Brake parachute separation structure

Abstract

The utility model discloses a brake parachute separating structure, which relates to the technical field of brake parachutes and comprises a supporting frame, connecting supports are fixedly mounted on the left side and the right side of the bottom of the supporting frame, a mounting rack is mounted between the connecting supports, and the left end and the right end of the mounting rack are fixed through bolts. A first lock catch and a second lock catch are arranged in the middle of the upper end of the supporting frame, a lock ring is clamped between the first lock catch and the second lock catch, a lock rod is arranged above the lock ring, a lock sleeve is arranged at the top end of the lock rod, and the lock sleeve forms an aircraft mounting structure; a transmission impeller is installed on the front side of the right side of the supporting frame, a limiting frame is installed on the front side of the supporting frame, and the transmission impeller forms a transmission structure for rotation of the limiting frame. The brake parachute separation structure has the advantages of being simple in structure, rapid in separation, high in reliability, convenient to maintain and the like, and is suitable for brake parachute separation of spacecrafts, guided missiles and high-speed airplanes.

Description

Technical Field

[0001] This utility model relates to the field of deceleration parachute technology, specifically a deceleration parachute separation structure. Background Technology

[0002] A drag chute is a device used to slow down aircraft. Typically made of high-strength fabric, it deploys during high-speed flight, reducing speed through air resistance. It is widely used in the landing phase of spacecraft, missiles, and high-speed aircraft to ensure safe deceleration and precise landing. The separation structure is the key component for connecting and separating the drag chute from the aircraft, usually consisting of a release mechanism, connectors, and a control system. After deceleration is complete, the separation structure can quickly and reliably separate the drag chute from the aircraft, avoiding interference with subsequent operations. Working together, they ensure the aircraft decelerates smoothly and lands safely after high-speed flight. However, existing drag chute systems still have certain problems in use:

[0003] For example, a simple and reliable deceleration parachute and main parachute separation device, as described in application number 201820085544.6, includes a stainless steel ring 1. The left side of the stainless steel ring 1 is connected to a main parachute connecting end. The right side of the main parachute connecting end is connected to a thick canvas belt 3. The right side of the thick canvas belt 3 is connected to a thick canvas belt 2. The end of the thick canvas belt 2 is connected to a stainless steel ring 2. The stainless steel ring 2 and the stainless steel ring 1 are sleeved together by the thick canvas belt 2. The right side of the thick canvas belt 3 is connected to the thick canvas belt 1. The end of the thick canvas belt 3... The device is connected to a three-tiered stainless steel ring, which is connected to a two-tiered stainless steel ring via a thick canvas strap. The right side of the thick canvas strap is connected to an unlocking buckle. This simple and reliable deceleration parachute and main parachute separation device uses a three-tiered, interconnected loop of stainless steel rings (one, two, and three) to connect the deceleration parachute and main parachute. However, existing deceleration parachutes require pulling the stainless steel rings sequentially through each thick canvas strap during separation, which is not only structurally complex but also prone to damage or entanglement of the canvas bag during the pulling process, leading to deceleration parachute separation failure.

[0004] In view of this, in-depth research was conducted on the above issues, which led to the creation of this case.

[0005] To address the aforementioned issues, an innovative design was implemented based on the existing deceleration chute separation structure. Utility Model Content

[0006] The purpose of this invention is to provide a deceleration parachute separation structure to solve the problem mentioned in the background art where repeated pulling of the canvas bag causes damage or jamming, affecting the separation effect.

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] A deceleration parachute separation structure includes a support frame. Connecting brackets are fixedly installed on both the left and right sides of the bottom of the support frame, and an mounting frame is installed between the connecting brackets. The left and right ends of the mounting frame are fixed with bolts, and the connecting brackets and the mounting frame form a deceleration parachute connection structure. A first latch and a second latch are provided in the middle of the upper end of the support frame, and a locking ring is engaged between the first latch and the second latch. A locking rod is provided above the locking ring, and a locking sleeve is provided at the top of the locking rod. The locking sleeve constitutes an aircraft mounting structure. A transmission impeller is installed on the front right side of the support frame, and a limit frame is installed on the front side of the support frame. The rotation of the transmission impeller on the limit frame constitutes a transmission structure.

[0009] Preferably, both the first and second latches are semi-circular, and a snap-fit ​​block is provided on the bottom left side of the second latch, and the snap-fit ​​block is connected to the bottom groove of the first latch by a hinge.

[0010] By adopting the above technical solution, the design of the snap-fit ​​block connecting the semi-circular latch and the hinge ensures the stability and reliability of the latch, simplifies the opening and closing operation of the latch, and improves the ease of operation of the separation structure.

[0011] Preferably, the first and second latches have a circular internal structure, and the locking ring is circular, with the locking ring located inside the first and second latches to form a snap-fit ​​fixing structure.

[0012] The above-mentioned technical solution, with its circular buckle and locking ring design, enhances the connection strength between the buckle and the locking ring, ensuring a secure connection between the drag chute and the aircraft during high-speed flight and preventing accidental separation.

[0013] Preferably, switch blocks are fixedly installed on both the left and right sides of the first and second latches, and springs are fixedly installed below the switch blocks, with the bottom ends of the springs fixedly installed on the left and right sides above the support frame.

[0014] By adopting the above technical solution and through the design of the switch block and spring, the automatic reset function of the latch is realized, ensuring that the latch can quickly return to the initial state after the separation operation, thereby improving the reusability and reliability of the structure.

[0015] Preferably, a transmission cam is mounted on the rear side of the transmission impeller via a rotating shaft, and the transmission cam is rotatably connected to the front right side of the support frame to form a rotating structure.

[0016] Using the above technical solution, the transmission impeller is driven to rotate by the airflow when the aircraft lands, thereby providing mechanical power to the transmission cam. The mechanical transmission design of the transmission impeller and the transmission cam ensures the accuracy and controllability of the separation operation, avoiding errors or malfunctions caused by manual operation in traditional separation devices.

[0017] Preferably, the limiting frame is U-shaped, and the right side of the limiting frame contacts the transmission cam to form an intermittent swing structure. The left side of the limiting frame is connected to a first top column by a torsion spring, and the right side of the limiting frame is connected to a second top column by a torsion spring.

[0018] By adopting the above technical solution, the design of the U-shaped limiting frame and the top column allows for precise control of the locking rod during the swinging process, through the intermittent contact between the first and second top columns. This ensures that the locking rod can move along the preset path during the separation operation, and the connection of the torsion spring prevents the locking ring from jamming or separation failure.

[0019] Preferably, the locking rod is gourd-shaped, and the first and second top posts are intermittently engaged with the locking rod groove to form a movement restriction structure.

[0020] By adopting the above technical solution, the first and second top posts intermittently contact the lock rod's slot, restricting the movement of the lock rod and thus playing a buffering role. This enhances the stability of the lock rod, ensuring that it will not shift or loosen during the separation process, and improving the accuracy and reliability of the separation operation.

[0021] Compared with the prior art, the beneficial effects of this utility model are: the deceleration chute separation structure,

[0022] 1. A simple structure with a first latch and a second latch, both of which are semi-circular, and a snap-fit ​​block is provided on the bottom left side of the second latch. The snap-fit ​​block is connected to the bottom groove of the first latch by a hinge. The snap-fit ​​block design, which connects the semi-circular latch and the hinge, ensures the stability and reliability of the latch, simplifies the opening and closing operation of the latch, and improves the ease of operation of the separation structure.

[0023] 2. A mechanical transmission system is provided through a drive impeller and a drive cam. The drive impeller rotates due to airflow when the aircraft lands, thereby providing mechanical power to the drive cam. The mechanical transmission design of the drive impeller and drive cam ensures the accuracy and controllability of the separation operation, avoiding errors or malfunctions caused by manual operation in traditional separation devices.

[0024] 3. The design incorporates a U-shaped limiting frame and top columns. During the swinging process, the limiting frame achieves precise control of the locking rod through the intermittent contact of the first and second top columns. This ensures that the locking rod moves along a preset path during separation. The torsion spring connection prevents the locking ring from jamming or separation failure. The intermittent contact of the first and second top columns with the locking rod's slot restricts the rod's movement, thus providing a buffering effect and enhancing the rod's stability. This ensures that the locking rod will not shift or loosen during separation, improving the accuracy and reliability of the separation operation. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the front structure of this utility model;

[0026] Figure 2 This is a schematic diagram of the rear front structure of the limiting frame of this utility model;

[0027] Figure 3 This is a schematic diagram of the front structure of the lock ring separation of this utility model;

[0028] Figure 4 This is a schematic diagram of the first and second locking buckles and the locking ring engaging structure of this utility model;

[0029] Figure 5 This is a schematic diagram of the separation structure of the first and second latches and the locking ring of this utility model.

[0030] In the diagram: 1. Support frame; 2. Connecting bracket; 3. Mounting bracket; 4. Bolt; 5. First latch; 6. Second latch; 61. Snap-fit ​​block; 7. Switch block; 8. Spring; 9. Locking ring; 10. Locking rod; 11. Lock sleeve; 12. Transmission impeller; 13. Transmission cam; 14. Limiting bracket; 15. First top column; 16. Second top column. Detailed Implementation

[0031] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not 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 effort are within the protection scope of the present utility model.

[0032] Please see Figure 1-5 This utility model provides a technical solution:

[0033] A deceleration parachute separation structure includes a support frame 1. Connecting brackets 2 are fixedly installed on both the left and right sides of the bottom of the support frame 1, and an mounting frame 3 is installed between the connecting brackets 2. The left and right ends of the mounting frame 3 are fixed by bolts 4. The connecting brackets 2 and the mounting frame 3 constitute a deceleration parachute connection structure. A first latch 5 and a second latch 6 are provided in the middle of the upper end of the support frame 1, and a locking ring 9 is engaged between the first latch 5 and the second latch 6. A locking rod 10 is provided above the locking ring 9, and a locking sleeve 11 is provided at the top of the locking rod 10. The locking sleeve 11 constitutes an aircraft mounting structure. A transmission impeller 12 is installed on the front right side of the support frame 1, and a limit frame 14 is installed on the front side of the support frame 1. The rotation of the transmission impeller 12 on the limit frame 14 constitutes a transmission structure.

[0034] Both the first latch 5 and the second latch 6 are semi-circular, and a locking block 61 is provided on the bottom left side of the second latch 6. The locking block 61 is connected to the bottom groove of the first latch 5 by a hinge. The first latch 5 and the second latch 6 form a circular structure inside, and the locking ring 9 is circular. The locking ring 9 is located inside the first latch 5 and the second latch 6 to form a locking and fixing structure. The design of the locking block 61, which is connected by a semi-circular latch and a hinge, ensures the stability and reliability of the latch, simplifies the opening and closing operation of the latch, and improves the ease of operation of the separation structure. The cooperative design of the circular latch and the locking ring 9 enhances the connection strength between the latch and the locking ring 9, ensuring a firm connection between the deceleration parachute and the aircraft during high-speed flight and avoiding accidental separation.

[0035] Switch blocks 7 are fixedly installed on both the left and right sides of the first latch 5 and the second latch 6, and springs 8 are fixedly installed below the switch blocks 7. The bottom ends of the springs 8 are fixedly installed on the left and right sides above the support frame 1. Through the design of the switch blocks 7 and springs 8, the automatic reset function of the latch is realized, ensuring that the latch can quickly return to the initial state after the separation operation, thus improving the reusability and reliability of the structure.

[0036] A transmission cam 13 is mounted on the rear side of the transmission impeller 12 via a rotating shaft. The transmission cam 13 is rotatably connected to the front right side of the support frame 1, forming a rotating structure. The limiting frame 14 is U-shaped, and its right side contacts the transmission cam 13, forming an intermittent oscillating structure. A first top post 15 is connected to the inside of the left side of the limiting frame 14 via a torsion spring, and a second top post 16 is connected to the inside of the right side of the limiting frame 14 via a torsion spring. The locking rod 10 is gourd-shaped, and the first top post 15 and the second top post 16 are intermittently engaged with the groove of the locking rod 10, forming a movement restriction structure. When the aircraft lands, the transmission impeller 12 is driven to rotate by airflow, thereby providing mechanical power to the transmission cam 13. This describes the mechanical transmission design of the transmission impeller 12 and the transmission cam 13. This design ensures the precision and controllability of the separation operation, avoiding errors or malfunctions caused by manual operation in traditional separation devices. The U-shaped limiting frame 14 and the top column design allow the limiting frame 14 to achieve precise control of the locking rod 10 through the intermittent contact of the first top column 15 and the second top column 16 during the swinging process. This ensures that the locking rod 10 can move along the preset path during the separation operation. The torsion spring connection prevents the locking ring 9 from jamming or separation failure. The intermittent contact of the first top column 15 and the second top column 16 with the gourd slot of the locking rod 10 restricts the movement of the locking rod 10, thereby playing a buffering role and enhancing the stability of the locking rod 10. This ensures that the locking rod 10 will not deviate or loosen during the separation process, improving the precision and reliability of the separation operation.

[0037] Working principle:

[0038] When using this deceleration parachute separation structure, the deceleration parachute is first fixed to the support frame 1 via the connecting bracket 2 and the mounting bracket 3. The connection structure of the deceleration parachute is fixed with bolts 4 to ensure a firm connection. When the aircraft needs to decelerate, the deceleration parachute unfolds and reduces the speed of the aircraft through air resistance. After the deceleration task is completed, the separation structure begins to work. The core part of the separation structure is the first latch 5 and the second latch 6, which are connected to the locking rod 10 via the locking ring 9. The locking sleeve 11 at the top of the locking rod 10 is connected to the aircraft structure. When the deceleration parachute needs to be separated, the spring 8 is compressed by the switch block 7, causing the first latch 5 and the second latch 6 to separate and release the fixing of the locking ring 9. At this time, the transmission impeller 12 rotates due to air resistance and drives the transmission cam 13 to rotate through the rotating shaft. The rotation of the transmission cam 13 pushes the limit frame 14 to swing intermittently. The swing of the limit frame 14 causes the first top column 15 and the second top column 16 to apply pressure to the locking rod 10, so that the locking rod 10 is buffered and separated, thereby realizing the separation of the deceleration parachute from the aircraft.

[0039] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0040] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A deceleration chute separation structure, comprising a support frame (1), wherein connecting brackets (2) are fixedly installed on both the left and right sides of the bottom of the support frame (1), and a mounting frame (3) is installed between the connecting brackets (2), wherein the left and right ends of the mounting frame (3) are fixed by bolts (4), and the connecting brackets (2) and the mounting frame (3) constitute a deceleration chute connection structure, characterized in that: The upper middle of the support frame (1) is provided with a first latch (5) and a second latch (6), and a locking ring (9) is engaged between the first latch (5) and the second latch (6). A locking rod (10) is provided above the locking ring (9), and a locking sleeve (11) is provided at the top of the locking rod (10). The locking sleeve (11) constitutes the structure for installing the aircraft. A transmission impeller (12) is installed on the front right side of the support frame (1), and a limit frame (14) is installed on the front side of the support frame (1). The rotation of the transmission impeller (12) on the limit frame (14) constitutes a transmission structure.

2. The deceleration chute separation structure according to claim 1, characterized in that: Both the first latch (5) and the second latch (6) are semi-circular, and a snap-fit ​​block (61) is provided on the bottom left side of the second latch (6), and the snap-fit ​​block (61) is connected to the bottom groove of the first latch (5) by a hinge.

3. The deceleration chute separation structure according to claim 2, characterized in that: The first latch (5) and the second latch (6) form a circular structure inside, and the locking ring (9) is circular. The locking ring (9) is located inside the first latch (5) and the second latch (6) to form a snap-fit ​​fixing structure.

4. The deceleration chute separation structure according to claim 3, characterized in that: The first latch (5) and the second latch (6) are both fixedly installed with switch blocks (7) on the left and right sides, and springs (8) are fixedly installed below the switch blocks (7), and the bottom ends of the springs (8) are fixedly installed on the left and right sides above the support frame (1).

5. The deceleration chute separation structure according to claim 1, characterized in that: The transmission impeller (12) is connected to a transmission cam (13) via a rotating shaft on its rear side, and the transmission cam (13) is rotatably connected to the front right side of the support frame (1) to form a rotating structure.

6. The deceleration chute separation structure according to claim 5, characterized in that: The limiting frame (14) is U-shaped, and the right side of the limiting frame (14) contacts the transmission cam (13) to form an intermittent swing structure. The left side of the limiting frame (14) is connected to a first top post (15) by a torsion spring, and the right side of the limiting frame (14) is connected to a second top post (16) by a torsion spring.

7. The deceleration chute separation structure according to claim 6, characterized in that: The locking rod (10) is gourd-shaped, and the first top post (15) and the second top post (16) are intermittently engaged in the groove of the locking rod (10) to form a movement restriction structure.

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