Aircraft auxiliary recovery device for naval vessel
By designing a ship-based aircraft auxiliary recycling device, the combination of components such as hollow tubes, rack plates, recycling nets and compression springs is solved, and the aircraft is safe and stable recycling and prolonging working life.
Patent Information
- Application Number
- CN202422391942.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-30
- Publication Date
- 2025-06-20
- Estimated Expiration
- 2034-09-30
AI Technical Summary
During the recycling process, ship-purpose aircraft are difficult to be fixed accurately and firmly due to the flexibility of the recycling network, which increases the risk of aircraft slipping and falling, which may cause damage and affect subsequent use.
A ship-based aircraft auxiliary recycling device was designed. By installing components such as hollow tubes, rack plates, recycling nets, notches, bearing plates, baffles and compression springs on the base, the mutual cooperation of these components and the spring rebound effect consume the impact force when the aircraft falls, ensuring the stable fixation and safe recycling of the aircraft.
It effectively reduces the risk of damage caused by excessive impact force caused by the fall of the recovery network, reduces the possibility of a shortened working life of the aircraft, and provides a secondary protection mechanism, further enhancing the safety of the aircraft.
Smart Images
Figure CN223001718U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of aircraft assisted recovery, in particular to an aircraft assisted recovery device for ships. Background Technique
[0002] Aircraft for ships, as an extension of the ship platform, have the ability to be launched or carried on ships and perform diverse tasks. They are not only an important part of the air force but also a powerful assistant for the ground to achieve key tasks such as efficient marine monitoring, precise environmental observation, and stable communication relay. Through the efficient operation of the aircraft, ships can more comprehensively grasp the dynamic situation of the sea area, promote the balance between marine development and protection, and at the same time enhance the reliability and coverage of maritime communication.
[0003] In view of the characteristics that ships are often on the dynamic sea surface and accompanied by waves, in order to ensure the safe and stable recovery of the aircraft, recovery devices adapted to this environment are usually specially equipped. Among these devices, the recovery net is favored due to its good adaptability and flexibility. The recovery net can not only effectively capture and buffer the impact force when the aircraft lands but also maintain a stable recovery ability during the swaying of the ship, thus ensuring the safe landing of the aircraft on the ship.
[0004] During the process of using the recovery net to recover the aircraft, although the recovery net significantly reduces the impact force during the aircraft's dive and ensures that it is not damaged by direct impact, its soft net surface design brings a fixing problem at the same time. This characteristic makes it difficult to accurately and firmly fix the aircraft during the recovery process, increasing the risk of accidental slipping and falling to the ground. Once the aircraft falls, the impact force generated by its collision with the ground is likely to cause damage, thereby affecting the overall condition and subsequent use of the aircraft. Therefore, an aircraft assisted recovery device for ships is proposed to solve the above problems. Content of the Utility Model
[0005] In order to make up for the deficiencies of the prior art and solve at least one technical problem proposed in the background technique, the utility model proposes an aircraft assisted recovery device for ships.
[0006] The technical solution adopted by the present utility model to solve its technical problems is as follows: A kind of auxiliary recovery device for aircraft on warships of the present utility model includes a base; Two groups of hollow tubes are fixedly connected to the middle of the base; A rack plate is slidably connected to the middle of each hollow tube; A recovery net is connected to the middle of the rack plate; A notch is opened on one side of the base; A receiving plate is slidably connected to the middle of the notch; Multiple groups of baffles are fixedly connected to the middle of the notch; Bearings are fixedly connected to the middle of the baffles; Two groups of sliders are slidably connected to the middle of the bearings; Multiple groups of groove plates are fixedly connected to the bottom of the receiving plate; First horizontal shafts are fixedly connected to the middle of the groove plates and the sliders; Support plates are rotatably connected to the middle of the first horizontal shafts; Compression springs are connected to one side of each slider; One end of the compression spring is connected to one side of the baffle.
[0007] Preferably, multiple rectangular chutes are opened at the bottom of the notch; Two groups of tension springs are connected to one side of each rectangular chute; One end of each tension spring is connected to a sliding plate; Multiple U-shaped plates are fixedly connected to the bottom of the receiving plate; Second horizontal shafts are fixedly connected to the middle of the U-shaped plates and the sliding plates; Support rods are rotatably connected to the middle of the second horizontal shafts.
[0008] Preferably, layer plates are fixedly connected to the middle of each hollow tube; Two guide posts are fixedly connected to the middle of the layer plate; Hollow discs are fixedly connected to the tops of the guide posts; A drive shaft is rotatably connected to the middle of the hollow disc; Gears are fixedly connected to both ends of the drive shaft; One end of the drive shaft is connected to a servo motor; The gear meshes with the rack plate.
[0009] Preferably, a rotating shaft is rotatably connected to the middle of each slider; Grooved rollers are fixedly connected to both ends of the rotating shaft; Multiple guide rails are fixedly connected to the bottom of the notch; The middle of the grooved roller is in contact with the guide rail.
[0010] Preferably, circular chutes are opened in the middle of each hollow disc; Multiple balls are rotatably connected to the middle of the circular chute. Circular chutes are opened in the middle of each hollow disc; Multiple balls are rotatably connected to the middle of the circular chute.
[0011] Preferably, arc-shaped side wing plates are connected to both sides of the servo motor.
[0012] Preferably, a sponge pad is connected to the top of the receiving plate.
[0013] The beneficial effects of the present utility model are as follows:
[0014] 1. For the auxiliary recovery device for aircraft on warships of the present utility model, by consuming part of the impact force generated when the aircraft falls, it can reduce the excessive impact force when the aircraft falls from the recovery net, which may easily cause damage to the aircraft, thereby affecting its overall condition and subsequent normal use due to the damage, and further reducing the working life of the aircraft.
[0015] 2. The auxiliary recovery device for aircraft used on warships according to the present utility model, through the mutual cooperation between the tension spring and the U-shaped plate, can play a role in consuming the impact force of the falling aircraft again, thereby providing secondary protection for the aircraft when it falls, so as to reduce the risk of damage caused by excessive impact force during the fall. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.
[0017] Figure 1 It is a three-dimensional structure schematic diagram of the present utility model;
[0018] Figure 2 It is a schematic diagram of the internal structure of the notch of the present utility model;
[0019] Figure 3 It is a schematic diagram of the sectional structure of the rack plate of the present utility model;
[0020] Figure 4 It is a schematic diagram of the sectional structure of the slider of the present utility model;
[0021] Figure 5 It is a schematic diagram of the sectional structure of the U-shaped plate of the present utility model;
[0022] Figure 6 It is a schematic diagram of the sectional structure of the slide plate of the present utility model;
[0023] Figure 7 It is a three-dimensional structure schematic diagram of the hollow disc of the present utility model.
[0024] In the figure: 1. Base; 11. Hollow tube; 12. Rack plate; 13. Recovery net; 14. Notch; 15. Bearing plate; 16. Baffle; 17. Bearing; 18. Slider; 19. Groove plate; 111. First horizontal axis; 112. Support plate; 113. Compression spring; 2. Rectangular chute; 21. Tension spring; 22. Slide plate; 23. U-shaped plate; 24. Second horizontal axis; 25. Support rod; 3. Laminated board; 31. Guide post; 32. Hollow disc; 33. Drive shaft; 34. Gear; 35. Servo motor; 4. Rotating shaft; 41. Grooved roller; 42. Guide rail; 5. Circular chute; 51. Ball; 6. Arc-shaped side wing plate; 7. Sponge pad. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0025] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.
[0026] As Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 As shown, an auxiliary recovery device for a shipborne aircraft includes a base 1; two hollow tubes 11 are fixedly connected to the middle of the base 1; a rack plate 12 is slidably connected to the middle of each of the hollow tubes 11; a recovery net 13 is connected to the middle of the rack plate 12; a notch 14 is formed on one side of the base 1; a receiving plate 15 is slidably connected to the middle of the notch 14; a plurality of baffle plates 16 are fixedly connected to the middle of the notch 14; a bearing 17 is fixedly connected to the middle of each of the baffle plates 16; two sliders 18 are slidably connected to the middle of the bearing 17; a plurality of groove plates 19 are fixedly connected to the bottom of the receiving plate 15; a first horizontal shaft 111 is fixedly connected to the middle of each of the groove plates 19 and the sliders 18; a support plate 112 is rotatably connected to the middle of each of the first horizontal shafts 111; a compression spring 113 is connected to one side of each of the sliders 18; one end of the compression spring 113 is connected to one side of the baffle plate 16; during operation, when the aircraft dives to the recovery net 13, it is likely to fall to the receiving plate 15 due to the flexible characteristics of the recovery net 13. At this time, the receiving plate 15 will drive the groove plate 19 to slide towards the bottom of the notch 14 under the influence of the impact force generated when the aircraft falls, and the movement of the groove plate 19 will drive the first horizontal shaft 111 to move synchronously. Under the movement of the first horizontal shaft 111, the support plate 112 will be pushed to change its angle. While the angle of the support plate 112 changes, the slider 18 will be pushed to slide in the middle of the bearing 17, and the sliding of the slider 18 will pull the compression spring 113, causing the compression spring 113 to be stretched under the influence of the pulling force. And because the compression spring 113 itself has the characteristic of resilience, so when the compression spring 113 is stretched under the influence of the impact force generated by the aircraft falling, it will conflict with the impact force, thereby consuming part of the impact force. This step can reduce the damage that the aircraft is likely to suffer due to excessive impact force when falling from the recovery net 13 by consuming part of the impact force generated when the aircraft falls, so as to avoid the situation that the aircraft is damaged and affects its overall condition and subsequent normal use, and further reduce the working life of the aircraft.
[0027] As Figure 2 , Figure 5 , Figure 6As shown in the figure, multiple groups of rectangular sliding grooves 2 are provided at the bottom of the notch 14; two groups of tension springs 21 are connected to one side of each of the rectangular sliding grooves 2; one end of each of the tension springs 21 is connected to a sliding plate 22; multiple U-shaped plates 23 are fixedly connected to the bottom of the receiving plate 15; second horizontal shafts 24 are fixedly connected to the middle parts of the U-shaped plates 23 and the sliding plates 22; support rods 25 are rotatably connected to the middle parts of the second horizontal shafts 24; during operation, when the aircraft drops and impacts the receiving plate 15, the receiving plate 15 will drive the U-shaped plate 23 to move downward while sliding towards the bottom of the notch 14. The U-shaped plate 23 will drive the second horizontal shaft 24 to move synchronously during the movement. Under the movement of the second horizontal shaft 24, the support rod 25 can be pushed to move, so that the support rod 25 rotates in the middle of the second horizontal shaft 24. And when the support rod 25 rotates, the pressure brought by the downward movement of the rectangular sliding groove 2 will push the bottom of the sliding plate 22 to slide in the middle of the rectangular sliding groove 2. The sliding of the sliding plate 22 will squeeze the tension spring 21, causing the tension spring 21 to be forced to compress. Because the tension spring 21 itself has a certain tension, the force received by the tension spring 21 during compression will conflict with its own tension. In this way, the impact force of the aircraft drop can be consumed. This step, through the mutual cooperation between the tension spring 21 and the U-shaped plate 23, can play a role in consuming the impact force of the aircraft drop again, thereby providing secondary protection when the aircraft drops, and reducing the risk of damage caused by excessive impact force during the fall.
[0028] As Figure 1 , Figure 3 , Figure 7 shown in the figure, laminates 3 are fixedly connected to the middle parts of the hollow tubes 11; two guide posts 31 are fixedly connected to the middle parts of the laminates 3; hollow discs 32 are fixedly connected to the tops of the guide posts 31; a drive shaft 33 is rotatably connected to the middle of the hollow disc 32; gears 34 are fixedly connected to both ends of the drive shaft 33; a servo motor 35 is connected to one end of the drive shaft 33; the gears 34 are meshed with the rack plate 12; during operation, when the height of the recovery net 13 needs to be adjusted, the servo motor 35 can be first operated to drive the drive shaft 33 to rotate in the middle of the hollow disc 32. The rotation of the drive shaft 33 will drive the gear 34 to rotate. Since the gear 34 and the rack plate 12 are in a meshed state, the rotation of the gear 34 can push the rack plate 12 to slide in the middle of the hollow tube 11, thereby driving the height of the recovery net 13 to change. This step can facilitate the recovery personnel to adjust the position of the recovery net 13 according to the real-time height and speed of the aircraft by adjusting the height of the recovery net 13, thereby increasing the recovery accuracy of the recovery net 13, making the recovery process more flexible and efficient, helping to shorten the recovery time, improve the recovery efficiency, and at the same time can cope with various complex environments on the sea surface, reducing the risk that the aircraft is easily blocked by obstacles such as waves and reefs due to height restrictions during recovery.
[0029] AsFigure 2 , Figure 4 As shown, a rotating shaft 4 is rotatably connected to the middle of the slider 18; groove rollers 41 are fixedly connected to both ends of the rotating shaft 4; a plurality of guide rails 42 are fixedly connected to the bottom of the notch 14; the middle of the groove roller 41 is in mutual fit with the guide rail 42; during operation, when the slider 18 slides, it will drive the rotating shaft 4 and the groove roller 41 to move synchronously, and the groove roller 41 contacts the bottom of the notch 14. Therefore, when the groove roller 41 moves, it will generate friction with the notch 14, and under the action of the friction force, the groove roller 41 will drive the rotating shaft 4 to rotate in the middle of the slider 18. At the same time, due to the fact that the middle groove of the groove roller 41 is stuck at the guide rail 42, when it rolls, it will always move along the surface of the guide rail 42. Through the mutual cooperation of the groove roller 41 and the guide rail 42 in this step, the sliding trajectory of the slider 18 can be restricted, thereby preventing the slider 18 from being prone to position deviation due to uneven force when it slides under impact, and further causing the compression spring 113 to deform. In the long run, it is easy to cause the compression spring 113 to deform and affect the elasticity of the compression spring 113.
[0030] As Figure 7 shown, circular chutes 5 are provided in the middle of the hollow disc 32; a plurality of ball bearings 51 are rotatably connected to the middle of the circular chutes 5; during operation, when the drive shaft 33 rotates in the middle of the hollow disc 32, it will come into contact with the ball bearings 51 and generate friction, and under the action of the friction force, it will drive the groove roller 41 to rotate in the middle of the circular chute 5. By providing the ball bearings 51 in this step, the friction between the drive shaft 33 and the hollow disc 32 during rotation can be reduced, thereby improving the smoothness of the drive shaft 33 during rotation.
[0031] As Figure 1 , Figure 3 shown, arc-shaped side wing plates 6 are connected to both sides of the servo motor 35; during operation, when the servo motor 35 works, it is prone to slight jitter. At this time, by providing the arc-shaped side wing plates 6, the position of the servo motor 35 can be stabilized, and further the amplitude of the jitter of the servo motor 35 can be restricted. Through the arc-shaped side wing plates 6 in this step, the amplitude of the jitter of the servo motor 35 can be restricted, thereby improving the stability of the servo motor 35 during operation and reducing the situation that the servo motor 35 is prone to affect its normal operation due to excessive jitter amplitude.
[0032] As Figure 1 , Figure 2 shown, a sponge pad 7 is connected to the top of the receiving plate 15; during operation, when the aircraft drops from the recovery net 13, it will first fall onto the sponge pad 7. Through the special material of the sponge pad 7 in this step, the impact force of the aircraft can be further alleviated, thereby protecting the aircraft and reducing the risk of its damage.
[0033] Working principle: When the aircraft dives to the recovery net 13 during operation, it is likely to fall to the receiving plate 15 due to the flexible characteristics of the recovery net 13. At this time, the receiving plate 15 will drive the groove plate 19 to slide towards the bottom of the notch 14 under the influence of the impact force generated when the aircraft falls. The movement of the groove plate 19 will drive the first horizontal shaft 111 to move synchronously. Under the movement of the first horizontal shaft 111, the support plate 112 will be pushed to change its angle. While the angle of the support plate 112 changes, it will push the slider 18 to slide in the middle of the bearing 17. The sliding of the slider 18 will pull the compression spring 113, causing the compression spring 113 to be stretched under the influence of the pulling force. Due to the self-returning characteristic of the compression spring 113, when the compression spring 113 is stretched under the influence of the impact force generated by the aircraft's fall, it will conflict with the impact force, thereby consuming part of the impact force. This step, by consuming part of the impact force generated when the aircraft falls, can reduce the risk of the aircraft being damaged due to excessive impact force when falling from the recovery net 13, which may otherwise affect its overall condition and subsequent normal use, and further reduce the working life of the aircraft. During operation, when the aircraft falls and impacts the receiving plate 15, the receiving plate 15 will drive the U-shaped plate 23 to move downward while sliding towards the bottom of the notch 14. The movement of the U-shaped plate 23 will drive the second horizontal shaft 24 to move synchronously. Under the movement of the second horizontal shaft 24, the support rod 25 can be pushed to move, causing the support rod 25 to rotate in the middle of the second horizontal shaft 24. And when the support rod 25 rotates, the bottom of it will push the slide plate 22 to slide in the middle of the rectangular chute 2 under the pressure brought by the downward movement of the rectangular chute 2. The sliding of the slide plate 22 will squeeze the tension spring 21, forcing the tension spring 21 to be compressed. Since the tension spring 21 has a certain tension, the force received when the tension spring 21 is compressed will conflict with its own tension, thereby consuming the impact force of the aircraft's fall. This step, through the mutual cooperation between the tension spring 21 and the U-shaped plate 23, can play the role of consuming the impact force of the aircraft's fall again, thereby providing secondary protection when the aircraft falls, reducing the risk of increased damage due to excessive impact force during the fall. During operation, when it is necessary to adjust the height of the recovery net 13, the servo motor 35 can be first operated to drive the drive shaft 33 to rotate in the middle of the hollow disc 32. The rotation of the drive shaft 33 will drive the gear 34 to rotate. Since the gear 34 and the rack plate 12 are in a meshing state, the rotation of the gear 34 can push the rack plate 12 to slide in the middle of the hollow tube 11, thereby driving the height of the recovery net 13 to change. This step, by adjusting the height of the recovery net 13, can facilitate the recovery personnel to adjust the position of the recovery net 13 according to the real-time height and speed of the aircraft, thereby increasing the recovery accuracy of the recovery net 13, making the recovery process more flexible and efficient, helping to shorten the recovery time and improve the recovery efficiency.Meanwhile, it can also cope with various complex environments on the sea surface, reducing the situation that the aircraft is easily blocked by obstacles such as waves and reefs due to altitude restrictions during recovery. During operation, when the slider 18 slides, it will drive the rotating shaft 4 and the groove roller 41 to move synchronously, and the groove roller 41 contacts the bottom of the notch 14. Therefore, when the groove roller 41 moves, it will generate friction with the notch 14, and under the action of the frictional force, the groove roller 41 will drive the rotating shaft 4 to rotate in the middle of the slider 18. At the same time, due to the fact that the middle groove of the groove roller 41 is stuck at the guide rail 42, so when it rolls, it will always move along the surface of the guide rail 42. Through the mutual cooperation of the groove roller 41 and the guide rail 42 in this step, it can play a role in restricting the sliding trajectory of the slider 18, thereby preventing the slider 18 from shifting in position due to uneven force when it slides under impact, and then causing the compression spring 113 to deform accordingly. Over time, it is easy to cause the compression spring 113 to deform and affect the elasticity of the compression spring 113. During operation, when the drive shaft 33 rotates in the middle of the hollow disc 32, it will come into contact with the ball 51 and generate friction, and under the action of the frictional force, it will drive the groove roller 41 to rotate in the circular chute 5. Through the arrangement of the ball 51 in this step, the friction between the drive shaft 33 and the hollow disc 32 during rotation can be reduced, thereby improving the smoothness of the drive shaft 33 during rotation. During operation, when the servo motor 35 works, it is prone to slight jitter. At this time, the opening of the arc-shaped side wing plate 6 can play a role in stabilizing the position of the servo motor 35, and then restricting the amplitude of the jitter of the servo motor 35. Through the arc-shaped side wing plate 6 in this step, the amplitude of the jitter of the servo motor 35 can be restricted, thereby improving the stability of the servo motor 35 during operation and reducing the situation that the servo motor 35 is easily affected by too large a jitter amplitude and thus affects its normal operation. During operation, when the aircraft drops from the recovery net 13, it will first fall onto the sponge pad 7. Through the special material of the sponge pad 7 in this step, the impact force of the aircraft can be further alleviated, thereby protecting the aircraft and reducing the risk of its damage.,
[0034] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art of this industry should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed.,
Claims
1. An auxiliary recovery device for aircraft for a ship, comprising a base (1); two groups of hollow tubes (11) are fixedly connected to the middle of the base (1); the characteristics are: The middle of the hollow tube (11) is slidably connected to a rack plate (12); the middle of the rack plate (12) is connected to a recovery net (13); a notch (14) is provided on one side of the base (1); a receiving plate (15) is slidably connected to the middle of the notch (14); a plurality of baffles (16) are fixedly connected to the middle of the notch (14); a bearing (17) is fixedly connected to the middle of the baffle (16); two groups of sliders (18) are slidably connected to the middle of the bearing (17); a plurality of groove plates (19) are fixedly connected to the bottom of the receiving plate (15); a first transverse axis (111) is fixedly connected to the middle of the groove plate (19) and the slider (18); a support plate (112) is rotatably connected to the middle of the first transverse axis (111); a compression spring (113) is connected to one side of the slider (18); one end of the compression spring (113) is connected to one side of the baffle (16).
2. The auxiliary recovery device for aircraft used on a ship according to claim 1, characterized in that: A plurality of rectangular slide grooves (2) are provided at the bottom of the notch (14); two sets of tension springs (21) are connected to one side of the rectangular slide grooves (2); one end of each tension spring (21) is connected to a slide plate (22); a plurality of U-shaped plates (23) are fixedly connected to the bottom of the receiving plate (15); a second transverse axis (24) is fixedly connected to the middle of each U-shaped plate (23) and the slide plate (22); and a support rod (25) is rotatably connected to the middle of each second transverse axis (24).
3. The auxiliary recovery device for aircraft used on ships according to claim 1, characterized in that: The middle of the hollow tube (11) is fixedly connected to a layer plate (3); the middle of the layer plate (3) is fixedly connected to two groups of guide pillars (31); the top of the guide pillar (31) is fixedly connected to a hollow disc (32); the middle of the hollow disc (32) is rotatably connected to a drive shaft (33); both ends of the drive shaft (33) are fixedly connected to gears (34); one end of the drive shaft (33) is connected to a servo motor (35); the gear (34) and the rack plate (12) are meshed with each other.
4. The auxiliary recovery device for aircraft for ships according to claim 1, characterized in that: The middle of the slider (18) is rotatably connected to a rotating shaft (4); both ends of the rotating shaft (4) are fixedly connected to grooved rollers (41); the bottom of the notch (14) is fixedly connected to a plurality of guide rails (42); the middle of the grooved roller (41) and the guide rail (42) are in contact with each other.
5. The auxiliary recovery device for aircraft used on ships according to claim 3, characterized in that: A circular slide groove (5) is provided in the middle of each hollow disc (32); a plurality of groups of balls (51) are rotatably connected to the middle of the circular slide groove (5).
6. The auxiliary recovery device for aircraft used on ships according to claim 3, characterized in that: Arc-shaped side wing plates (6) are connected to both sides of the servo motor (35).
7. The auxiliary recovery device for aircraft used on ships according to claim 1, characterized in that: The top of the receiving plate (15) is connected to a sponge pad (7).