Limiting mechanism for aircraft encasement

Abstract

The utility model belongs to the technical field of aircrafts, and particularly relates to an aircraft encasement limiting mechanism which comprises a front limiting assembly arranged on the outer wall of the bottom of a box body, used for limiting the front end of an aircraft and composed of a box body, a fixing base, a movable clamping block, a clamping block elastic piece and a restraining assembly. The first end of the movable clamping block is rotationally arranged on the fixing base, the clamping block elastic piece is connected with the movable clamping block and the box body, the restraining assembly is arranged on the box body so as to limit the movable clamping block in the unlocking position, and the second end of the movable clamping block can be switched between the locking position and the unlocking position so as to extend out of the limiting hole in the locking position to limit the front end of the aircraft. The limiting hole is withdrawn at the unlocking position to unlock the aircraft; and the rear limiting assembly is arranged at the rear part in the box body and is used for limiting a booster at the rear end of the aircraft. The aircraft can be automatically locked only by being pushed into the launching box, and the problem that the locking pin is difficult to fix due to manufacturing errors of composite materials can be avoided.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft technology, and in particular relates to an aircraft packing limit mechanism. Background Technology

[0002] Boosted aircraft differ significantly from wheeled takeoff and landing aircraft, one of the core differences being the lack of initial velocity during takeoff. Currently, to address this challenge, common takeoff methods primarily rely on gas cylinder propulsion or rocket propulsion technology. These propulsion modes typically require specific support structures, with launch pads and launch containers being two typical examples.

[0003] However, such support structures face a key challenge in practical applications: on the one hand, in order to reduce the drag of the aircraft during takeoff and ensure maximum propulsion efficiency, the inner wall of the support structure must be kept highly smooth; on the other hand, during the transportation phase, strict limiting measures must be implemented on the aircraft to prevent unnecessary displacement within the container or frame, thereby ensuring transportation safety and equipment integrity.

[0004] Currently, the commonly used technical solution in the industry is to fix the position of the aircraft by inserting a locking pin after it is installed in the support structure, and then remove the locking pin before launch. However, due to the characteristics of composite material manufacturing processes, there are inevitably slight differences in the appearance, size and positioning points of each aircraft. These individual differences directly make it difficult to quickly and accurately position the locking pin in actual operation. Utility Model Content

[0005] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide an aircraft packing limiting mechanism to solve the technical problem of difficulty in quickly positioning booster aircraft after packing.

[0006] To achieve the above and other related objectives, the technical solution of this utility model is as follows:

[0007] An aircraft packing limiting mechanism is provided for limiting the movement of an aircraft loaded into a container. The container has a limiting hole at its bottom. The aircraft packing limiting mechanism includes:

[0008] A front limiting component, disposed on the bottom outer wall of the housing, is used to limit the front end of the aircraft. It includes a housing, a fixed base, a movable block, a block elastic element, and a constraint component. The fixed base is disposed in the housing. The first end of the movable block is rotatably disposed on the fixed base, and the block elastic element is connected to the movable block and the housing respectively. The constraint component is disposed on the housing to limit the movable block when it is in the unlocked position. The second end of the movable block can switch between a locked position and an unlocked position, so that it extends out of the limiting hole in the locked position to limit the front end of the aircraft, and exits the limiting hole in the unlocked position to unlock the aircraft.

[0009] The rear limiting component is located at the rear of the housing and is used to limit the booster at the rear of the aircraft.

[0010] Optionally, the front limiting assembly further includes a first support shaft, which passes through the fixed base and has its two ends rotatably connected to two opposite side walls of the box body. The first end of the movable locking block is fixedly sleeved on the middle of the first support shaft, and the locking block elastic element is fixedly sleeved on the first support shaft and located on both sides of the fixed base.

[0011] Optionally, the front limiting assembly further includes a second support shaft parallel to the first support shaft. The second support shaft passes through the fixed seat, and both ends of the second support shaft are respectively fixed to two opposite side walls of the box body. The second support shaft is used to abut against one end of the locking block elastic member to limit the rotational displacement of the locking block elastic member.

[0012] Optionally, the movable block is provided with an unlocking hook, and the bottom of the movable block is provided with a receiving hole. The unlocking hook is located in the receiving hole, and the end part of the unlocking hook extends out of the movable block.

[0013] Optionally, the movable block has a long strip structure and weight-reducing holes are provided on the movable block.

[0014] Optionally, the constraint assembly includes a limiting shell and a constraint member. The limiting shell is fixedly disposed on the inner rear wall of the box body, the constraint member is located inside the limiting shell, and the front end of the constraint member can extend out of or retract from the limiting shell.

[0015] Optionally, the front part of the constraint member has a flange portion, which is engaged within the limiting shell. A limiting elastic member is provided between the flange portion and the inner wall of the rear end of the limiting shell, and the limiting elastic member is sleeved on the constraint member so as to be compressed when the constraint member retracts and extended when the constraint member moves forward.

[0016] Optionally, the rear end of the constraint member extends out of the box body and is connected to a pull ring, and a pull ring stop is provided at the end of the pull ring facing the box body.

[0017] Optionally, the rear limiting component includes a limiting seat, the limiting seat is provided with a limiting part, the limiting part includes two symmetrically arranged arc-shaped grooves, and the limiting part is adapted to the rear end of the booster.

[0018] Optionally, the limiting seat has a U-shaped structure, and the limiting seat has a mounting hole for connecting with the housing.

[0019] As described above, the aircraft packing limiting mechanism of this utility model has the following beneficial effects:

[0020] By setting front and rear limit components on the container, the front and rear ends of the aircraft are limited respectively. The movable block of the front limit component can switch between the locked and unlocked positions to achieve automatic locking of the aircraft after it is packed. This restricts the forward and backward movement of the aircraft after it is packed. The aircraft only needs to be pushed into the launch box to automatically lock. This can avoid the difficulty of fixing the locking pin due to the error of composite material manufacturing. It also has the functions of quick box entry, automatic locking and manual unlocking, ensuring transportation safety. It is also low-cost, integrates storage and transportation, and is convenient for transshipment. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the installation of the front limiting component according to an embodiment of the present utility model;

[0022] Figure 2 This is a cross-sectional view of the installation of the front limiting component according to an embodiment of the present utility model;

[0023] Figure 3 This is a schematic diagram of the front limiting component of this utility model embodiment (the movable block is in the locked position);

[0024] Figure 4 This is a schematic diagram showing the active card block in the unlocked position according to an embodiment of the present invention;

[0025] Figure 5 This is a partial structural schematic diagram of the front limiting component of this utility model (excluding the box body);

[0026] Figure 6 This is a schematic diagram of the structure of the active card block in an embodiment of the present utility model;

[0027] Figure 7 This is a cross-sectional view of the movable card block according to an embodiment of the present utility model;

[0028] Figure 8 This is a cross-sectional view of the constraint component according to an embodiment of the present utility model;

[0029] Figure 9 This is a schematic diagram of the structure of the rear limiting component according to an embodiment of the present utility model.

[0030] Explanation of reference numerals in the attached figures

[0031] 100 - Box body; 110 - Limiting hole;

[0032] 200-Front limit component;

[0033] 1-Box body; 11-Operating hole; 2-Fixed base; 21-First fixed plate; 22-Second fixed plate; 3-Modible locking block; 31-Unlocking hook; 32-Accommodation hole; 33-Weight reduction hole; 4-Locking block elastic element; 5-Constraint assembly; 51-Limiting shell; 52-Constraint element; 521-Flange; 522-Pull ring; 53-Limiting elastic element; 6-First support shaft; 7-Second support shaft;

[0034] 300 - Rear limit assembly; 310 - Limit seat; 311 - Limit part; 312 - Mounting hole. Detailed Implementation

[0035] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0036] It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this utility model.

[0037] In order to describe this utility model in detail, the following is a specific description of the aircraft packing limiting mechanism of this utility model:

[0038] Please combine Figures 1 to 5As shown, this utility model provides an aircraft packing limiting mechanism for limiting the position of an aircraft packed into a box 100. The box 100 has a limiting hole 110 at its bottom. The aircraft packing limiting mechanism includes a front limiting component 200 and a rear limiting component 300. The front limiting component 200 is disposed on the bottom outer wall of the box 100 and is used to limit the front end of the aircraft. It includes a box body 1, a fixed base 2, a movable locking block 3, a locking block elastic element 4, and a constraint component 5. The fixed base 2 is disposed inside the box body 1. The movable locking block 3... One end is rotatably mounted on the fixed base 2, and the locking block elastic element 4 is respectively connected to the movable locking block 3 and the box body 1. The constraint component 5 is disposed on the box body 1 to limit the movable locking block 3 when it is in the unlocked position. The second end of the movable locking block 3 can switch between the locked position and the unlocked position, so that it extends out of the limiting hole 110 at the locked position to limit the front end of the aircraft, and exits the limiting hole 110 at the unlocked position to unlock the aircraft. The rear limiting component 300 is disposed in the rear part of the box body 100 and is used to limit the booster at the rear end of the aircraft.

[0039] Specifically, in this embodiment, the "box 100" can be the box 100 of a launch box. A limiting hole 110 is provided at the bottom of the box 100 to allow the movable locking block 3 to extend from the limiting hole 110 in the locked position, thereby limiting the front end of the aircraft. The limiting hole 110 has a cross-sectional structure similar to a right trapezoid along the vertical direction of the box 100, and one side with an inclined surface is adapted to the movable locking block 3. The front limiting assembly 200 is located on the bottom outer wall of the box 100. In this example, the box 1 is connected to the bottom outer wall of the box 100 by a locking member, and the movable locking block 3 corresponds to the limiting hole 110, allowing the movable locking block 3 to extend from the limiting hole 110 in the locked position and retract from the limiting hole 110 in the unlocked position. When the movable block 3 is in the locked position, it limits the front end of the aircraft; when the movable block 3 is in the unlocked position, the movable block 3 rotates to the bottom of the box 1 and is held in the unlocked position by the constraint component 5, thereby releasing the limitation on the aircraft.

[0040] The container 100 is equipped with a front limiting component 200 and a rear limiting component 300. The front limiting component 200 limits the front end of the aircraft, and the rear limiting component 300 limits the rear end of the aircraft. When the aircraft is being packed, the booster is located at the tail end. During the packing process, the aircraft slides from the front end of the container 100 to the right. During this sliding process, the movable locking block 3 rotates (the second end of the movable locking block 3 is pushed into the limiting hole 110), thus preventing the movable locking block 3 from exceeding the internal surface of the container 1 and thus not affecting the packing of the aircraft. After the aircraft is packed, the booster can be installed. The booster is limited by the rear limiting component 300. After the aircraft is installed, the movable locking block 3 extends out of the limiting hole 110 (i.e., it is in the locked position) under the action of the locking block elastic element 4. The movable locking block 3 limits the front end of the aircraft, ensuring that the aircraft cannot move forward, thus ensuring normal transportation.

[0041] When launch is required, the operator rotates the movable block 3 to the unlocked position, and the constraint component 5 automatically limits the movable block 3 to ensure that the movable block 3 remains in the unlocked position, thereby ensuring that the movable block 3 will not affect the normal launch of the aircraft.

[0042] The operator can manually release the constraint component 5 on the movable block 3, so that the movable block 3 can be reset (returned to the locked position) under the elastic force of the block elastic element 4, and then the next round of packing operation can be carried out.

[0043] The fixing base 2 includes a first fixing plate 21 and two second fixing plates 22. The two second fixing plates 22 are connected to the side wall of the first fixing plate 21 at intervals and in parallel. The first fixing plate 21 is connected to the inner wall of one side of the box body 1 by fasteners. The movable locking block 3 is rotatably connected between the two second fixing plates 22.

[0044] Two locking elastic elements 4 are provided, and the two locking elastic elements 4 are symmetrically arranged on the outer sides of the two second fixing plates 22. The locking elastic elements 4 are respectively connected to the movable locking block 3 and the box body 1. In this embodiment, the locking elastic elements 4 are torsion springs, which rotate with the movable locking block 3. When the movable locking block 3 rotates to the unlocked position under the action of external force, the torsion spring will undergo elastic deformation; when the external force disappears (when the movable locking block 3 is released by the constraint component 5), under the action of the elastic force of the locking elastic element 4, the movable locking block 3 can be rotated in the opposite direction to return to the initial locked position.

[0045] When the movable block 3 is in the unlocked position, in order to ensure that it will not return to the locked position due to the elastic force of the block, the movable block 3 is constrained by the constraint component 5, so that the movable block 3 is kept in the unlocked position, thereby preventing the movable block 3 from affecting the normal launch of the aircraft when launch is required.

[0046] The aircraft loading limit mechanism can restrict the forward and backward movement of the aircraft after it is loaded into the housing 100, avoiding the conventional locking pin mechanism. The aircraft can be automatically locked quickly by simply pushing it into the housing 100 from front to back, which improves efficiency. Furthermore, when launch is required, the movable block 3 can be manually unlocked by releasing the restraint component 5, which improves safety and stability. At the same time, it avoids problems such as the inability to insert the locking pin due to deformation caused by manufacturing errors or external factors.

[0047] See Figures 3 to 5 In some embodiments, the front limiting assembly 200 further includes a first support shaft 6, which passes through the fixed base 2, and both ends of the first support shaft 6 are rotatably connected to two opposite side walls of the housing 1. The first end of the movable locking block 3 is fixedly sleeved on the middle of the first support shaft 6, and the locking block elastic element 4 is fixedly sleeved on the first support shaft 6 and located on both sides of the fixed base 2. Specifically, the first support shaft 6 is movably passed through the two second fixed plates 22 of the fixed base 2, and the first support shaft 6 can rotate. The first end of the movable locking block 3 is fixedly sleeved on the first support shaft 6. When the movable locking block 3 rotates, it will drive the first support shaft 6 to rotate together, thereby causing the two locking block elastic elements 4 located on the first support shaft 6 to rotate synchronously. Relying on the locking block elastic element 4, the movable locking block 3 can automatically reset (return to the locked position) when no external force is applied, improving the convenience of operation. Furthermore, during the movement of the movable locking block 3, the locking block elastic element 4 can also play a buffering role, absorbing and releasing energy. The elastic force provided by the locking element 4 enables the movable locking block 3 to remain stable in the locked position. Even if the aircraft is subjected to slight vibration or external interference during transportation, the locking element 4 can compensate for these small displacements through elastic deformation, ensuring that the movable locking block 3 always fits tightly against the aircraft and maintains an effective limiting state.

[0048] Continue reading Figures 3 to 5In the above embodiment, the front limiting component 200 further includes a second supporting shaft 7 parallel to the first supporting shaft 6. The second supporting shaft 7 passes through the fixed base 2, and its two ends are respectively fixed to two opposite side walls of the box body 1. The second supporting shaft 7 is used to abut against one end of the locking block elastic member 4 to limit the rotational displacement of the locking block elastic member 4. Specifically, the second supporting shaft 7 is located between the first supporting shaft 6 and the first fixed plate 21. One end of the locking block elastic member 4 can abut against the outer peripheral wall of the second supporting shaft 7, thereby limiting the rotational displacement of the locking block elastic member 4 through the second supporting shaft 7, so that when the locking block elastic member 4 rotates with the first supporting shaft 6 (the movable locking block 3 rotates to the unlocked position), the locking block elastic member 4 will undergo elastic deformation. After the external force constraint on the movable locking block 3 is removed (the constraint of the constraint component 5 is removed), the movable locking block 3 can return to the initial state (locked position) under the action of the elastic force of the locking block elastic member 4 itself. By setting the second support shaft 7 as a blocking structure for the locking block elastic element 4, it can be ensured that the movable locking block 3 moves within the normal working range, and the movable locking block 3 is prevented from exceeding the effective limit position due to excessive rotation of the locking block elastic element 4.

[0049] See Figure 2 , Figure 6 and Figure 7 In some embodiments, the movable locking block 3 is provided with an unlocking hook 31. The bottom of the movable locking block 3 has a receiving hole 32, and the unlocking hook 31 is located within the receiving hole 32, with its end extending out of the movable locking block 3. Specifically, the unlocking hook 31 is located near the rear end of the movable locking block 3. The unlocking hook 31 facilitates the operator pulling the movable locking block 3 to rotate it from the locked position to the unlocked position. The operator can quickly unlock the aircraft simply by directly touching and pulling the unlocking hook 31. An operating hole 11 is correspondingly provided at the bottom of the housing 1 (see...). Figure 3 The movable block 3 can be rotated from the locked position to the unlocked position by pulling the unlock hook 31 through the operating hole 11, and the movable block 3 can be kept in the unlocked position by the constraint component 5.

[0050] Understandably, the movable block 3 has an elongated structure and weight-reduction holes 33 are provided on it. Specifically, when the elongated movable block 3 is subjected to thrust from the aircraft, the stress is gradually transmitted along the contour of the elongated shape, reducing the risk of structural damage caused by stress concentration and extending the service life of the movable block 3. In addition, the weight-reduction holes 33 on the movable block 3 help to reduce the overall mass of the movable block 3, thereby reducing its motion inertia, facilitating rapid limit switching, and contributing to the lightweight design of the movable block 3.

[0051] See Figure 2 and Figure 8In some embodiments, the constraint component 5 includes a limiting shell 51 and a constraint member 52. The limiting shell 51 is fixedly disposed on the inner rear wall of the box body 1, and the constraint member 52 is located inside the limiting shell 51, with its front end capable of extending out or retracting from the limiting shell 51. Specifically, the constraint member 52 can move within the limiting shell 51 and extend out or retract from it. When the movable block 3 rotates from the locked position to the unlocked position, the movable block 3 can squeeze the constraint member 52, causing it to retract from the limiting shell 51. When the movable block 3 rotates to the unlocked position, the constraint member 52 extends out of the limiting shell 51, keeping the movable block 3 in the unlocked position.

[0052] In the above embodiment, the front part of the constraint member 52 has a flange portion 521, which is engaged within the limiting shell 51. A limiting elastic member 53 is provided between the flange portion 521 and the inner rear wall of the limiting shell 51, and the limiting elastic member 53 is sleeved on the constraint member 52 so as to be compressed when the constraint member 52 retracts and extended when the constraint member 52 moves forward. Specifically, the flange portion 521 is arranged in a circle around the circumference of the constraint member 52, and the limiting elastic member 53 can be a spring. When an external force pushes the constraint member 52 to retract, the flange portion 521 will squeeze the limiting elastic member 53 to compress it, and the limiting elastic member 53 will undergo elastic deformation during the compression process.

[0053] When the movable block 3 is rotated towards the bottom of the housing 1 (from the locked position to the unlocked position), the second end of the movable block 3 presses against the constraint member 52 and compresses the limiting elastic member 53. When the upper surface of the movable block 3 exceeds the lower end of the constraint member 52, under the elastic force of the limiting elastic member 53, the constraint member 52 extends out of the limiting shell 51 and locks above the movable block 3, thus keeping the movable block 3 in the unlocked position. In this way, when launch is required, the unlocking hook 31 on the movable block 3 can be manually pulled to rotate the movable block 3 from the locked position to the unlocked position, and through the cooperation of the constraint member 52 and the limiting elastic member 53, the movable block 3 can automatically remain in the locked position.

[0054] See Figure 8Understandably, the rear end of the constraint member 52 extends out of the box body 1 and is connected to a pull ring 522. The pull ring 522 has a pull ring stop at its end facing the box body 1. Specifically, by providing the pull ring 522, when the movable locking block 3 needs to be reset, the operator can pull the pull ring 522 to move the constraint member 52 backward, releasing the constraint on the movable locking block 3. This allows the movable locking block 3 to reset (return to the locked position) under the elastic force of the locking block elastic member 4, enabling the next round of packing operations. Furthermore, the pull ring stop at the end of the pull ring 522 facing the box body 1 helps to limit the position of the pull ring 522 relative to the box body 1, thereby achieving a locking function.

[0055] See Figure 9 In some embodiments, the rear limiting assembly 300 includes a limiting seat 310, on which a limiting portion 311 is provided. The limiting portion 311 includes two symmetrically arranged arc-shaped grooves, and the limiting portion 311 is adapted to the rear end of the booster. Specifically, the rear limiting assembly 300 is located inside the housing 100 near the rear end, used to restrict the movement of the spacecraft's booster. The limiting portion 311 provided on the limiting seat 310 can adapt to the shape of the booster, thereby fixing the booster in place. The two symmetrically arranged arc-shaped grooves constrain the rear end of the booster from two opposite directions, and the adaptation of the limiting portion 311 to the rear end of the booster limits the booster in the axial direction (i.e., the propulsion direction of the booster).

[0056] For example, the limiting seat 310 has a U-shaped structure, and the limiting seat 310 has mounting holes 312 for connecting with the housing 100. Specifically, mounting holes 312 are provided on both sets of opposite sidewalls of the limiting seat 310, thereby facilitating the installation of the limiting seat 310 and the housing 100. The U-shaped structure of the limiting seat 310 provides an internal recessed space, which can be adapted to the rear end of the aircraft's booster, and the U-shaped structure can make full use of the internal space to achieve a compact layout.

[0057] In summary, the aircraft packing limiting mechanism provided by this utility model, by setting a front limiting component 200 and a rear limiting component 300 on the box 100, limits the front and rear ends of the aircraft respectively. By utilizing the switching of the movable block 3 of the front limiting component 200 between the locked and unlocked positions, the automatic locking of the aircraft packing can be achieved, so that the forward and backward movement of the aircraft can be restricted after packing. The aircraft only needs to be pushed into the launch box to automatically complete the locking, which can avoid the difficulty of fixing the locking pin due to the error of composite material manufacturing. At the same time, it has the functions of quick packing, automatic locking and manual unlocking, ensuring transportation safety, and is low in cost, integrates storage and transportation, and is convenient for transfer.

[0058] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. An aircraft packing limiting mechanism, characterized in that, For limiting the movement of an aircraft loaded into a container, the container has a limit hole at its bottom, and the aircraft loading and limiting mechanism includes: A front limiting component, disposed on the bottom outer wall of the housing, is used to limit the front end of the aircraft. It includes a housing, a fixed base, a movable block, a block elastic element, and a constraint component. The fixed base is disposed in the housing. The first end of the movable block is rotatably disposed on the fixed base, and the block elastic element is connected to the movable block and the housing respectively. The constraint component is disposed on the housing to limit the movable block when it is in the unlocked position. The second end of the movable block can switch between a locked position and an unlocked position, so that it extends out of the limiting hole in the locked position to limit the front end of the aircraft, and exits the limiting hole in the unlocked position to unlock the aircraft. The rear limiting component is located at the rear of the housing and is used to limit the booster at the rear of the aircraft.

2. The aircraft packing limiting mechanism according to claim 1, characterized in that, The front limiting assembly also includes a first support shaft, which passes through the fixed base and has its two ends rotatably connected to two opposite side walls of the box body. The first end of the movable block is fixedly sleeved on the middle of the first support shaft, and the elastic element of the block is fixedly sleeved on the first support shaft and located on both sides of the fixed base.

3. The aircraft packing limiting mechanism according to claim 2, characterized in that, The front limiting assembly further includes a second support shaft parallel to the first support shaft. The second support shaft passes through the fixed base, and both ends of the second support shaft are respectively fixed to two opposite side walls of the box body. The second support shaft is used to abut against one end of the locking block elastic member to limit the rotational displacement of the locking block elastic member.

4. The aircraft packing limiting mechanism according to claim 1, characterized in that, The movable block is provided with an unlocking hook, and the bottom of the movable block is provided with a receiving hole. The unlocking hook is located in the receiving hole, and the end part of the unlocking hook extends out of the movable block.

5. The aircraft packing limiting mechanism according to claim 1, characterized in that, The movable card block has a long strip structure and weight reduction holes are provided on the movable card block.

6. The aircraft packing limiting mechanism according to claim 1, characterized in that, The constraint assembly includes a limiting shell and a constraint member. The limiting shell is fixedly disposed on the inner rear wall of the box body, and the constraint member is located inside the limiting shell, and the front end of the constraint member can extend out of or retract from the limiting shell.

7. The aircraft packing limiting mechanism according to claim 6, characterized in that, The front part of the constraint member has a flange portion, which is engaged within the limiting shell. A limiting elastic element is provided between the flange portion and the inner wall of the rear end of the limiting shell, and the limiting elastic element is sleeved on the constraint member so as to be compressed when the constraint member retracts and extended when the constraint member moves forward.

8. The aircraft packing limiting mechanism according to claim 6, characterized in that, The rear end of the constraint extends out of the box and is connected to a pull ring, and the end of the pull ring facing the box has a pull ring stop.

9. The aircraft packing limiting mechanism according to claim 1, characterized in that, The rear limiting component includes a limiting seat, on which a limiting part is provided. The limiting part includes two symmetrically arranged arc-shaped grooves, and the limiting part is adapted to the rear end of the booster.

10. The aircraft packing limiting mechanism according to claim 9, characterized in that, The limiting seat has a U-shaped structure and is provided with mounting holes for connecting to the housing.

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