An aircraft levelling device and an aircraft

Abstract

The utility model discloses an aircraft leveling device and aircraft, aircraft leveling device includes: the ring and a plurality of leveling components, and one end of each leveling component is hung on the ring, and each leveling component includes: upper support rod, lower support rod and aircraft fixed rod, and upper support rod is connected with lower support rod based on rotating sleeve, and one end of lower support rod is hung on aircraft fixed rod, and one end of upper support rod is hung on the ring, and rotating sleeve has hollow connecting cavity, and the other end of upper support rod is inserted in hollow connecting cavity, and the other end of lower support rod is inserted in hollow connecting cavity, and upper support rod and lower support rod are driven by rotating sleeve and approach each other or move away from each other. The utility model discloses through setting leveling component, adjusts the length of leveling component, makes aircraft level in the condition of not changing self weight gravity center, thereby avoids leveling and introduces other test error, is favorable in the case where the influence of reducing test error, reaches aircraft suspension test state fast.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to an aircraft leveling device and an aircraft. Background Technology

[0002] With the increasing maturity of civil aircraft technology, they are widely used in fields such as aerial photography / surveillance, power line inspection, environmental protection, agriculture, and logistics transportation. Before a flight, an aircraft needs to undergo various ground tests, particularly a drop test on the landing gear to verify its load-bearing capacity and impact resistance. During the whole-aircraft drop test, the aircraft needs to be completely suspended and leveled to simulate the state before landing.

[0003] Currently, aircraft suspension leveling is generally achieved by moving the counterweight blocks inside the aircraft. This method differs from the designed weight distribution, leading to increased experimental errors. Furthermore, this method has high requirements for the weight and position of the counterweight blocks, requiring repeated adjustments to achieve the aircraft's level state. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings of the prior art. This utility model provides an aircraft leveling device and an aircraft. By setting up a leveling component and adjusting the length of the leveling component, the aircraft can be leveled without changing its own weight and center of gravity, thereby avoiding the introduction of other test errors by leveling. This is beneficial to quickly reach the aircraft's suspension test state while reducing the impact of test errors.

[0005] Accordingly, this utility model proposes an aircraft leveling device, which includes: a lifting ring and multiple leveling components, with one end of each leveling component hanging on the lifting ring; Each of the leveling components includes: an upper support rod, a lower support rod, and an aircraft fixing rod, wherein the upper support rod is connected to the lower support rod based on a rotating sleeve, one end of the lower support rod is hung on the aircraft fixing rod, and one end of the upper support rod is hung on the lifting ring; The rotating sleeve has a hollow connecting cavity, the other end of the upper support rod is inserted into the hollow connecting cavity, and the other end of the lower support rod is inserted into the hollow connecting cavity; The upper support rod and the lower support rod are driven by the rotating sleeve to move closer to or further away from each other.

[0006] Preferably, the inner wall of the hollow connecting cavity is provided with internal threads.

[0007] Preferably, the upper support rod has a first connecting screw, and the upper support rod is inserted into the hollow connecting cavity based on the first connecting screw; The lower support rod has a second connecting screw, and the lower support rod is inserted into the hollow connecting cavity based on the second connecting screw.

[0008] Preferably, the thread direction of the first connecting screw is opposite to the thread direction of the second connecting screw.

[0009] Preferably, one end of the upper support rod has a first connecting hook, which is attached to the lifting ring, and one end of the lower support rod has a second connecting hook, which is attached to the aircraft fixing rod.

[0010] Preferably, the connecting end of the aircraft fixing rod extends outward to form a circular connecting part, and the second connecting hook is detachably hung in the circular connecting part.

[0011] Preferably, the plurality of leveling components are distributed with the lifting ring as a reference, and the included angle formed by two adjacent leveling components is equal.

[0012] Preferably, a connecting rope is provided inside the lifting ring, one end of the connecting rope is wrapped around the lifting ring, and the other end of the connecting rope is connected to an external support component.

[0013] Preferably, the leveling component is made of metal.

[0014] This utility model also proposes an aircraft, which includes the above-mentioned aircraft leveling device and aircraft body, wherein the aircraft leveling device is installed on the top of the aircraft body.

[0015] The beneficial effects of this utility model are: This invention, by incorporating a leveling component in the aircraft leveling device and adjusting its length, allows the aircraft to be leveled without altering its center of gravity, thus avoiding the introduction of other testing errors during leveling. This facilitates the rapid attainment of the aircraft's suspended test state while minimizing the impact of testing errors. Furthermore, by setting up an upper support rod, a lower support rod, and a rotating sleeve, the rotating sleeve, when subjected to force, drives the upper and lower support rods to move closer or further apart, thereby adjusting the length of the leveling component. This again allows the aircraft to be leveled without altering its center of gravity, thus avoiding the introduction of other testing errors during leveling and facilitating the rapid attainment of the aircraft's suspended test state while minimizing the impact of testing errors. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of the aircraft in this utility model; Figure 2 This is a schematic diagram of the aircraft leveling device in this utility model; Figure 3 This is an exploded view of the aircraft leveling device in this utility model; Figure 4 This is an exploded view of the leveling component in this utility model.

[0018] In the attached diagram, 100 is the aircraft; 200 is the aircraft leveling device; 1 is the lifting ring; 2 is the leveling assembly; 21 is the upper support rod; 211 is the first connecting screw; 212 is the first connecting hook; 22 is the lower support rod; 221 is the second connecting screw; 222 is the second connecting hook; 23 is the aircraft fixing rod; 231 is the circular connecting part; 24 is the rotating sleeve; 240 is the hollow connecting cavity; and 3 is the connecting rope. Detailed Implementation

[0019] 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 skilled in the art without creative effort are within the protection scope of the present utility model.

[0020] Figure 1 A schematic diagram of the structure of the aircraft in this utility model is shown. Figure 2 A schematic diagram of the aircraft leveling device of this invention is shown. Figure 3 An exploded view of the aircraft leveling device of this invention is shown. Figure 4An exploded view of the leveling component of this utility model is shown. The aircraft leveling device includes: a lifting ring 1 and multiple leveling components 2. One end of each leveling component 2 is hung on the lifting ring 1, and the other end of each leveling component 2 is installed on the corresponding aircraft. Each leveling component 2 includes: an upper support rod 21, a lower support rod 22, and an aircraft fixing rod 23. The upper support rod 21 is connected to the lower support rod 22 based on a rotating sleeve 24. One end of the lower support rod 22 is hung on the aircraft fixing rod 23, and one end of the upper support rod 21 is hung on... On the lifting ring 1; the rotating sleeve has a hollow connecting cavity 240, the other end of the upper support rod 21 is inserted into the hollow connecting cavity 240, and the other end of the lower support rod 22 is inserted into the hollow connecting cavity 240; the rotating sleeve 24 has a hollow connecting cavity 240, the other end of the upper support rod 21 is inserted into the hollow connecting cavity 240, and the other end of the lower support rod 22 is inserted into the hollow connecting cavity 240; the upper support rod 21 and the lower support rod 22 are driven by the rotating sleeve 24 to move closer to or further away from each other. In this embodiment, the aircraft leveling device 200 includes: a lifting ring 1 and four leveling components 2, each of the leveling components having an upper support rod 21, a lower support rod 22, and an aircraft fixing rod 23. The upper support rod 21 is inserted from one end of the hollow connecting cavity 240, and the lower support rod 22 is inserted from the other end of the hollow connecting cavity 240. When the rotating sleeve 24 is rotated under force, it can drive the upper support rod 21 and the lower support rod 22 to move along the hollow connecting cavity 240, thereby controlling the upper support rod 21 and the lower support rod 22 to move closer to each other or further away from each other. When the upper support rod 21 and the lower support rod 22 move away from each other, the length of the leveling component 2 increases, thus increasing the distance between the hanging ring 1 and the aircraft fixing rod 23 in one of the leveling components 2; when the upper support rod 21 and the lower support rod 22 move closer to each other, the length of the leveling component 2 decreases, thus decreasing the distance between the hanging ring 1 and the aircraft fixing rod 23 in one of the leveling components 2. By adjusting the four leveling components 2 respectively, the aircraft 100 is leveled without changing its own center of gravity, thereby avoiding the introduction of other test errors by leveling, which is beneficial to quickly reach the suspension test state of the aircraft 100 while reducing the impact of test errors.

[0021] Furthermore, the inner wall of the hollow connecting cavity 240 is provided with internal threads. In this embodiment, the inner wall of the hollow connecting cavity 240 is provided with internal threads, that is, the rotating sleeve 24 is connected to the upper support rod 21 or the lower support rod 22 by means of threads. One end of the upper support rod 21 is engaged with the internal thread, and one end of the lower support rod 22 is engaged with the internal thread. The threaded connection itself has self-locking properties, and with the anti-loosening measures, it can further suppress vibration and loosening, which is beneficial to enhance the connection strength between the rotating sleeve 24 and the upper support rod 21 and the lower support rod 22, and reduce the risk of the rotating sleeve 24 disengaging from the upper support rod 21 and the lower support rod 22 during use.

[0022] Furthermore, one end of the upper support rod 21 has a first connecting screw 211, and the upper support rod 21 is inserted into the hollow connecting cavity 240 based on the first connecting screw 211; one end of the lower support rod 22 has a second connecting screw 221, and the lower support rod 22 is inserted into the hollow connecting cavity 240 based on the second connecting screw 221. In this embodiment, the first connecting screw 211 and the second connecting screw 221 are respectively inserted into the hollow connecting cavity 240, that is, the upper support rod 21 has a corresponding external thread that engages with the thread in the hollow connecting cavity 240, and the lower support rod 22 has a corresponding external thread that engages with the thread in the hollow connecting cavity 240. The threaded connection disperses the load through multiple turns of the thread profile, avoiding local stress concentration and single-thread overload, which helps to reduce the risk of the rotating sleeve 24 disengaging from the upper support rod 21 and the lower support rod 22 disengaging from each other during use.

[0023] Furthermore, the thread direction of the first connecting screw 211 is opposite to that of the thread direction of the second connecting screw 221, and both the first connecting screw 211 and the second connecting screw 221 are engaged with the internal thread in the hollow connecting cavity 240. Since the thread direction of the first connecting screw 211 is opposite to that of the second connecting screw 221, when the rotating sleeve 24 rotates in the forward direction, the first connecting screw 211 and the second connecting screw 221 move closer to each other, causing the upper support rod 21 and the lower support rod 22 to move closer to each other. The length of the leveling assembly 2 becomes shorter, which shortens the distance between the lifting ring 1 and the aircraft fixing rod 23 in one of the leveling assemblies 2, thereby raising the area where the aircraft fixing rod 23 is located. Similarly, when the rotating sleeve 24 rotates in the reverse direction, the first connecting screw 211 and the second connecting screw 221 move away from each other, causing the upper support rod 21 and the lower support rod 22 to move away from each other. The length of the leveling assembly 2 becomes longer, which lengthens the distance between the lifting ring 1 and the aircraft fixing rod 23 in one of the leveling assemblies 2, thereby lowering the area where the aircraft fixing rod 23 is located. The staff rotated the rotating sleeve 24 in each of the leveling components 2 so that the area where the aircraft fixing rod 23 in each of the leveling components 2 is located is at the same horizontal height, thereby avoiding the introduction of other test errors by leveling. Without introducing test errors, the parallel suspension test state can be quickly achieved.

[0024] Furthermore, one end of the upper support rod 21 has a first connecting hook 212, which is attached to the lifting ring 1. One end of the lower support rod 22 has a second connecting hook 222, which is attached to the aircraft fixing rod 23. In this embodiment, the upper support rod 21 is connected to the lower support rod 22 via a rotating sleeve 24, and the upper support rod 21 is connected to the lifting ring 1 via the first connecting hook 212. The lower support rod 22 is connected to the aircraft fixing rod 23 via the second connecting hook 222. Thus, it can be seen that the lifting rod is connected to the aircraft fixing rod 23 via the upper support rod 21 and the lower support rod 22, meaning that the aircraft fixing rod 23 can transfer the weight it bears along the upper support rod 21 and the lower support rod 22 to the lifting ring 1. When the first connecting hook 212 is attached to the lifting ring 1, the rotating sleeve 24 will transmit some lateral shear force to the upper support rod 21 when it rotates under force. The upper support rod 21 will rotate slightly under the influence of this lateral shear force, causing the first connecting hook 212 to swing slightly, so that the side of the first connecting hook 212 abuts against the lifting ring 1. Thus, the lifting ring 1 provides a supporting force to counteract the lateral shear force on the upper support rod 21, preventing the upper support rod 21 from rotating and disengaging from the lifting ring 1 due to the influence of the lateral shear force. This helps to increase the connection strength between the upper support rod 21 and the lifting ring 1 and reduces the risk of the upper support rod 21 disengaging from the lifting ring 1.

[0025] It should be noted that the lifting ring 1 may also be provided with four installation notches, each of which corresponds to a first connecting hook 212 of the upper support rod 21. That is, one first connecting hook 212 is locked in one installation notch, which prevents the first connecting hook 212 from moving along the lifting ring 1 during use, or even from detaching from the lifting ring 1. This helps to reduce the risk of the upper support rod 21 detaching from the lifting ring 1.

[0026] Furthermore, the connecting end of the aircraft fixing rod 23 extends outward to form a circular connecting portion 231. The second connecting hook 222 is detachably hung in the circular connecting portion 231. The circular connecting portion 231 is a ring, and the second connecting hook 222 passes through the ring and is hung on the ring. When the rotating sleeve 24 rotates, it transmits part of the lateral shear force to the lower support rod 22. The lower support rod 22 will rotate slightly under the lateral shear force, causing the second connecting hook 222 to swing slightly, so that the surface of the second connecting hook 222 abuts against the inner wall of the circular connecting portion 231. Thus, the circular connecting portion 231 provides a supporting force to counteract the lateral shear force on the lower support rod 22, preventing the lower support rod 22 from rotating and disengaging from the circular connecting portion 231 due to the influence of the lateral shear force, which helps to reduce the risk of the lower support rod 22 disengaging from the circular connecting portion 231.

[0027] Furthermore, the multiple leveling components 2 are distributed around the lifting ring 1, and the included angles formed by two adjacent leveling components 2 are equal. In this embodiment, four leveling components 2 are distributed around the lifting ring 1 with the lifting ring 1 as the center, and the included angles formed by two adjacent leveling components 2 are equal. The four leveling components 2 are distributed in a tetrahedral spatial arrangement with the lifting ring 1 as the center. The connection point of each leveling component 2 and the lifting ring 1 is located in the same horizontal plane. The included angle between two adjacent leveling components 2 on the horizontal projection is 90°, with no vertical offset, ensuring that the load is evenly distributed and that the load is completely symmetrically distributed in the horizontal plane. This can automatically offset the off-center torque caused by the shift of the center of gravity, avoid unilateral overload of the leveling component 2 due to torque, help eliminate off-center torque, and ensure that the multiple leveling components 2 can smoothly adjust the aircraft 100 to a parallel state under the lifting ring 1.

[0028] Furthermore, a connecting rope 3 is provided inside the lifting ring 1. One end of the connecting rope 3 is wrapped around the lifting ring 1, and the other end of the connecting rope 3 is connected to the external support component. In this embodiment, the connecting rope 3 is used to connect the lifting ring 1 to the support component of the external lifting device. The lifting ring 1 is naturally and vertically positioned above the four leveling components 2 via the connecting rope 3, which facilitates the operator to identify whether the aircraft 100 is in a parallel state by observing the position of the lifting ring 1. That is, when the aircraft 100 is in a non-parallel state, the magnitude of the force transmitted to the lifting ring 1 by the four leveling components 2 is inconsistent, causing the lifting ring 1 to tilt. The operator can identify whether the aircraft 100 is in a parallel state by observing the position of the lifting ring 1. Conversely, when the aircraft 100 is in a parallel state, the magnitude of the force transmitted to the lifting ring 1 by the four leveling components 2 is consistent, making the position of the lifting ring 1 the same as its naturally vertical state. The operator can identify whether the aircraft 100 is in a parallel state by observing the position of the lifting ring 1, which is beneficial for quickly identifying the suspended parallel state of the aircraft 100.

[0029] Furthermore, the leveling component 2 is made of metal and is used to connect the lifting ring 1 and the aircraft 100. The material of the leveling component 2 can be aluminum alloy or high-strength steel. First, aluminum alloy has a low density, which reduces the weight of the leveling component 2, thereby reducing the weight on the connecting rope 3 and reducing the risk of the leveling component 2 and the aircraft 100 breaking due to exceeding the load-bearing capacity of the connecting rope 3. Both aluminum alloy and high-strength steel have strong tensile strength, ensuring that the leveling component 2 can maintain its shape under the tension of the lifting ring 1 and the aircraft 100, reducing the risk of the leveling component 2 being stretched or broken during use.

[0030] This utility model also proposes an aircraft 100, which includes the aforementioned aircraft leveling device 200 and the aircraft 100 itself. The aircraft leveling device is installed on the top of the aircraft 100 body, that is, the fixed ends of the aircraft fixing rods 23 of the four leveling components 2 are installed on the top of the aircraft 100. After suspending the aircraft 100, the operators adjust the leveling components 2 respectively, that is, adjust the length between the upper support rod 21 and the lower support rod 22, so that the aircraft 100 is leveled without changing its own weight center of gravity, thereby avoiding the introduction of other test errors by leveling and quickly reaching the suspension test state of the aircraft 100.

[0031] In summary, this invention, by incorporating a leveling component in the aircraft leveling device and adjusting its length, allows the aircraft to be leveled without altering its center of gravity, thus avoiding the introduction of other experimental errors during leveling. This facilitates the rapid attainment of the aircraft's suspended test state while minimizing the impact of experimental errors. Furthermore, by setting up an upper support rod, a lower support rod, and a rotating sleeve, the rotating sleeve, when subjected to force, drives the upper and lower support rods to move closer or further apart, thereby adjusting the length of the leveling component. This again allows the aircraft to be leveled without altering its center of gravity, further avoiding the introduction of other experimental errors during leveling and facilitating the rapid attainment of the aircraft's suspended test state while minimizing the impact of experimental errors.

[0032] Furthermore, the above description provides a detailed overview of the aircraft leveling device and aircraft provided in the embodiments of this utility model. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. An aircraft leveling device, characterized in that, The aircraft leveling device includes: a lifting ring and multiple leveling components, with one end of each leveling component attached to the lifting ring; Each of the leveling components includes: an upper support rod, a lower support rod, and an aircraft fixing rod, wherein the upper support rod is connected to the lower support rod based on a rotating sleeve, one end of the lower support rod is hung on the aircraft fixing rod, and one end of the upper support rod is hung on the lifting ring; The rotating sleeve has a hollow connecting cavity, the other end of the upper support rod is inserted into the hollow connecting cavity, and the other end of the lower support rod is inserted into the hollow connecting cavity; The upper support rod and the lower support rod are driven by the rotating sleeve to move closer to or further away from each other.

2. The aircraft leveling device according to claim 1, characterized in that, The inner wall of the hollow connecting cavity is provided with internal threads.

3. The aircraft leveling device according to claim 1, characterized in that, One end of the upper support rod has a first connecting screw, and the upper support rod is inserted into the hollow connecting cavity based on the first connecting screw. One end of the lower support rod has a second connecting screw, and the lower support rod is inserted into the hollow connecting cavity based on the second connecting screw.

4. The aircraft leveling device according to claim 3, characterized in that, The thread direction of the first connecting screw is opposite to that of the thread direction of the second connecting screw.

5. The aircraft leveling device according to claim 1, characterized in that, One end of the upper support rod has a first connecting hook, which is attached to the lifting ring. One end of the lower support rod has a second connecting hook, which is attached to the aircraft fixing rod.

6. The aircraft leveling device according to claim 5, characterized in that, The connecting end of the aircraft fixing rod extends outward to form a circular connecting part, and the second connecting hook is detachably hung in the circular connecting part.

7. The aircraft leveling device according to claim 1, characterized in that, The multiple leveling components are distributed with the lifting ring as the reference, and the included angle formed by two adjacent leveling components is equal.

8. The aircraft leveling device according to claim 1, characterized in that, A connecting rope is provided inside the lifting ring. One end of the connecting rope is wrapped around the lifting ring, and the other end of the connecting rope is connected to the external support component.

9. The aircraft leveling device according to claim 1, characterized in that, The leveling component is made of metal.

10. An aircraft, characterized in that, The aircraft includes: an aircraft leveling device as described in any one of claims 1 to 9 and an aircraft body, wherein the aircraft leveling device is mounted on top of the aircraft body.

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