Prevention structure for risk monitoring of large transport plane

Abstract

The utility model relates to the technical field of aviation, discloses a prevention structure for risk monitoring of a large transport plane, and solves the problem that after the large transport plane fails to approach and land, the large transport plane is easy to catch a fire quickly to ignite goods, so that the goods are lost. The fixing assembly is clamped to the inner side of the locking cavity, the separation cabin is embedded and fixed to the inner side of the semi-open cavity A, the parachute is folded and stored in the inner side of the semi-open cavity B, and the lower side of the semi-open cavity B is sealed through the sealing plate. An instruction is sent to the retention assembly, so that the retention assembly is separated from the locking cavity in a clamping manner, the separation cabin can be separated from the semi-open cavity A, then the parachute at the tail of the separation cabin is ejected and thrown out, and the parachute is unfolded to pull the separation cabin, so that the separation cabin is separated from the aircraft body; and loss of goods in the separation cabin caused by ignition of the separation cabin due to spontaneous combustion caused by landing failure of the aircraft body is prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation, in particular to a preventive structure for risk monitoring of a large transport aircraft. Background Art

[0002] An unmanned large transport aircraft is an unmanned aircraft system, usually including the aircraft itself and a ground control station. This type of aircraft can perform various tasks and operations without a human pilot. Compared with small drones, unmanned large transport aircraft are usually larger in size, have higher load capacity and longer endurance, and can complete more complex and long-term tasks.

[0003] With the long-distance flights of large unmanned transport aircraft, the air navigation data on flight safety is often monitored in real time through risk monitoring systems, which are generally equipped with a variety of sensors, communication equipment and automated control systems to improve flight safety and mission execution capabilities;

[0004] However, despite the continuous improvement of the risk monitoring system, flight accidents still occur. Summarizing past experience, although the approach and landing phase of the aircraft only accounts for about 4% of the entire flight process, the probability of a flight accident risk accounts for 49.1% of the entire flight accident risk. When the approach and landing fails, the fuselage is usually accompanied by a rapid fire. For transport aircraft carrying cargo, since it is inconvenient to quickly move the cargo out of the cabin, the fire often ignites the cargo, resulting in cargo loss. In addition, the cargo is also prone to intensified combustion, further increasing the fire risk. Utility Model Content

[0005] The utility model aims to provide a preventive structure for risk monitoring of large transport aircraft, which solves the problem that large transport aircraft is prone to rapid fire and ignition of cargo after failure of approach and landing, resulting in cargo loss.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a preventive structure for risk monitoring of a large transport aircraft, comprising an aircraft body, and a disengagement mechanism embedded in the lower surface of the aircraft body, wherein the aircraft body is equipped with a risk monitoring system for monitoring flight data;

[0007] The detachment mechanism comprises a detachment cabin, a parachute and a closing plate are connected to the surface of the detachment cabin on the side close to the tail of the fuselage, and two rows of retaining components are symmetrically installed on the upper surface of the detachment cabin, and the arrangement direction of the retaining components is consistent with the length direction of the detachment cabin;

[0008] A semi-open cavity A in which a detachment cabin is embedded is provided on the lower surface of the fuselage. The semi-open cavity A is connected to a semi-open cavity B near the tail of the fuselage. The parachute is arranged in the semi-open cavity B. The closing plate seals the lower opening of the semi-open cavity B. The top side of the semi-open cavity A is connected to a locking cavity that is movably engaged with a retaining assembly.

[0009] Furthermore, the escape cabin includes an alloy base plate, the upper surface of which is integrally provided with a plurality of arc-shaped alloy arc-shaped frames and an alloy arc-shaped cover, the alloy arc-shaped cover is close to the side of the tail of the fuselage, and an integrally provided alloy rod is connected in series between the plurality of alloy arc-shaped frames and the alloy arc-shaped cover.

[0010] Furthermore, the traction rope on one side of the parachute is fixedly connected to the outer surface of the traction rope.

[0011] Furthermore, the lower surface of the alloy bottom plate is covered with a heat insulation layer, and the lower surface of the heat insulation layer is covered with a wear-resistant layer.

[0012] Furthermore, the retaining assembly includes a clamping plate rotatably mounted on the arc surface of the alloy arc frame, a hydraulic rod is pushed and arranged on one side of the clamping plate, and both ends of the hydraulic rod are rotatably connected to the side surface of the clamping plate and the upper surface of the alloy arc frame respectively. A hydraulic pipe is also arranged on the upper surface of the detachment cabin, and the hydraulic pipe is connected in parallel to a row of multiple hydraulic rods, and one end of the hydraulic pipe is connected to an oil supply mechanism, and the oil supply mechanism is arranged on the detachment cabin.

[0013] Furthermore, the side wall of the locking cavity is configured as an oblique sloped portion, the sloped portion is inclined toward the outside of the machine body, and one side of the clamping plate is obliquely fitted on the surface of the sloped portion.

[0014] Furthermore, the surface where the alloy arc cover and the closing plate meet is provided with a spring-flying structure and a locking structure, and a buckle groove for cooperating with the locking structure is provided on the side of the closing plate close to the alloy arc cover. A pull rope is also connected to the upper surface of the closing plate, and one end of the pull rope is fixedly connected to the top of the unfolded parachute.

[0015] Furthermore, a wiring panel is provided on the upper surface of the detachment cabin, and a door is provided on the side surface. The door is docked with the door of the machine body, and the wiring panel is used for plugging in data and power lines in the machine body.

[0016] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0017] The utility model provides a preventive structure for risk monitoring of large transport aircraft. A retaining assembly is clamped on the inner side of a locking cavity, and a detachment cabin is embedded and fixed on the inner side of a semi-open cavity A. The parachute is folded and stored on the inner side of a semi-open cavity B. The lower side of the semi-open cavity B is sealed by a closing plate. During the approach and landing of the fuselage, the risk monitoring system measures flight data, and when it is calculated that there is a possibility of landing failure during the approach and landing, an instruction is issued to the retaining assembly to disengage the retaining assembly from the clamping connection with the locking cavity, so that the detachment cabin can be detached from the semi-open cavity A. Subsequently, the parachute at the end of the detachment cabin is ejected and thrown out, so that the parachute unfolds and pulls the detachment cabin, so that the detachment cabin is detached from the fuselage, thereby preventing the fuselage from spontaneous combustion due to landing failure, thereby igniting the detachment cabin and causing loss of cargo in the detachment cabin. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0019] Figure 2 This is a schematic diagram of the separation structure of the disengagement mechanism of the utility model;

[0020] Figure 3 This is a schematic diagram of the structure of the disengagement mechanism of the utility model close to the machine head;

[0021] Figure 4 This is a schematic diagram of the structure of the disengagement mechanism of the utility model near the tail side;

[0022] Figure 5 It is a schematic diagram of the connection structure between the detachment cabin, the retention assembly and the closing plate of the utility model;

[0023] Figure 6 It is a schematic diagram of the cross-sectional structure of the machine body of the present utility model.

[0024] In the figure: 1. fuselage; 11. semi-open cavity A; 12. semi-open cavity B; 13. locking cavity; 14. tilting portion; 2. detachment mechanism; 21. detachment cabin; 211. cabin door; 212. wiring panel; 213. alloy bottom plate; 214. alloy arc frame; 215. alloy arc cover; 216. alloy rod; 217. ejection structure; 218. locking structure; 219. insulation layer; 2110. wear-resistant layer; 22. closing plate; 23. parachute; 231. traction rope; 232. pull rope; 24. retaining assembly; 241. splint; 242. hydraulic rod; 243. hydraulic pipe. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0026] In order to further understand the content of the utility model, the utility model is described in detail in conjunction with the accompanying drawings.

[0027] See also Figure 1-Figure 6 , a preventive structure for risk monitoring of a large transport aircraft, comprising an aircraft body 1, and a disengagement mechanism 2 embedded in the lower surface of the aircraft body 1, the aircraft body 1 is equipped with a risk monitoring system for monitoring flight data;

[0028] The detachment mechanism 2 includes a detachment cabin 21, a parachute 23 and a closing plate 22 are connected to the detachment cabin 21 on the side close to the tail of the fuselage 1, and two rows of retaining components 24 are symmetrically mounted on the upper surface of the detachment cabin 21, and the arrangement direction of the retaining components 24 is consistent with the length direction of the detachment cabin 21;

[0029] A semi-open cavity A11 in which a detachment cabin 21 is embedded is provided on the lower surface of the fuselage 1. The semi-open cavity A11 is connected to a semi-open cavity B12 near the tail side of the fuselage 1. The parachute 23 is arranged in the semi-open cavity B12. The closing plate 22 seals the lower opening of the semi-open cavity B12. The top side of the semi-open cavity A11 is connected to a locking cavity 13 that is movably engaged with the retaining assembly 24.

[0030] The above working principle and technical effect are: the retaining assembly 24 is clamped on the inner side of the locking cavity 13, the detachment cabin 21 is embedded and fixed on the inner side of the semi-open cavity A11, and the parachute 23 is folded and stored on the inner side of the semi-open cavity B12, and the lower side of the semi-open cavity B12 is sealed by the closing plate 22 to ensure the overall streamlined appearance of the body 1 and reduce wind resistance, and the detachment cabin 21 is used to store cargo;

[0031] During the approach and landing of the fuselage 1, when the risk monitoring system calculates the possibility of landing failure through the measured flight data, it sends a command to the retaining assembly 24 to disengage the retaining assembly 24 from the snap connection with the locking cavity 13, so that the detachment capsule 21 is detached from the semi-open cavity A11, and then the parachute 23 at the end of the detachment capsule 21 is ejected and deployed to offset the inertia of the detachment capsule 21, so as to decelerate the detachment capsule 21 and fully detach the detachment capsule 21 from the fuselage 1, thereby preventing the fuselage 1 from failing to land and igniting the detachment capsule 21, resulting in the loss of cargo in the detachment capsule 21.

[0032] In the previous embodiment: the detachment cabin 21 includes an alloy bottom plate 213, and a plurality of arc-shaped alloy arc-shaped frames 214 and an alloy arc-shaped cover 215 are integrally provided on the upper surface of the alloy bottom plate 213. The alloy arc-shaped cover 215 is close to the side of the tail of the fuselage 1, and an alloy rod 216 integrally provided is connected in series between the plurality of alloy arc-shaped frames 214 and the alloy arc-shaped cover 215;

[0033] The traction rope 231 on one side of the parachute 23 is fixedly connected to the outer surface of the traction rope 231 .

[0034] The above working principle and technical effect are: the alloy arc frame 214, the alloy arc cover 215, the alloy rod 216 and the alloy bottom plate 213 are made of hard alloy and are resistant to deformation. They form an integrated frame structure, thereby improving the stability of the frame structure and preventing the detachment capsule 21 from disintegrating due to excessive traction when the parachute 23 is deployed and the detachment capsule 21 is towed by the traction rope 231.

[0035] In the previous embodiment: the lower surface of the alloy bottom plate 213 is covered with a heat-insulating layer 219, and the lower surface of the heat-insulating layer 219 is covered with a wear-resistant layer 2110. The wear-resistant layer 2110 is used to contact with the ground for friction, and the heat-insulating layer 219 is used to isolate the high temperature generated by the friction between the wear-resistant layer 2110 and the ground, thereby preventing the high temperature from being transferred to the alloy bottom plate 213, thereby igniting the goods stored inside.

[0036] In the previous embodiment: the retaining assembly 24 includes a clamping plate 241 rotatably mounted on the upper arc surface of the alloy arc frame 214, a hydraulic rod 242 is pushed and arranged on one side of the clamping plate 241, and both ends of the hydraulic rod 242 are rotatably connected to the side surface of the clamping plate 241 and the upper surface of the alloy arc frame 214, and a hydraulic pipe 243 is also arranged on the upper surface of the detachment cabin 21, and the hydraulic pipe 243 is connected in parallel to a row of multiple hydraulic rods 242, and one end of the hydraulic pipe 243 is connected to an oil supply mechanism, and the oil supply mechanism is arranged on the detachment cabin 21;

[0037] The side wall of the locking cavity 13 is configured as an oblique sloped portion 14 , which is inclined toward the outside of the machine body 1 , and one side of the clamping plate 241 is inclined and attached to the surface of the sloped portion 14 .

[0038] The above working principle and technical effect are: the hydraulic rod 242 pushes the clamping plate 241 to maintain the tilted state, to fit and contact with the tilting portion 14, and to abut against the surface of the tilting portion 14, so that the detachment cabin 21 is fixed in the semi-open cavity A11, and the hydraulic pipe 243 is used to simultaneously give oil pressure to a row of hydraulic rods 242, so that the clamping plates 241 in the same row are synchronously pushed to move;

[0039] When the oil supply mechanism receives the instruction from the risk monitoring system, it controls the hydraulic rod 242 to retract through the hydraulic pipe 243, so that the clamping plate 241 rotates. When the clamping plate 241 rotates to a vertical state, it will no longer contact the inclined portion 14. At this time, the detachment cabin 21 can smoothly detach from the semi-open cavity A11.

[0040] In the previous embodiment: the surfaces where the alloy arc cover 215 and the closing plate 22 meet are provided with a spring structure 217 and a locking structure 218, and a buckle groove for cooperating with the locking structure 218 is provided on the side of the closing plate 22 close to the alloy arc cover 215, and a pull rope 232 is also connected to the upper surface of the closing plate 22, and one end of the pull rope 232 is fixedly connected to the top of the unfolded parachute 23.

[0041] The above working principle and technical effect are: the locking structure 218 is connected with the buckle groove on the side surface of the closing plate 22, so that the closing plate 22 is tightly attached to the side surface of the alloy arc cover 215, and the ejection structure 217 is also in a compressed state. When the detachment cabin 21 detaches from the semi-open cavity A11, the locking structure 218 will also loosen the closing plate 22, and the closing plate 22 will be quickly ejected by the ejection structure 217, so that the closing plate 22 brings the parachute 23 out to the outside of the tail of the fuselage 1 through the pull rope 232, thereby speeding up the time for the parachute 23 to detach from the inside of the semi-open cavity B12 and improving the efficiency of the parachute 23 towing the detachment cabin 21 to decelerate.

[0042] In the previous embodiment: a wiring panel 212 is provided on the upper surface of the detachment cabin 21, a door 211 is provided on the side surface, the door 211 is docked with the door of the body 1, and the wiring panel 212 is used for plugging in data and power lines in the body 1.

[0043] The above working principle and technical effect are: by plugging the data and power lines in the body 1 into the wiring panel 212, the data and power lines can be automatically disconnected when the detachment cabin 21 detaches from the inner side of the semi-open cavity A11, thereby preventing the data and power lines from affecting the normal detachment of the detachment cabin 21 from the semi-open cavity A11.

[0044] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0045] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A preventive structure for risk monitoring of large transport aircraft, characterized by: The invention comprises an aircraft body (1) and a separation mechanism (2) embedded in the lower surface of the aircraft body (1), wherein the aircraft body (1) is equipped with a risk monitoring system for monitoring flight data; The detachment mechanism (2) comprises a detachment cabin (21), a parachute (23) and a closing plate (22) being connected to a surface of the detachment cabin (21) on a side close to the tail of the fuselage (1), two rows of retaining assemblies (24) being symmetrically mounted on an upper surface of the detachment cabin (21), and an arrangement direction of the retaining assemblies (24) being consistent with a length direction of the detachment cabin (21); The lower surface of the body (1) is provided with a semi-open cavity A (11) in which a detachment cabin (21) is embedded and installed; the semi-open cavity A (11) is connected to a semi-open cavity B (12) near the tail of the body (1); the parachute (23) is arranged in the semi-open cavity B (12); the closing plate (22) seals the lower opening of the semi-open cavity B (12); and the top side of the semi-open cavity A (11) is connected to a locking cavity (13) that is movably engaged with a retaining assembly (24).

2. A preventive structure for risk monitoring of large transport aircraft according to claim 1, characterized in that: The detachment cabin (21) comprises an alloy bottom plate (213), the upper surface of which is integrally provided with a plurality of arc-shaped alloy arc-shaped frames (214) and an alloy arc-shaped cover (215), wherein the alloy arc-shaped cover (215) is located close to the tail of the machine body (1), and an alloy rod (216) is integrally provided in series between the plurality of the alloy arc-shaped frames (214) and the alloy arc-shaped cover (215).

3. A preventive structure for risk monitoring of large transport aircraft according to claim 2, characterized in that: The traction rope (231) on one side of the parachute (23) is fixedly connected to the outer surface of the traction rope (231).

4. A preventive structure for risk monitoring of large transport aircraft according to claim 3, characterized in that: The lower surface of the alloy bottom plate (213) is covered with a heat insulation layer (219), and the lower surface of the heat insulation layer (219) is covered with a wear-resistant layer (2110).

5. The preventive structure for risk monitoring of large transport aircraft according to claim 2 is characterized in that: The retaining assembly (24) includes a clamping plate (241) rotatably mounted on the upper arc surface of the alloy arc frame (214); a hydraulic rod (242) is pushed and arranged on one side of the clamping plate (241); two ends of the hydraulic rod (242) are rotatably connected to the side surface of the clamping plate (241) and the upper surface of the alloy arc frame (214), respectively; a hydraulic pipe (243) is also arranged on the upper surface of the detachment cabin (21); the hydraulic pipe (243) is connected in parallel to a row of multiple hydraulic rods (242); one end of the hydraulic pipe (243) is connected to an oil supply mechanism, and the oil supply mechanism is arranged on the detachment cabin (21).

6. A preventive structure for risk monitoring of large transport aircraft according to claim 5, characterized in that: The side wall of the locking cavity (13) is configured as an oblique inclined surface portion (14), the inclined surface portion (14) is inclined toward the outside of the machine body (1), and one side of the clamping plate (241) is inclined and affixed to the surface of the inclined surface portion (14).

7. The preventive structure for risk monitoring of large transport aircraft according to claim 2 is characterized in that: The surfaces of the alloy arc cover (215) and the closing plate (22) that meet each other are provided with a spring-flying structure (217) and a locking structure (218); a locking groove for the locking structure (218) is provided on one side of the closing plate (22) close to the alloy arc cover (215); a pull rope (232) is also connected to the upper surface of the closing plate (22); one end of the pull rope (232) is fixedly connected to the top of the unfolded parachute (23).

8. The preventive structure for risk monitoring of large transport aircraft according to claim 1 is characterized by: The upper surface of the detachment cabin (21) is provided with a wiring panel (212), and the side surface is provided with a cabin door (211), the cabin door (211) is docked with the door of the machine body (1), and the wiring panel (212) is used for plugging in data and power cables in the machine body (1).

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