angle between rotating component 1 511 and rotating component 2 512 increases from 0° in the initial closed state to a preset angle within the range of 80°-120°. The flipping action is achieved by manually moving the lever exposed on the rotating component 510 or by electrically driving the miniature geared motor built into the rotating component 2 512; during the flipping process, the groove 3 514 on the upper surface of rotating component 1 511 always fits the edge contour of the wing 230, and synchronously drives the wing 230 to deflect outward as a whole.

[0060] In S300, the hook 440 between the hook 410 and the landing gear 220 is released, and the hook 410 is engaged to limit the landing gear 220; then the stop 420 is removed.

[0061] S400: Adjust the fixing component 300 to release the clamping fixation on the nose 211 of the aircraft 200; In a specific embodiment, S400 includes S410, S420, and S430; in S410, the rotary positioner 323 makes radial locking contact between the guide tube 322 and the fixed seat 324, and the guide tube 322 slides freely axially within the fixed seat 324; in S420, the forward-operated ratchet tightener 321 drives the clamping frame one 311 and the clamping frame two 312 to descend synchronously along the axis of the guide tube 322 until the landing gear two 250 of the aircraft 200 contacts the slide rail 190 on the base plate 110 and forms effective support. During this process, the clamping frame one 311 and the clamping frame two 312 maintain symmetrical movement along the longitudinal centerline of the housing 100, and the relative distance between them remains unchanged, ensuring that the nose 211 does not twist or laterally deflect during descent. In S430, the strap 330 wrapped between the clamping frame 310 and the machine head 211 is removed, and the clamping frame 1 311 and clamping frame 2 312 are simultaneously moved in the opposite direction of the horizontal line, so that the groove 1 3112 and groove 2 3122 on the inner side wall are completely separated from the outer contour of the machine head 211, and the clamping and fixing of the machine head 211 is completely released.

[0062] In the S500, when landing gear 250 is stably supported on rail 190, the clamps on nose 211 are completely released, and wings 230 and tail 240 have been removed, four operators stand on both sides and rear of fuselage 210 respectively, applying horizontal thrust along the axis of rail 190 to push fuselage 210 out of housing 100 along rail 190 and turn fuselage 210 around. Simultaneously, wings 230 are removed and installed on fuselage 210; then, tail 240 is removed and installed on fuselage 210.

[0063] In existing technologies, drones and other aircraft commonly face challenges in ground transport and emergency deployment scenarios, including complex disassembly processes, reliance on experience, low efficiency in multi-person collaboration, and a lack of logical constraints on the order of component disassembly. For example, wings and tail fins require separate removal of their fasteners, landing gear and nose restraints may conflict in their release sequence, and fuselage push-out is prone to scraping or tipping due to support imbalance. Conventional transport containers lack structured release paths, and disassembly of the entire aircraft typically takes more than 20 minutes, failing to meet the rigid requirements for disassembly efficiency in scenarios such as low-altitude operations, inspection and repair, and cluster dispatch. However, using this transport container, four people can complete the unloading of the entire aircraft within 7.5 minutes, far less than the conventional 20-minute requirement. It is compatible with standard containers, supports multi-layer stacking, and improves transport efficiency. All steps have clear limits and anti-misoperation designs. The quick-release structure and durable materials ensure long-term reliable use.

[0064] On the other hand, see Figure 20 As shown, an installation method for an aircraft according to the present invention, using the above-mentioned transfer box for an aircraft, includes the following steps: S600: The tail fin 240 and wing 230 of the aircraft 200 are fixed in sequence by the rotating assembly 500; S700: The nose 211 of the aircraft 200 is fixed by the fixing component 300 and the landing gear 250 of the aircraft 200 is raised. S800: The landing gear 220 of the aircraft 200 is secured by the fixing component 2 400; S900: Inward flipping rotating component 500, mounting column 170, combined housing 100.

[0065] In this embodiment, in step S600, the protective plate of the housing 100 is in an open and flipped state, the column 170 is in a disassembled state, and the first rotating member 511 is rotated clockwise around the second rotating member 512 to a preset angle; the tail fin 240 is removed from the aircraft 200, and one end of the horizontal stabilizer 241 of the tail fin 240 is inserted into the groove 3 514 of the rotating member 510 located at the rear of the housing 100, and the other end of the horizontal stabilizer 241 is evenly distributed in the through holes 513 on the first rotating member 511, and the vertical stabilizer 242 is mounted on the top of the fixed assembly 300. Subsequently, the wing 230 is removed from the aircraft 200, and one side of the wing 230 is evenly distributed in the groove 3 514 on the upper surface of the second rotating member 512.

[0066] In step S700, the nose 211 of the aircraft 200 is fixed by the fixing component 300 and the landing gear 250 of the aircraft 200 is raised. In a specific embodiment, S700 includes S710, S720 and S730; wherein, S710: the nose 211 is pushed into the fuselage 210 along the slide rail 190 towards the housing 100 until the nose 211 enters the groove formed by the first groove 3112 and the second groove 3122. S720: the timing belt is wrapped around the bottom of the clamping frame 310 and its two ends are connected to the ratchet tighteners 321 on both sides respectively; the ratchet tighteners 321 are reversed to raise the nose 211, the landing gear 250 is disengaged from the bottom plate 110 of the housing 100 and suspended in the air, and at the same time the guide tube 322 is driven to rise along the axis of the fixed seat 324; at the same time the positioner 323 is rotated to lock the position between the guide tube 322 and the fixed seat 324. S730: Tighten multiple straps 330 at the upper end of the clamping frame 310 to complete the clamping and fixing of the machine head 211.

[0067] In step S800, the landing gear 220 falls into the fixing block 450 next to the hook 410. The two ends of the hook strap 440 pass through the axle of the landing gear 220 and hook onto the two hooks 410 respectively, thereby locking one of the landing gears 220. The other landing gear 220 is operated in the same way. Then, the stop block 420 extends from the limiting block 430, abuts the stop block 420 against the outer wall of the landing gear 220 strut, and tightens the bolts to fix the limiting block 430 to the stop block 420, thereby forming a stable lateral support for the stop block 420; ensuring that the landing gear 220 is effectively constrained in the lateral, longitudinal, and vertical directions.

[0068] In step S900, the outwardly locked rotating component 2 512 is rotated back along its original rotation path to the rotating component 1 511, causing its groove 3 514 to converge toward the center line of the housing 100. This closes the rotating component 1 511 and rotating component 2 512, locking the elastic latch between them and providing a secure hold for the wing 230 and tail fin 240. The uprights 170 are inserted into the pre-set upright holes in the base plate 110 and the protective plate. Each upright 170 is equipped with a quick-release handle at its top. Tightening the quick-release handle ensures no relative displacement between the protective plate and the base plate 110. Finally, the left protective plate 140, right protective plate 150, rear protective plate 130, and upper cover plate 160 are closed sequentially, merging the housing 100.

[0069] Through the above steps, the installation of the aircraft 200 in the transfer container is standardized, repeatable, and with low human dependence, thus achieving 4-person collaboration, a single installation time of ≤7.5 minutes, and supporting 6-layer stacking of IAAA standard containers.

[0070] The above content is merely a modification or supplement to the structure of the present invention or a substitution in a similar manner. As long as it does not deviate from the structure of the invention or exceed the scope defined in the claims, it shall fall within the protection scope of the present invention.

Claims

1. A transfer container for an aircraft (200), the aircraft (200) comprising a fuselage (210), wings (230) mounted on both sides of the fuselage (210), a tail fin (240) mounted on one end of the fuselage (210), and a landing gear (220) mounted below the fuselage (210) and away from the nose (211), the fuselage (210) including a nose (211), characterized in that, include: Box (100); and, Fixing component 1 (300) is located at one end inside the housing (100) and is used to fix the machine head (211). Fixing component two (400) is located at the other end inside the housing (100) and is used to fix landing gear one (220). Rotating components (500) are respectively located on both sides inside the housing (100). Each rotating component (500) presses against the tail fin (240) and fixes the wing (230). When the rotating component (500) drives the wing (230) to flip outward, the tail fin (240) is released.

2. A transfer container for an aircraft according to claim 1, characterized in that, Each of the rotating components (500) includes a plurality of rotating members (510) arranged independently at intervals along the longitudinal direction of the housing (100). Each of the rotating members (510) includes a first rotating member (511) and a second rotating member (512). The tail fin (240) is fixed on the first rotating member (511), and the wing (230) is fixed on the second rotating member (512). The first rotating member (511) is rotatably mounted on the second rotating member (512) along the side of the second rotating member (512), thereby driving the wing (230) to rotate.

3. A transfer container for an aircraft according to claim 2, wherein the tail fin (240) comprises two horizontal stabilizers (241) and a vertical stabilizer (242) sandwiched between the two horizontal stabilizers (241), characterized in that, The contact surfaces of the rotating component one (511) and the rotating component two (512) are provided with coaxial through holes (513), and each of the horizontal tails (241) is evenly distributed in a number of through holes (513) arranged independently along the longitudinal direction of the box body (100) on the same side as it; the vertical tail (242) is fixed to the top of the fixing component one (300); the upper end surface of the rotating component one (511) is provided with a groove three (514) adapted to the edge contour of the wing (230).

4. A transfer container for an aircraft according to claim 1, characterized in that, The fixing component (300) includes a clamping frame (310) and a lifting component (320). The clamping frame (310) has a groove in the middle that matches the outer periphery of the machine head (211) for fixing the machine head (211) inside the clamping frame (310). The clamping frame (310) is connected to a lifting mechanism (320) on its outer periphery for adjusting the height of the clamping frame (310).

5. A transfer container for an aircraft according to claim 4, characterized in that, The clamping frame (310) includes a clamping frame one (311) and a clamping frame two (312) symmetrically arranged at one end of the housing (100) along the longitudinal centerline of the housing (100); the lifting mechanism (320) includes a ratchet tightener (321), a guide tube (322), and a positioner (323). The ratchet tightener (321) is connected to the outer periphery of the clamping frame one (311) and the clamping frame two (312), and the lifting mechanism (320) is connected to the outer periphery of the clamping frame one (311) and the clamping frame two (312). 21) Adjust the height of clamping frame one (311) and clamping frame two (312); one end of guide tube (322) is inserted into clamping frame one (311) and clamping frame two (312) respectively, and the other end of guide tube (322) is inserted into fixed seat (324). The relative displacement between guide tube (322) and fixed seat (324) is locked by locator (323). Fixed seat (324) is installed in box (100).

6. A transfer container for an aircraft according to claim 1, characterized in that, The enclosure (100) includes a base plate (110), several protective plates and a top cover plate (160). The several protective plates are vertically rotatably connected to the four sides of the base plate (110), and two adjacent protective plates are fixedly connected by a column (170). The top cover plate (160) is installed above the protective plates.

7. A transfer container for an aircraft according to claim 6, wherein the aircraft (200) further comprises a second landing gear (250) mounted below the fuselage (210) and near the nose (211), characterized in that, A slide rail (190) is provided on the base plate (110) at the middle position where the aircraft (200) slides. The slide rail (190) has an inclination angle and is adapted to the landing gear (250).

8. A method for disassembling an aircraft, employing a transfer container for an aircraft as described in claim 1, characterized in that, Includes the following steps: S100: Open the box (100); S200: The rotating components (500) on both sides flip outward, causing the wings (230) to flip outward to a preset angle; S300: Remove the second fixing component (400) and release the limit and lock on the first landing gear (220); S400: Adjust the fixing component 1 (300) to release the clamping and fixing of the machine head (211); S500: Extend the fuselage (210); take out the wings (230) and tail (240) in sequence.

9. A method for disassembling an aircraft according to claim 8, characterized in that, S400 includes the following steps: S410: Rotary positioner (323) releases the locking limit of guide tube (322); S420: The positive adjustment ratchet tensioner (321) drives the clamping frame (310) to descend synchronously and smoothly along the axial direction of the guide tube (322) until the second landing gear (250) lands smoothly and forms support; S430: Remove the straps (330) used to reinforce the clamping frame (310), and move the clamping frame one (311) and the clamping frame two (312) in opposite directions in a horizontal direction to completely release the clamping and fixing of the machine head (211).

10. A method for installing an aircraft, using a transfer container for an aircraft as described in claim 1, characterized in that, Includes the following steps: S600: The tail fin (240) and the wing (230) are fixed in sequence using the rotating assembly (500); S700: The nose (211) is fixed by the fixing component one (300) and the landing gear two (250) is raised. S800: The landing gear 1 (220) is fixed by the fixing component 2 (400); S900: Inward flip rotating assembly (500), mounting column (170), merging housing (100).

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