Embedded aircraft arresting device with self-adaptive vector adjustment recovery function

Abstract

The utility model relates to the technical field of aircraft landing arresting, in particular to an embedded aircraft arresting device with a self-adaptive vector adjustment recovery function. The system comprises a lifting module, a blocking net module, a blocking net sliding block, a three-light pod module used for emitting guiding light and a monitoring unit used for capturing the position of an aircraft, the blocking net module comprises a blocking net main rope and a blocking net auxiliary rope, the blocking net main rope is fixed to the top of the lifting module, and the bottom of the lifting module is installed on a blocking platform. The arresting net sliding blocks are slidably connected to the arresting net main ropes, every two opposite arresting net sliding blocks are connected through the corresponding arresting net auxiliary ropes, the multiple arresting net auxiliary ropes intersect to form an arresting net, the monitoring units are connected to the arresting net sliding blocks, and the three-light pod module is connected to the top of the lifting module. According to the utility model, the problem of safe and stable arresting type recovery carrier landing, vehicle landing or landing of the aircraft in an ultra-short time under the whole environment condition is solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to aircraft landing arresting technology field especially relates to a kind of embedded aircraft arresting gear of self-adapting vector adjustment recovery. BACKGROUND

[0002] When various aircrafts land, they are very sensitive to surrounding environmental factors.For example, civil aviation passenger aircraft or military aircraft choose to land on fixed ground in windless weather, and the landing process is very safe and stable.For the aircraft itself, landing in this weather environment also minimizes the impact on all constituent structures outside or inside the aircraft body, and the impact on airborne equipment is also minimal.As global climate changes, fixed ground airports, large ships, small vehicle-mounted drones, tropical rainforests or island regions often experience strong winds, heavy rain, sandstorms and other severe weather conditions.At this time, for the aircraft body, although the production unit has optimized the fuselage, engine and other assembly components, there is no auxiliary landing system for landing areas such as ground, ships and vehicles, so landing accidents are still likely to occur.In order to assist aircraft landing in severe conditions, various aircraft auxiliary landing devices have been developed.

[0003] There are several types of existing aircraft auxiliary landing devices:

[0004] 1) Existing aircraft carrier arresting system: aircraft carrier arresting cable arresting device involves mechanical, electrical, hydraulic and other high-tech technologies, and is a large and complex project.The arresting cable needs to directly withstand the impact force and arresting force of the shipboard aircraft tail hook, and also needs to have high fatigue resistance and continuous working performance, hardness and toughness requirements for arresting cable material technology.The principle of shipboard aircraft arresting is not easy.The whole system has large installation space, high cost, long construction period and is difficult to miniaturize.

[0005] 2) Harpoon grid system: low automation level, low intelligence level, high pilot driving precision requirement, long landing period, low efficiency, and cannot be applied to high sea conditions or extreme severe environment areas and other shortcomings.

[0006] 3) Bear trap landing aid system: single function and low automation level, mainly relying on pilot landing, unstable landing, low efficiency, and cannot be applied to high sea conditions or extreme severe environment areas and other shortcomings.

[0007] 4) Catch net landing aid system: single function, complicated personnel operation, low safety, no intelligent system, mainly relying on pilot landing, unstable landing, low efficiency, and cannot be applied to high sea conditions or extreme severe environment areas and other shortcomings. UTILITY MODEL CONTENT

[0008] The utility model provides an embedded aircraft arresting gear of adaptive vector regulation recovery, aims at solving all kinds of aircraft safe and stable arresting type recovery landing, landing vehicle or landing problem in all-weather full environmental condition within ultra-short time.

[0009] The utility model provides an embedded aircraft arresting gear of adaptive vector regulation recovery, including lift module, arresting net module, arresting net sliding block, three light pod module for sending guide light, monitoring unit of capturing aircraft position, main control unit, arresting net module includes arresting net main rope, arresting net vice rope, arresting net main rope is fixed in lift module top, the bottom installation of lift module is in arresting platform, arresting net sliding block is connected on arresting net main rope, opposite two arresting net sliding blocks are connected through arresting net vice rope, and arresting net is formed to arresting net vice rope intersection, monitoring unit is connected on arresting net sliding block, three light pod module is connected in lift module top, and main control unit establishes the connection with lift module, arresting net sliding block, three light pod module, monitoring unit respectively.

[0010] As a further improvement of the utility model, the arresting net sliding block comprises a first sliding block body, a second sliding block body and a driving wheel, the first sliding block body and the second sliding block body are connected in a half type, the driving wheel is connected in the first sliding block body, and the arresting net main rope passes through the first sliding block body and the second sliding block body and is connected with the driving wheel.

[0011] As a further improvement of the utility model, the driving wheel is a gear, the arresting net main rope is provided with a rack on the surface, and the arresting net main rope and the driving wheel are connected through the rack and the gear.

[0012] As a further improvement of the utility model, the arresting platform is provided with an embedded clamping groove, the bottom of the lift module is connected with the embedded clamping groove, and when the lift module is in a retracted state, the lift module, the arresting net module and the arresting net sliding block are arranged in the embedded clamping groove.

[0013] As a further improvement of the utility model, the monitoring unit comprises a visual sensor, a distance sensor, a torque sensor, a temperature sensor, a pressure sensor and an angle sensor.

[0014] As a further improvement of the utility model, the three light pod module comprises a visible light emitter, an infrared light emitter and a laser emitter, and the three light pod module further integrates a visual sensing system, a radar or infrared sensing system, a wind force sensor and a horizontal displacement sensor.

[0015] As a further improvement of the utility model, each top corner of the arresting net main rope is connected with a lifting module, and each lifting module independently adjusts the lifting height of the corresponding top corner of the arresting net main rope.

[0016] As a further improvement of the utility model, the lifting module comprises a plurality of lifting sections, and the plurality of lifting sections are sequentially connected.

[0017] The utility model has the advantages that it can be applied to various ship decks, tracked high-mobility vehicle chassis, wheeled high-mobility vehicle chassis and other special equipment systems, and can also be installed and applied on land; the maintenance system has automatic or passive multi-angle automatic vector adjustment functions; when a ship under high sea conditions experiences serious rolling and pitching, the lifting mechanism of the maintenance system can automatically adjust the angle of the arresting net to keep it horizontal or at a specified angle to match safe landing of various aircrafts; meanwhile, the design is equipped with multiple sensor technology devices to calculate and monitor the angle, speed and force of various aircrafts during landing in advance, so that the maintenance system automatically and independently adapts to the parameters and rules of dynamic / static load movement of various aircrafts to achieve the best working efficiency of arresting landing. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is the overall structure diagram of the embedded aircraft arresting device of the utility model;

[0019] Figure 2 is the overall structure diagram of the arresting net sliding block in the utility model;

[0020] Figure 3 is the structure sectional view of the arresting net sliding block in the utility model;

[0021] Figure 4 is the connection sectional view of the lifting module, the arresting net module, the arresting net sliding block and the arresting platform in the utility model;

[0022] Figure 5 is the connection sectional view of the arresting net rope and the arresting platform in the utility model;

[0023] Figure 6 is the structure schematic view of the embedded aircraft arresting device of the utility model in the unfolded state on the roadbed;

[0024] Figure 7 is the structure schematic view of the embedded aircraft arresting device of the utility model in the unfolded state on the roadbed;

[0025] Figure 8 is the structure schematic view of the embedded aircraft arresting device of the utility model in the unfolded state on the roadbed;

[0026] Figure 9is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0027] Figure 10 is the working schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0028] Figure 11 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0029] Figure 12 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0030] Figure 13 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0031] Figure 14 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0032] Figure 15 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0033] Figure 16 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0034] Figure 17 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0035] Figure 18 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0036] Figure 19 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model;

[0037] Figure 20 is the structural schematic diagram of the embedded aircraft arresting device in the unfolded state on the vehicle of the utility model. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical scheme and advantages of the utility model more clearly, the following will be further detailed by combining with the drawings and examples.

[0039] As Figure 1As shown in the utility model discloses a kind of embedded aircraft arresting gear of adaptive vector regulation recovery, including lifting module 2, arresting net module 1, arresting net slider 3, three light pod module 4 for emitting guide light, monitoring unit 5 for capturing aircraft position, arresting net module 1 includes arresting net main rope 11, arresting net auxiliary rope 12, arresting net main rope 11 is fixed in lifting module 2 top, lifting module 2 bottom is installed in arresting platform 6, arresting net slider 3 is slidably connected on arresting net main rope 11, two arresting net sliders 3 opposite are connected by arresting net auxiliary rope 12, and multiple arresting net auxiliary ropes 12 are crossed to form arresting net, monitoring unit 5 is connected on arresting net slider 3, and three light pod module 4 is connected in lifting module 2 top,

[0040] The embedded aircraft arresting gear of adaptive vector regulation recovery further includes a master control unit, which is connected with the lifting module 2, the arresting net slider 3, the three light pod module 4 and the monitoring unit 5 respectively.

[0041] As Figure 2 shown, the arresting net slider 3 includes a first slider body 31, a second slider body 32 and a driving wheel 33. The first slider body 31 and the second slider body 32 are connected in a half type, and the driving wheel 33 is connected in the first slider body 31. The arresting net main rope 11 passes through the first slider body 31 and the second slider body 32 and is connected with the driving wheel 33. The arresting net slider 3 body adopts a half clamp type mechanical structure which is combined in up and down or left and right. This structure has the advantages of convenient disassembly and maintenance. After the arresting net slider 3 is combined, the first slider body 31 and the second slider body 32 are fastened by bolt connection through the mounting hole positions on the first slider body 31 and the second slider body 32, so that the first slider body 31 and the second slider body 32 are fixed.

[0042] The arresting net slider 3 can move on the arresting net main rope 11 for horizontal adaptive adjustment. Each arresting net slider 3 can operate independently, which can fully meet the distance adjustment requirements between different horizontal directions.

[0043] As Figure 3 shown, the driving wheel 33 is a gear, and the arresting net main rope 11 is provided with a rack 13 on the surface. The arresting net main rope 11 and the driving wheel 33 are connected through the rack 13 and the gear. The arresting net main rope 11 is provided with a guide rail of gear structure or spiral structure of the driving wheel 33, and the guide rail is preferably the rack 13. A plurality of driving gears are arranged in the arresting net slider 3. The gear is combined with the rack 13, which is used for displacement adjustment and fixation of the arresting net slider 3. This structure has high reliability and is not easy to slip during work, and the accuracy can be accurately controlled.

[0044] As Figure 4As shown, the blocking platform 6 is provided with an embedded card slot 61, and the bottom of the lifting module 2 is connected with the embedded card slot 61. When the lifting module 2 is in the retracted state, the lifting module 2, the blocking net module 1 and the blocking net slider 3 are arranged in the embedded card slot 61. Through the embedded card slot 61, the entire embedded aircraft arresting device can be installed in an embedded manner, has good hiding concealment, has no any influence on the surrounding environment before and after installation, and the hiding system also has good electromagnetic compatibility. The entire embedded aircraft arresting device is designed as a lifting structure. When the lifting module 2 lowers the entire system to be consistent with or lower than the plane of the original blocking platform 6, the plane of the blocking platform 6 is not provided with any system device, because the surface of the blocking platform 6 is not provided with any protruding structure. The blocking platform 6 here represents the original land, ship deck, vehicle chassis or some platform device.

[0045] As shown in the figure, Figure 5 When the entire embedded aircraft arresting device is hidden in the embedded card slot 61, the rope of the blocking net module 1 is lowered to the designed embedded card slot 61 in the retracted state, and the slot opening is designed to be half-soft rubber body 62. When the blocking net main rope 11 is retracted, it is lowered to the bottom of the embedded card slot 61, and after being pressed into the embedded card slot 61 through the left and right half-soft rubber bodies 62, the rubber body 62 rebounds to the original position, which protects the rope from being eroded by external rainwater, seawater or sunlight, and also achieves the purpose of hidden embedded installation.

[0046] The monitoring unit 5 includes visual sensors, distance sensors, torque sensors, temperature sensors, pressure sensors and angle sensors. Each set of blocking net slider 3 is equipped with distance sensors, visual sensors, infrared and laser sensors, etc., which are used for running environment detection and alarm before system operation, and are also used for timely tracking and adaptive horizontal adjustment of the position information of each landing gear of the tracking aircraft during system operation.

[0047] The three-light pod module 4 includes visible light emitters, infrared light emitters and laser emitters, visual sensing systems, radar or infrared sensing systems, wind sensors and horizontal displacement sensors, which are installed in an integrated manner inside the three-light pod module 4 and are distributedly installed at key positions, and have compact and reliable structure. The top end of the lifting module 2 is equipped with multiple sets of three-light equipment, which can rotate 360° and flip up and down by 90°, and can also be controlled through a gimbal, which is used for running environment detection and alarm before system operation, and is also used for timely tracking and adaptive horizontal adjustment of the position information of the main body of the tracking aircraft during system operation.

[0048] As shown in the figure, Figure 1 , Figures 6 to 10As shown, one lifting module 2 is connected at each top corner of the main rope 11 of the arresting net, and each lifting module 2 independently adjusts the lifting height at the corresponding top corner of the main rope 11 of the arresting net. The height of the adjustable lifting module 2 is adjustable, and each lifting module 2 is independently controlled and driven, so as to meet the self-adaptive adjustment of the attitude of various aircrafts during landing, and the intelligent arresting net slider 3 device, so as to meet the omnidirectional vector self-adaptive adjustment of the arresting net. The lifting module 2 includes a plurality of lifting sections 21, and the plurality of lifting sections 21 are sequentially connected. Each lifting section 21 is connected in a sleeved manner. When the lifting module 2 is lowered to the lowest height, the upper lifting section 21 can be embedded into the bottom lifting section to reduce the space occupation, but needs to be jacked up layer by layer to stretch out upward. Of course, the lifting module 2 is not limited to the plurality of lifting sections 21, and other lifting modes can also be applicable to the device.

[0049] The operation process of the self-adaptive vector adjustment and recovery embedded aircraft arresting device is as follows:

[0050] When the aircraft needs to land, the aircraft will communicate with the ground base station control personnel or autonomously send a landing signal. At this time, the device receives the landing signal of the aircraft through the main control unit, and locates the coordinates of the aircraft through Beidou or GPS. When the structure of the aircraft is detected, the main control unit controls the signal to be transmitted to the lifting module 2. The lifting module 2 receives the task signal. First, the visual sensing system, radar or infrared sensing system detects whether the aircraft landing condition is met on the arresting platform 6, and the wind sensor detects the size of the surrounding wind, the horizontal displacement sensor detects the real-time speed of the ship or vehicle and the intensity of the vibration and shaking, and the like. All the above information is collected to the main control unit, calculated and analyzed, and the relevant data signal is returned to the operator and the aircraft. At this time, the aircraft approaches the arresting system, and the lifting module 2 of the arresting system is matched with the visual sensor, infrared distance sensor, horizontal displacement sensor and other sensors of the arresting net slider 3 to detect and capture the landing angle of the aircraft and the relationship between the number and angle position of the landing gear at the bottom of the aircraft body. The arresting system automatically adjusts the distance and omnidirectional angle to realize vector tracking adjustment, so as to completely match the angle of the bottom of the aircraft body and the net fixing of each landing gear. When the aircraft completely lands on the arresting system, the lifting module 2 of the arresting system adjusts the aircraft to be horizontal to the arresting platform 6, and places the landing gear of the aircraft stably on the arresting platform 6. At this time, if the surrounding environment is bad, the arresting system can still protect and clamp the aircraft, so as to ensure that the aircraft will not be shaken, shaken, displaced, rainwater sea water knocked over, wind overturned and other accidents. When the environment recovers to be good, the arresting net slider 3 adjusts the aircraft body to be in the correct position, and then releases the main rope and the secondary rope of the arresting net. At this time, the aircraft is completely released and can move by itself. The self-adaptive vector adjustment embedded arresting system completes the work once.

[0051] The following are different implementation ways of the device on the ground, vehicle, and ship.

[0052] As shown in FIG. 1, when the lifting module 2 is not extended, the device is embedded in the corresponding slot of the reinforced concrete layer. Figure 6 As shown in FIG. 2, when the lifting module 2 is extended, the device is extended out of the reinforced concrete layer. Figure 7 When the aircraft needs to be assisted to land on the roadbed, the lifting module 2 will extend the entire arresting net out of the reinforced concrete layer, and can adjust the arresting net to be horizontal to the reinforced concrete layer, or at a certain angle to adapt to the fitting angle of the main body of the aircraft.

[0053] Similarly, when the device is installed on the vehicle chassis, as shown in FIG. 3, when the lifting module 2 is not extended, the device is embedded in the vehicle chassis support. Figure 8 As shown in FIG. 4, when the lifting module 2 is extended, the device is extended out of the vehicle chassis support. Figure 9 When the aircraft needs to be assisted to land on the vehicle, the lifting module 2 will extend the entire arresting net out of the vehicle chassis support, and can adjust the arresting net to be horizontal to the vehicle chassis support, or at a certain angle to adapt to the fitting angle of the main body of the aircraft. Figure 9 When the aircraft lands, the arresting net safely locks each landing gear wheel of the aircraft, completes the landing action, and then releases the arresting net according to the need to adjust the position of the aircraft on the vehicle chassis.

[0054] The implementation scheme of the ship is shown in FIG. 5. Figures 11 to 20 The device is located in the embedded slot of the deck of the ship, and can be hidden when the arresting net is not used, without affecting other use functions of the deck. Figure 11 As shown in FIG. 6, before the arresting system is started, the main control unit, the online monitoring unit 5, and the omnidirectional sensing unit of the arresting system detect various moving or non-moving objects above the arresting net and the operating environment around the entire system, so as to make the system self-judge whether the next work or operation can be safely and reliably performed.

[0055] If no object is found, the main control system displays a visual signal to the operator that the system can be safely operated. Figure 12

[0056] As shown in FIG. 7, when the arresting system is started, the main control unit, the online monitoring unit 5, and the omnidirectional sensing unit of the arresting system detect various moving or non-moving objects above the arresting net and the operating environment around the entire system, so as to make the system self-judge whether the next work or operation can be safely and reliably performed. Figure 13 ​As shown, this configuration can be used for helicopter arresting net landing systems in low to medium sea states. The working principle is that the lifting module 2 horizontally raises the arresting net onto the deck. After the individual arresting net sliders 3 move horizontally out of their slots and adhere to the deck, it's equivalent to laying a layer of anti-slip net on the deck. Thus, each landing gear wheel of the carrier-based helicopter will be trapped within the dense anti-slip net during landing. At low speeds and in sea states below 6, this deployed configuration eliminates the need for any other auxiliary landing systems.

[0057] like Figure 14 As shown, when the altitude setting of the lifting system is low, this state can be used for the safe landing of medium and large-sized aircraft in extreme high sea states. The high strength and toughness of the arresting net force the aircraft to fit tightly against it during landing, absorbing impact loads in a timely manner, and ultimately allowing the aircraft to land safely and stably on the arresting net. Figure 15 Arresting net landings are suitable for tiltrotor aircraft, such as Figure 16 Suitable for arresting net landings of medium and large helicopters, the arresting net slider 3 automatically locks the aircraft's landing gear wheels. After the aircraft lands on the arresting net, it automatically locks each landing gear wheel to prevent dangerous accidents such as roll or crash in extreme sea conditions.

[0058] like Figure 17 As shown, when the altitude setting of the lift system is high, this state can be used for the safe landing of various small and medium-sized aircraft in extreme high sea states. The high strength and toughness of the arresting net force the aircraft to fit tightly against it during landing, absorbing impact loads in a timely manner, and ultimately allowing the aircraft to land safely and stably on the arresting net. Figure 18 It is suitable for arresting net landings of various multi-rotor aircraft and compound wing vertical take-off and landing aircraft, and can meet the requirements of multiple aircraft landing simultaneously.

[0059] like Figure 19As shown, this state is the working state of omnibearing automatic vector adjustment, which can be applied to various aircrafts for special landing at large elevation angle or for landing in extremely harsh environment, to meet the safe and stable landing of the aircraft. The specific working principle can be achieved as follows: the device provides effective auxiliary landing measures for the carrier-based aircraft preparing for landing. When the carrier-based aircraft enters the capture range of the device, the left and right side cameras on the flight deck of the ship, the vehicle-mounted flight deck or the ground flight deck receive the laser emitted by the laser target source of the aircraft, so as to calculate the relative ideal ship landing point position of the aircraft. Then, the aircraft position indicator guides the pilot to adjust the aircraft to the best landing position, and then drives the tethered device to capture the aircraft on the bottom of the fuselage, landing gear, hub assembly, etc. After successful recovery and landing, the aircraft can be towed from the take-off and landing platform along the track into the carrier hangar. The device can greatly reduce the psychological burden of the pilot, has high automation degree and high safety, and can safely land on the ship, vehicle or land under the extremely harsh conditions of ± 15.5° roll and ± 4.5° pitch.

[0060] As shown in Figure 20 the aircraft is affected by sea wind or other environment during landing, the flight attitude shakes left and right, and the floating changes, at this time, the arresting net system can be adaptively vector adjusted according to the three light equipment and real-time monitoring system, that is, the arresting net is adjusted to the consistent angle of the azimuth information below the main body of the aircraft, and the half-flexible aircraft attitude is lifted to make it safely and stably land on the specified position.

[0061] The embedded aircraft arresting net system of the adaptive vector adjustment recovery mainly solves the safe and stable arresting recovery of various aircrafts in all-weather and all-sea conditions within a very short time. The device can also provide effective auxiliary landing measures for the carrier-based aircraft preparing for landing. When the carrier-based aircraft enters the capture range of the device, the left and right side cameras on the flight deck of the ship, the vehicle-mounted flight deck or the ground flight deck receive the laser emitted by the laser target source of the aircraft, so as to calculate the relative ideal ship landing point position of the aircraft. Then, the aircraft position indicator guides the pilot to adjust the aircraft to the best landing position, and then drives the tethered device to capture the aircraft on the bottom of the fuselage, landing gear, hub assembly, etc. After successful recovery and landing, the aircraft can be towed from the take-off and landing platform along the track into the carrier hangar. The device can greatly reduce the psychological burden of the pilot, has high automation degree and high safety, and can safely land on the ship, vehicle or land under the extremely harsh conditions of ± 15.5° roll and ± 4.5° pitch. The present patent technology can be applied to various ship decks, tracked high-mobility vehicle chassis, wheeled high-mobility vehicle chassis and other special equipment systems, and can also be installed and applied on land. The preparation system has the functions of automatic or passive multi-angle automatic vector adjustment.

[0062] The system and method have the following advantages:

[0063] 1) The preparation system can be applied to sustainable recovery landing of manned or unmanned fixed-wing aircraft, helicopter aircraft, multi-rotor aircraft, tilt-rotor aircraft, disc aircraft, flapping-wing aircraft, airship, compound-wing aircraft, rocket booster, cruise missile, unmanned spacecraft, manned spacecraft.

[0064] 2) The preparation system can meet the common recovery and arresting landing of multiple aircraft, and has high recovery efficiency.

[0065] 3) The preparation system can be installed and arranged on ships, tracked or wheeled high-mobility special vehicles according to different task environments, and the overall specifications and power of the system can be increased or decreased, reduced or enlarged, which is flexibly and conveniently designed and arranged to achieve the final task purpose.

[0066] 4) The preparation system is designed to be embedded, which can better adapt to existing equipment or ground environment when being deployed or withdrawn. In the withdrawn state, the landing platform has almost no protruding structure, which can better play a hiding role, so as to not affect the surrounding original use environment or original combat environment.

[0067] 5) The preparation system is designed to be modular, and the arresting net layout can be arranged according to the structure of the aircraft and the arresting landing mode. The personnel operability is strong, and the work efficiency is high. Since the preparation system adopts modular design, it also has excellent system maintainability.

[0068] 6) The preparation system adopts high-strength, high-toughness, high-wear resistance, high-reliability and other redundant designs in hardware and software. The core technical components and systems can be maintenance-free, and can ensure long-term durability in long-term harsh working conditions.

[0069] 7) The preparation system is domestic, and has high comprehensive supportability. The preparation system has very good economy.

[0070] 8) The preparation system has high integration and wide application. In addition to ensuring the arresting recovery purpose, it can also be used as a non-slip net, auxiliary power device and other multiple purposes.

[0071] The above content is a further detailed description of the utility model in combination with the preferred embodiment, and cannot be regarded as the specific implementation of the utility model being limited to these descriptions. For ordinary skilled persons in the technical field to which the utility model belongs, without departing from the concept of the utility model, a number of simple deductions or substitutions can be made, which should be regarded as falling within the protection scope of the utility model.

Claims

1. An embedded arresting device for adaptive vector control and recovery of aircraft, characterized in that, The system includes a lifting module, an arresting net module, an arresting net slider, a three-light pod module for emitting guide beams, and a monitoring unit for capturing the position of the aircraft. The arresting net module includes a main arresting net rope and auxiliary arresting net ropes. The main arresting net rope is fixed to the top of the lifting module, and the bottom of the lifting module is installed on the arresting platform. The arresting net slider is slidably connected to the main arresting net rope. Two opposing arresting net sliders are connected by the auxiliary arresting net ropes. Multiple sets of auxiliary arresting net ropes intersect to form an arresting net. The monitoring unit is connected to the arresting net slider, and the three-light pod module is connected to the top of the lifting module. The barrier net slider includes a first slider body, a second slider body, and a drive wheel. The first slider body and the second slider body are connected by a half-type connection. The drive wheel is connected inside the first slider body. The main rope of the barrier net passes between the first slider body and the second slider body and is connected to the drive wheel. The barrier platform is provided with an embedded slot, and the bottom of the lifting module is connected to the embedded slot. When the lifting module is in the retracted state, the lifting module, the barrier net module, and the barrier net slider are all set in the embedded slot.

2. The embedded aircraft arresting device for adaptive vector adjustment and recovery according to claim 1, characterized in that, The drive wheel is a gear, and the surface of the main rope of the barrier net is provided with a rack. The main rope of the barrier net and the drive wheel are connected by the meshing of the rack and the gear.

3. The embedded aircraft arresting device for adaptive vector control and recovery according to claim 1, characterized in that, The monitoring unit includes a vision sensor, a distance sensor, a torque sensor, a temperature sensor, a pressure sensor, and an angle sensor.

4. The embedded aircraft arresting device for adaptive vector control and recovery according to claim 1, characterized in that, The three-light pod module includes a visible light emitter, an infrared light emitter, and a laser emitter. The three-light pod module also integrates a visual sensing system, a radar or infrared sensing system, a wind sensor, and a horizontal displacement sensor.

5. The embedded aircraft arresting device for adaptive vector control and recovery according to claim 1, characterized in that, A lifting module is connected to each apex of the main rope of the barrier net, and each lifting module independently adjusts the lifting height of the corresponding apex of the main rope of the barrier net.

6. The embedded aircraft arresting device for adaptive vector control and recovery according to claim 1, characterized in that, The lifting module includes multiple lifting sections, which are connected sequentially.

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