8 results about "Lateral stability" patented technology

This utility model discloses a bridge hanger assembly, including a first connecting rod and a second connecting rod. A first frame and a second frame are respectively fixedly welded to the bottom ends of the first and second connecting rods. A first insertion slot and a second insertion slot are respectively formed on the first and second connecting rods. A first mounting component is fixedly welded to the top of the first frame, and a second mounting component is welded to the top of the second frame. The second frame and the second mounting component are double-layered plates with internal cavities. In this utility model, the two hangers are connected to a single point at their bottom, and their tops are supported at two positions on an arched frame. This design saves installation space at the bottom and reduces the vertical tension of a single hanger. By distributing the load between the two hangers, the assembly can withstand both vertical tension and horizontal forces, increasing wind resistance and lateral stability.

This invention discloses a UAV adaptation method based on load constraints, relating to the field of UAV structural design technology. The method includes adjusting the installation position of the current target mission load (or adjusting the mounting holes of the adapter structure and then re-checking) when the landing gear width is less than the lateral stability check value, or when the distance from any point on the outermost side of the target mission load to the inner safety boundary of the rotor disk on the same side is less than or equal to zero, based on the installation position of the current target mission load. By checking the lateral offset of the center of gravity and the rotor arrangement space after load installation, and re-checking when the check is not satisfied by adjusting the load installation position or the mounting holes of the adapter structure, the method provides clear parameter basis for the installation adaptation of different mission loads on the same UAV platform. This reduces the need to rely solely on trial installation, hole modification, or redesign of the adapter structure for adaptation, and establishes a corresponding relationship between the fixed position of the load, the bottom support structure, and the spatial arrangement constraints.

The utility model relates to mechanical engineering, primarily transport engineering, and specifically to stabilizers of lateral (transverse) stability (tilt) of railway cars, primarily passenger cars, as well as to trackless transport. The end of a tie rod of a torsion stabilizer of lateral stability of a car body comprises: a housing (7) in the form of a body of revolution with a threaded shank for connection with a coupling rod of the tie rod; a ball joint located in the cavity of the housing (7) with an outer ring installed in the housing (7) and an inner ring installed on a symmetrical kingpin (3); two opposite identical flanges (5, 6) with sleeve parts (13, 14), detachably connected to the ends of the kingpin (3).In this case, the possibility of rigid installation of the tip in a socket-forming U-shaped bracket (2) in cross-section on the frame (1) of the body with two spaced parallel mounting cheeks (9, 10) and with an overlay support plate (8), with a distance B between the mounting cheeks (9, 10) of the latter (2), central through holes (12) in the cheeks (9, 10) of diameter D and threaded holes (15) in the cheeks (9, 10) for bolts (4) for fastening the tip by means of its flanges (5, 6) is provided. The body (7) of the tip is made with a length less than the value B, and the pin (3) and the sleeve part (13, 14) of the flanges (5, 6) are made with diameters less than the value D with the possibility of their installation in the body (7), previously inserted into the socket (socket space) (11) of the bracket (2) between the cheeks (9, 10), through the central hole (12) of the cheek (9 (10)) from the outside of the socket (11).In the recommended particular case, the flanges (5, 6) are provided with a through hole (18), and the kingpin (3) is provided with a threaded hole (19) at the ends, with the possibility of their bolted connection with partial coverage of the kingpin (3) by the sleeve parts (13, 14) of the flanges (5, 6). An additional feature of the device is provided. The use allows for improvement of the TEV, including adaptability to the original mounting socket-forming bracket as part of the frame, as well as expansion of the range of device options in the conditions of a variety of designs of rolling stock cars. 1 sp. f-ly, 2 fig.

The utility model discloses an eddy current array generator of a light moving aircraft, which comprises an aircraft fuselage, two aircraft wings are symmetrically fixed on two sides of the aircraft fuselage, and four groups of eddy current generator components are fixedly mounted on two side surfaces of the aircraft fuselage and close to wing roots of the aircraft wings. The four vortex generator assemblies on the two sides of the aircraft fuselage are symmetrically arranged. According to the utility model, the triangular vortex generator a with the filleted corners, the rectangular vortex generator b with the filleted corners, the rectangular vortex generator c with the filleted corners and the rectangular vortex generator d with the filleted corners are arranged, so that the airflow flowing characteristic at the cross-linking part of the wings and the fuselage of the light moving aircraft is improved, and the airflow separation of the wings is delayed when the aircraft flies at a low speed; stall is delayed, and the stall speed is reduced; pilots and passengers can fly up and down conveniently, and efficiency is improved; the crosswind resistance of the aircraft during low-speed flight is improved, and the transverse course stability is improved.

A vertical take-off and landing unmanned aerial vehicle carrying satellite communication equipment has two flight modes: a fixed wing mode and a four-rotor mode, and switching of the two modes is realized through signal transmission on-off of a flight control system to four groups of rotor motors and propulsion propeller motors; in a fixed wing mode, lift force is provided by a main wing when the aircraft flies, propulsive force is provided by a propulsion propeller at the tail part, rolling operation of the aircraft is realized by actuation of a control surface of the main wing, yawing and pitching of the aircraft are realized by actuation coupling of a control surface of a V-shaped empennage, and transverse stability is provided by a rear support of an undercarriage at the tail part of the aircraft when the aircraft flies; in the four-rotor mode, the lift force is provided by the four groups of rotors 1 when the aircraft flies, and the propulsive force is realized by the lift force component generated by the change of the attitude of the aircraft. The rolling, yawing and pitching control of the aircraft is realized by changing the rotating speed of the four groups of rotors.

The utility model relates to the technical field of spliced fireproof groove type bridges, in particular to a high-stability spliced fireproof groove type bridge, which comprises a top cover mounted at the top of a bridge body, and a splicing mechanism for improving splicing stability is arranged on the bridge body. According to the utility model, the tenon and the tenon shoulder are inserted into the mortise and the tenon nest, so that the splicing of two bridge frames is quickly completed, and the tenon shoulder assists the tenon in bearing a part of pressure, so that the tenon and the tenon are matched to bear larger weight, and the overall bearing capacity is improved; the contact area of the splicing position of the two bridge frames is increased, the two bridge frames are connected more tightly, twisting between the two bridge frames is effectively limited, lateral stability is improved, vertical shearing force can be dispersed to the T-shaped sliding grooves matched with the T-shaped sliding blocks through the arrangement of the T-shaped sliding blocks, and through tight contact and interaction force between the T-shaped sliding blocks and the T-shaped sliding grooves, the stability of the bridge frames is improved. And the connection stability is further improved.

Disclosed in the present application is a clamping forceps device, which comprises a magazine. A first clamping head and a second clamping head are mounted along a longitudinal direction of the magazine, and a U-shaped elastic piece is mounted on front faces of tail ends of the first clamping head and the second clamping head. A small wing structure extends from an inner side of the U-shaped elastic piece connected to the first clamping head, the small wing structure and the first clamping head form a feature groove on the magazine, and the function of the small wing structure is to prevent the U-shaped elastic piece from falling into the feature groove when the U-shaped elastic piece is in a compressed state during operation, so as to ensure the lateral stability of the U-shaped elastic piece. The front faces of the tail ends of the first clamping head and the second clamping head are respectively provided with a first welding spot and a second welding spot, which are used for ensuring that the U-shaped elastic piece will not fall off when compressed and rebounded during its movement.

The application provides a surface effect and hydrodynamic coupling water surface taking-off and landing aircraft configuration and relates to the technical field of amphibious aircrafts. The application discloses a surface effect and hydrodynamic coupling water surface taking-off and landing aircraft configuration, which relates to the technical field of amphibious aircrafts and comprises a fuselage, a sliding surface for water surface sliding being arranged at the bottom of the fuselage, floats being arranged at the two sides of the wing, and a tail wing being further arranged behind the fuselage. The float is composed of an upper profile body and a lower profile body, the upper profile body and the lower profile body are connected through PET rubber, the drainage depth of the lower profile body is controlled by controlling the lifting movement of the lower profile body, and then the buoyancy and stability of the aircraft body during the water surface taking-off and landing process are adjusted. The application can greatly reduce the windward area and aerodynamic resistance during cruising flight through the deformable design of the float structure, further improves the lateral stability in the static state and the taking-off state, and the increased float buoyancy is beneficial to promoting the drag reduction under the fuselage and the wing, so that the aircraft is more easily separated from the water surface.