CN113830294A - Aircraft adsorption equipment - Google Patents
Aircraft adsorption equipment Download PDFInfo
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- CN113830294A CN113830294A CN202010581081.4A CN202010581081A CN113830294A CN 113830294 A CN113830294 A CN 113830294A CN 202010581081 A CN202010581081 A CN 202010581081A CN 113830294 A CN113830294 A CN 113830294A
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- driven gear
- aircraft
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- trigger rod
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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Abstract
The utility model relates to an aircraft technical field especially relates to an aircraft adsorption equipment. Through being adsorbed the object by the striking of first trigger lever (007), first trigger lever (007) promote driven gear (002) and move backward, can pull connecting wire (006) forward when later torsional spring (008) reset, simultaneously, thereby adsorb needle (009) and realize adsorbing with the high-speed wall that strikes when torsional spring (008) reset. And in the process of breaking away from, through making driven gear (002) mutually support with aircraft reduction gear (010) to can make aircraft reduction gear (010) drive driven gear (002) and rotate to tighten up connecting wire (006), thereby make absorption needle (009) break away from the adsorbed object. The aircraft adsorption equipment provided by the embodiment of the disclosure does not need to install additional power devices such as actuators, greatly reduces the load of the aircraft, and can prolong the endurance time of the aircraft.
Description
Technical Field
The utility model relates to an aircraft technical field especially relates to an aircraft adsorption equipment.
Background
The small aircraft has smaller volume and flight noise, so that the small aircraft has the inherent hiding characteristic and is very suitable for executing tasks such as reconnaissance and the like. But the load capacity of small aircraft is limited, which greatly limits the endurance time and the equipment carrying capacity. How to prolong the endurance of small aircraft has become a hot issue in the field. Although this problem can be solved by making small aircraft adhere to the surface of the object, this implementation requires a high volume and weight of the adhesion device associated with the aircraft, and the currently used aircraft adhesion devices generally need to include an actuator for detachment. The function of the actuator is only used for disengaging, but the actuator occupies a load and consumes power, so that the actuator is very uneconomical.
Disclosure of Invention
In order to solve at least one of the above technical problems, the present disclosure provides an aircraft suction device.
The aircraft adsorption equipment that this disclosed embodiment provided, the device includes:
the device comprises a bracket 001, a driven gear 002, a driven gear shaft 003, a driven gear limiting block 004, a first comprehensive connecting piece 005, a connecting wire 006, a first trigger rod 007, a torsion spring 008 and at least two adsorption needles 009;
the first end of the driven gear shaft 003 penetrates through the driven gear limiting block 004 and the driven gear 002 to be fixedly connected with the bracket 001, the second end of the driven gear shaft 003 is fixedly connected with the torsion spring 008, the driven gear shaft 003 is respectively connected with the driven gear limiting block 004 and the driven gear 002 in a sliding manner, and the bracket 001 is fixedly connected with the aircraft body;
the driven gear limiting block 004 is fixedly connected with an aircraft reduction gear 010 through the first comprehensive connecting piece 005;
the first end of the first trigger bar 007 is in contact with the driven gear 002, and the first trigger bar 007 is parallel to the driven gear shaft 003;
the connection line 006 is connected to the driven gear 002 and each of the adsorption needles 009, and one end of each of the adsorption needles 009 is connected to the torsion spring 008.
Optionally, the driven gear 002 is provided with a limiting protrusion 011 thereon, the driven gear limiting block 004 is provided with a limiting hole 012 thereon, and the limiting hole 012 is configured to be mutually matched with the limiting protrusion 011 to limit the driven gear 002.
Optionally, a spring 013 is sleeved on the driven gear shaft 003 between the driven gear 002 and the bracket 001, a first end of the spring 013 is in contact with the bracket 001, and a second end of the spring 013 is in contact with the driven gear 002.
Optionally, the device further comprises a second trigger bar 014, a trigger bar connecting member 015 and a trigger bar limiting block 016;
the second trigger rod 014 is parallel to the first trigger rod 007, and the first trigger rod 007 penetrates through the trigger rod connecting piece 015 and is fixedly connected with the trigger rod connecting piece 015;
a first end of the second trigger rod 014 is in contact with the driven gear 002, and a second end of the second trigger rod 014 is fixedly connected with the trigger rod connecting piece 015;
the trigger bar connecting piece 015 set up in driven gear stopper 004 with between the trigger bar stopper 016, trigger bar stopper 016 with driven gear axle 003 fixed connection, trigger bar connecting piece 015 with driven gear axle 003 sliding connection.
Optionally, the number of the limiting protrusions 011 is at least 2, and the distances from the at least 2 limiting protrusions 011 to the center of the driven gear 002 are different;
the distance from the first trigger rod 007 to the center of the driven gear 002 is the same as the distance from one of the at least 2 limiting protrusions 011 to the center of the driven gear 002, and the distance from the second trigger rod 014 to the center of the driven gear 002 is the same as the distance from the other of the at least 2 limiting protrusions 011 to the center of the driven gear 002.
Optionally, a protruding portion 017 is arranged on the bracket 001, and a first wire passing hole is arranged on the protruding portion 017;
a second wire passing hole is formed in the trigger rod limiting block 016;
the connection wire 006 passes through the first wire passing hole and the second wire passing hole and connects the driven gear 002 and each of the adsorption needles 009.
Optionally, the driven gear shaft 003 is connected with the torsion spring 008 through a second comprehensive connecting piece 018;
a connecting channel is arranged on the second comprehensive connecting piece 018, the second end of the first triggering rod 007 penetrates through the connecting channel, and the first triggering rod 007 is connected with the connecting channel in a sliding mode.
Optionally, each of the adsorption needles 009 is L-shaped, one end of each of the L-shaped adsorption needles 009 is connected to the torsion spring 008, and the other end of each of the L-shaped adsorption needles 009 is provided with a detachable rubber pad 019;
the connection wire 006 is connected to the bent portion of each of the L-shaped adsorption needles 009.
Alternatively, the driven gear 002 includes a gear portion and a non-gear portion;
when the adsorption device needs to be disengaged, the gear part is meshed with a reduction gear 010 of the aircraft;
when the suction device is in the inactive state, the non-gear part is aligned with the reduction gear 010 of the aircraft.
Alternatively, the driven gear 002 is provided with a groove.
The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects:
through being adsorbed the object by the striking of first trigger lever 007, first trigger lever 007 promotes driven gear 002 and moves backward, can pull connecting wire 006 forward when torsional spring 008 resets afterwards, simultaneously, thereby the absorption needle 009 realizes adsorbing with the high-speed striking wall when torsional spring 008 resets. And in the process of breaking away from, through making driven gear 002 and aircraft reduction gear 010 mutually support to can make aircraft reduction gear 010 drive driven gear 002 and rotate, in order to tighten up connecting wire 006, thereby make absorption needle 009 break away from the adsorbed object. The aircraft adsorption equipment provided by the embodiment of the disclosure does not need to install additional power devices such as actuators, greatly reduces the load of the aircraft, and can prolong the endurance time of the aircraft.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the disclosure and together with the description serve to explain the principles of the disclosure.
FIG. 1 is a schematic view of an aircraft sorption arrangement provided by embodiments of the present disclosure;
FIG. 2 is another schematic illustration of an aircraft sorption arrangement provided by embodiments of the present disclosure;
FIG. 3 is yet another schematic illustration of an aircraft suction device provided by an embodiment of the present disclosure;
4-5 and 7-9 are schematic views of the aircraft suction device provided by the embodiment of the disclosure in a state from being sucked to the wall to being separated from the wall;
FIG. 6 is a schematic view of a driven gear in an aircraft suction device provided by embodiments of the present disclosure;
reference numerals: 001-scaffold; 002-driven gear; 003-driven gear shaft; 004-driven gear limiting blocks; 005-first integrated connection; 006-connecting line; 007-a first trigger lever; 008-torsion spring; 009-adsorption needle; 010-aircraft reduction gear; 011-limit protrusions; 012-a limiting hole; 013-a spring; 014-a second trigger lever; 015-trigger lever attachment; 016-trigger lever limiting block; 017-protrusions; 018-a second complex connection; 019-Detachable cushion.
Detailed Description
The present disclosure will be described in further detail with reference to the drawings and embodiments. It is to be understood that the specific embodiments described herein are for purposes of illustration only and are not to be construed as limitations of the present disclosure. It should be further noted that, for the convenience of description, only the portions relevant to the present disclosure are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present disclosure may be combined with each other without conflict. The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
The embodiment of the disclosure provides an aircraft adsorption equipment, and the device is applied to small aircraft, such as unmanned aerial vehicle, small-size fixed wing aircraft and small-size flapping wing aircraft. As shown in fig. 1, the apparatus includes: the device comprises a bracket 001, a driven gear 002, a driven gear shaft 003, a driven gear limiting block 004, a first comprehensive connecting piece 005, a connecting wire 006, a first trigger rod 007, a torsion spring 008 and at least two adsorption needles 009;
the first end of the driven gear shaft 003 penetrates through the driven gear limiting block 004 and the driven gear 002 to be fixedly connected with the bracket 001, the second end of the driven gear shaft 003 is fixedly connected with the torsion spring 008, the driven gear shaft 003 is respectively connected with the driven gear limiting block 004 and the driven gear 002 in a sliding manner, and the bracket 001 is fixedly connected with the aircraft body;
the driven gear limiting block 004 is fixedly connected with an aircraft reduction gear 010 through a first comprehensive connecting piece 005;
the first end of the first triggering rod 007 is in contact with the driven gear 002, and the first triggering rod 007 is parallel to the driven gear shaft 003;
the connecting wire 006 is connected with the driven gear 002 and each of the adsorption needles 009, and one end of each of the adsorption needles 009 is connected with the torsion spring 008 respectively.
When it is necessary to attach the aircraft to another object, for example, when it is necessary to attach the aircraft to a wall, the second end of the first trigger lever 007 hits the wall, and at the same time, the first end of the first trigger lever 007 pushes the driven gear 002 to move backward. At this time, because the torsional spring 008 is in the tightening state, the connecting wire 006 can be pulled forward when the torsional spring 008 resets, thereby driving the driven gear 002 to rotate, and the driven gear 002 will rotate until the torsional spring 008 resets. In the process of resetting the torsion spring 008, the adsorption pins 009 hit the wall surface at high speed to thereby achieve adsorption. In this implementation, the first end of the first triggering lever 007 is in contact with only the driven gear 002, and is not connected to the driven gear.
In a possible implementation manner, the first end of the driven gear shaft 003 can pass through the center of the driven gear limiting block 004 and the center of the driven gear 002 and then be fixedly connected with the bracket 001. In addition, although the first end of the first triggering lever 007 is shown to be in contact with the driven gear 002 after passing through the driven gear stopper 004, in practical applications, the first end of the first triggering lever 007 may be in direct contact with the driven gear 002. For example, when the size of the driven gear stopper 004 is smaller than that of the driven gear 002, it is possible to achieve that the first end of the first trigger lever 007 directly contacts with the driven gear 002. When the first trigger rod 007 needs to penetrate through the driven gear limiting block 004 and then to contact with the driven gear 002, the first trigger rod 007 is connected with the driven gear 002 in a sliding mode.
In one possible implementation, as shown in fig. 2, a limiting protrusion 011 may be provided on the driven gear 002, and a limiting hole 012 may be provided on the driven gear limiting block 004, where the limiting hole 012 is configured to cooperate with the limiting protrusion 011 on the driven gear 002 to limit the driven gear 002. For example, when the aircraft does not need to be adsorbed to another object, the driven gear 002 does not need to work, and the driven gear 002 can be limited by the mutual matching of the limiting hole 012 and the limiting protrusion 011, so as to prevent the driven gear 002 from rotating. For example, the limit projection 011 may be inserted into the limit hole 012 to limit the driven gear 002. Wherein, the quantity of spacing hole 012 and spacing arch 011 all can set up according to actual need. In order to ensure a better limiting effect, the number of the limiting holes 012 and the number of the limiting protrusions 011 can be more than 2. It should be noted that the number of the limit holes 012 and the limit protrusions 011 should be the same. In one possible implementation, a spring 013 may be sleeved on the driven gear shaft 003 between the driven gear 002 and the bracket 001. A first end of the spring 013 may be in contact with the holder 001, and a second end of the spring 013 may be in contact with the driven gear 002. Spring 013 can provide the motive force for driven gear 002, makes spacing protruding 011 on the driven gear 002 and spacing hole 012 on the driven gear stopper 004 mutually support to carry on spacingly to driven gear 002.
In one possible implementation, the device further includes a second trigger bar 014, a trigger bar connector 015, and a trigger bar stopper 016. Wherein the second triggering rod 014 is parallel to the first triggering rod 007. The first trigger rod 007 penetrates through the trigger rod connecting piece 015 and is fixedly connected with the trigger rod connecting piece 015, a first end of the second trigger rod 014 is in contact with the driven gear 002, and a second end of the second trigger rod 014 is fixedly connected with the trigger rod connecting piece 015. The trigger bar connecting piece 015 may be disposed between the driven gear limit block 004 and the trigger bar limit block 016, the trigger bar limit block 016 is fixedly connected with the driven gear shaft 003, and the trigger bar connecting piece 015 is slidably connected with the driven gear shaft 003. The driven gear shaft 003 can penetrate through the trigger bar connecting piece 015 and the trigger bar limiting block 016. Through setting up trigger bar connecting piece 015 and trigger bar stopper 016, at the in-process of first trigger bar 007 back-and-forth movement, can carry on spacingly to trigger bar connecting piece 015 through trigger bar stopper 016 to the realization is spacing to the trigger bar, and the hole that takes off flies out when can preventing first trigger bar from being pushed back by spring 013. It should be noted that although the second trigger lever 014 is shown in the drawings to be connected with the driven gear 002 through the first comprehensive connecting element 005 and the driven gear limiting block 004, in practical applications, it is also possible to directly contact the second trigger lever 014 with the driven gear 002. For example, when the first complex link 005 and the driven gear stopper 004 are smaller in size than the driven gear 002, the second triggering lever 014 may be disposed to directly contact the driven gear 002. When the second trigger lever 014 needs to pass through the first comprehensive connecting piece 005 and the driven gear limiting block 004 to contact with the driven gear 002, the second trigger lever 014 is slidably connected with the first comprehensive connecting piece 005 and the driven gear limiting block 004. Through setting up second trigger lever 014, can also promote driven gear 002 when first trigger lever 007 promotes driven gear 002, the second trigger lever to make driven gear 002 atress balanced, prevent that driven gear 002 from leading to the effort increase between driven gear 002 and the driven gear axle 003 because of the atress asymmetry, make the frictional force increase between driven gear 002 and the driven gear axle 003 or make driven gear 002 take place to rock the scheduling problem.
In the aircraft absorption device provided by this embodiment, because the driven gear stopper 004 is fixedly connected with the reduction gear 010 of the aircraft through the first comprehensive connecting piece 005, the position of the driven gear stopper 004 can be fixed, that is, the position of the driven gear stopper 004 is fixed and unchangeable in the process of moving the driven gear 002 back and forth or the process of moving the trigger lever back and forth.
In one possible implementation, in order to conveniently manage the connection wire 006, the driven gear 002 may be provided thereon with a spool configured to wind the connection wire 006. By providing the spool on the driven gear 002, the connecting wire 006 can be loosened or tightened when the driven gear 002 rotates. When need not adsorb the aircraft to other objects on, driven gear 002 is spacing, and connecting wire 006 is taut, and torsion spring 008 tightens up. In addition, if the driven gear 002 and each of the adsorption needles 009 are directly connected by the connection wire 006, the connection wire 006 may interfere with the driven gear 002 or other structures when the connection wire 006 is loosened or tightened. In order to avoid such a problem, a protrusion 017 may be provided on the bracket 001, and a first string passing hole may be provided on the protrusion 017. Meanwhile, a second wire passing hole can be formed in the trigger rod limiting block 016. By connecting the driven gear 002 and each of the adsorption needles 009 through the first and second wire passing holes through which the connection wire 006 passes, it is possible to prevent the connection wire 006 from interfering with the driven gear 002 or other structures when the connection wire 006 is loosened or tightened. In practical applications, in order to make the adsorption apparatus more stable under stress, a plurality of first wire passing holes may be provided, so that the connection wire 006 can be conveniently passed through a suitable first wire passing hole.
In one possible implementation, as shown in fig. 3, the torsion spring 008 is connected to the driven gear shaft 003 through a second comprehensive connection 018. A connecting channel is arranged on the second comprehensive connecting piece 018, and the torsion spring 008 is connected with the first trigger rod 007 through the connecting channel. The second end of the first triggering rod 007 passes through the connecting channel, and the first triggering rod 007 is slidably connected to the connecting channel, so that the first triggering rod 007 can move back and forth through the connecting channel.
When the aircraft needs to be attached to another object, for example, when the aircraft needs to be attached to a wall, as shown in fig. 4, the second end of the first triggering rod 007 impacts the wall, and at the same time, the first end of the first triggering rod 007 can push the driven gear 002 out of the limiting hole 012. At this time, because the torsional spring 008 is in the tightening state, the connecting wire 006 can be pulled forward when the torsional spring 008 resets, thereby driving the driven gear 002 to rotate, and the driven gear 002 will rotate until the torsional spring 008 resets. As shown in fig. 5, during the reset of the torsion spring 008, the suction pin 009 hits the wall surface at a high speed to perform suction. Meanwhile, in the process of rotation of the driven gear 002, if the rotation angle of the driven gear 002 is too large, the limit protrusion 011 on the driven gear 002 collides with the trigger rod to form a limit, so that the maximum rotation angle of the driven gear 002 can be limited by the limit protrusion 011 on the driven gear 002, and no idle stroke or small idle stroke can be ensured when the connecting wire 006 is retracted.
In one possible implementation, the distance from the limit protrusion 011 to the center of the driven gear 002 on the driven gear 002 may be different, the distance from the first trigger lever 007 to the center of the driven gear 002 may be the same as the distance from one limit protrusion 011 of the at least 2 limit protrusions to the center of the driven gear 002, and the distance from the second trigger lever 014 to the center of the driven gear 002 may be the same as the distance from another limit protrusion 011 of the at least 2 limit protrusions to the center of the driven gear 002. When limiting protrusion 011 rotates along with the rotation of driven gear 002, limiting protrusion 011 may touch the trigger rod, and limiting protrusion 011 can be limited by the trigger rod. The distance between the limiting protrusion 011 and the circle center of the driven gear 002 is set to be inconsistent, so that the situation that the trigger rod is limited in advance when the torsion spring 008 resets and the driven gear 002 rotates 180 degrees can be prevented. It should be noted that the position of the limiting hole 012 on the driven gear limiting block 004 should be matched with the position of the limiting protrusion 011 on the driven gear 002.
In one possible implementation, each sorption pin 009 may be L-shaped, as shown in fig. 1-2. One end of each L-shaped adsorption needle 009 is connected with the end of the torsion spring 008, and the other end can be provided with a detachable rubber pad 019. Generally speaking, the end of the adsorption needle 009 not connected with the torsion spring 008 may be in a needle point shape, the needle point of the adsorption needle 009 may be pierced into a trunk or other easily pierced objects, and for a cement wall, a tile wall or other hard objects, the detachable rubber pad 019 may be disposed at the needle point portion of the adsorption needle 009, so that the aircraft may be adsorbed on the wall through the rubber pad 019. The rubber pad 019 may be made of rubber or nano rubber. Can dismantle the cushion 019 through the tip setting at absorption needle 009, can make this adsorption equipment adsorb at multiple solid surface, improve this adsorption equipment's suitability.
In one possible implementation, as shown in fig. 1-2, the connection wire 006 may be connected to a bent portion of each L-shaped suction needle 009.
In one possible implementation, as shown in fig. 6, the driven gear 002 includes a gear portion and a non-gear portion. When the adsorption device needs to be disengaged, the gear portion is meshed with the reduction gear 010 of the aircraft, so that the driven gear 002 is driven to rotate through rotation of the reduction gear 010 of the aircraft, and the disengagement of the adsorption device is facilitated. When the adsorption device is in a non-operating state, i.e. when there is no need to adsorb through the adsorption device, the non-gear portion is aligned with the reduction gear 010 of the aircraft, i.e. the gear portion of the driven gear 002 will not mesh with the reduction gear 010 of the aircraft at this time, and the driven gear 002 will not rotate with the rotation of the reduction gear 010 of the aircraft. It should be noted that the left side in fig. 4-5 and 7-9 shows the state of the present driven gear 002 and the aircraft reduction gear 010 corresponding to the drawings.
After the suction pin 009 is sucked on the sucked object such as a wall, although the torsion spring 008 is restored to its original position to drive the driven gear 002 to rotate, the driven gear 002 is not completely restored to the position where the suction is not performed. Wherein, through the length of rational design trigger lever, the distance between trigger lever and the spacing arch to and the distance between trigger lever connecting piece 015 and the trigger lever stopper 016, driven gear 002 does not reply the position when not taking place to adsorb completely when can making torsional spring 008 reset. At this time, the driven gear 002 moves along the driven gear shaft 003 by the urging of the spring 013. Here, in order to cause the spring 013 to provide an urging force to the driven gear 002 when the driven gear 002 moves, the spring 013 may be constantly in a compressed state. For example, the length of the spring 013 in an uncompressed and unstretched state may be made larger than the distance between the driven gear 002 and the carrier 001. At this time, the gear portion of the driven gear 002 may not be aligned with the reduction gear 010 of the aircraft, so that the gear portion cannot mesh with the reduction gear 010 of the aircraft, but since the aircraft is adsorbed on the adsorbed object at this time, it does not affect the proceeding of the subsequent links. After the adsorption device is adsorbed on the adsorbed object, as shown in fig. 7-8, the aircraft naturally hangs down around the central axis of the torsion spring 008 under the action of gravity until the bottom of the bracket 001 contacts the adsorbed object (such as a wall).
When the suction device needs to be detached from the sucked object, as shown in fig. 9, the aircraft is started, and the driven gear 002 and the reduction gear 010 are in a staggered tooth tight state because the spring 013 can provide an urging force. At this time, although the driven gear 002 is not meshed with the aircraft reduction gear 010, the reduction gear 010 will certainly reach a state of being aligned with the gear part of the driven gear 002 in a short time after being rotated, and the spring 013 pushes the driven gear 002 to mesh both gears. At this moment, the spacing arch 011 on the driven gear 002 is not aligned with spacing hole 012, and driven gear 002 is not spacing promptly to the rotation of reduction gear 010 can drive driven gear 002 and rotate, thereby makes connecting wire 006 constantly tighten up, makes the absorption needle 009 break away from the adsorbed object until the shrink of torsional spring 008.
In a possible implementation, in order to reduce the weight of the driven gear 002, a groove (not shown in the drawing) may be provided on the driven gear 002.
In practical application, in the adsorption and desorption processes of the adsorption device, the rotation process of the driven gear 002 is reciprocal, that is, the rotation angle of the driven gear 002 in the adsorption process of the adsorption device is identical to that in the desorption process of the adsorption device (opposite directions), and the rotation angle of the driven gear can be prevented from being larger than or equal to 360 degrees by reasonably designing the length of the trigger rod. In addition, during the adsorption and detachment processes of the adsorption device, the connection wire 006 does not contract or loosen itself, and the tightness state of the connection wire 006 only corresponds to the rotation angle of the driven gear 002. When the adsorption device is not adsorbed, the non-gear portion of the driven gear 002 is aligned with the aircraft reduction gear 010, and the state of the connection line 006 and the torsion spring 008 is a tightened state. When adsorption equipment adsorbs on the adsorbed object, the state of connecting wire 006 and torsional spring 008 can change and its unable automatic recovery, must rely on external force promptly aircraft reduction gear 010 to drive driven gear 002 and rotate and realize resumeing.
The aircraft adsorption equipment that this disclosed embodiment provided is through being adsorbed the object by first trigger lever 007 striking to release driven gear 002 from spacing hole 012, simultaneously, the torsional spring 008 that tightens up can drive driven gear 002 and take place to rotate at the in-process that resets, thereby can loosen connecting wire 006, makes absorption needle 009 pierce by the adsorbed object, thereby accomplishes the adsorption process. And in the process of breaking away from, mutually support through making driven gear 002 and aircraft reduction gear 010 to can make aircraft reduction gear 010 drive driven gear 002 and rotate, in order to tighten up connecting wire 006, thereby make absorption needle 009 break away from by the absorption object, can utilize aircraft self power to accomplish at this moment and break away from. The aircraft adsorption equipment provided by the embodiment of the disclosure does not need to install additional power devices such as actuators, greatly reduces the load of the aircraft, and can prolong the endurance time of the aircraft.
In the description herein, reference to the description of the terms "one embodiment/mode," "some embodiments/modes," "example," "specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment/mode or example is included in at least one embodiment/mode or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to be the same embodiment/mode or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments/modes or examples. Furthermore, the various embodiments/aspects or examples and features of the various embodiments/aspects or examples described in this specification can be combined and combined by one skilled in the art without conflicting therewith.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
It will be understood by those skilled in the art that the foregoing embodiments are merely for clarity of illustration of the disclosure and are not intended to limit the scope of the disclosure. Other variations or modifications may occur to those skilled in the art, based on the foregoing disclosure, and are still within the scope of the present disclosure.
Claims (10)
1. An aircraft suction device, characterized in that it comprises:
the device comprises a bracket (001), a driven gear (002), a driven gear shaft (003), a driven gear limiting block (004), a first comprehensive connecting piece (005), a connecting wire (006), a first trigger rod (007), a torsion spring (008) and at least two adsorption needles (009);
the first end of the driven gear shaft (003) penetrates through the driven gear limiting block (004) and the driven gear (002) to be fixedly connected with the bracket (001), the second end of the driven gear shaft (003) is fixedly connected with the torsion spring (008), the driven gear shaft (003) is respectively in sliding connection with the driven gear limiting block (004) and the driven gear (002), and the bracket (001) is fixedly connected with the aircraft body;
the driven gear limiting block (004) is fixedly connected with an aircraft reduction gear (010) through the first comprehensive connecting piece (005);
the first end of the first trigger rod (007) is in contact with the driven gear (002), and the first trigger rod (007) is parallel to the driven gear shaft (003);
the connecting wire (006) is connected with the driven gear (002) and each of the adsorption needles (009), and one end of each of the adsorption needles (009) is connected with the torsion spring (008) respectively.
2. The aircraft suction device according to claim 1, characterized in that the driven gear (002) is provided with a limit protrusion (011), the driven gear limit block (004) is provided with a limit hole (012), the limit hole (012) is configured to cooperate with the limit protrusion (011) to limit the driven gear (002).
3. The aircraft suction device according to claim 2, wherein a spring (013) is sleeved on the driven gear shaft (003) between the driven gear (002) and the bracket (001), a first end of the spring (013) is in contact with the bracket (001), and a second end of the spring (013) is in contact with the driven gear (002).
4. The aircraft suction device according to claim 3, wherein the device further comprises a second trigger lever (014), a trigger lever connector (015) and a trigger lever stop block (016);
the second trigger rod (014) is parallel to the first trigger rod (007), and the first trigger rod (007) penetrates through the trigger rod connecting piece (015) and is fixedly connected with the trigger rod connecting piece (015);
a first end of the second trigger rod (014) is in contact with the driven gear (002), and a second end of the second trigger rod (014) is fixedly connected with the trigger rod connecting piece (015);
trigger bar connecting piece (015) set up in driven gear stopper (004) with between trigger bar stopper (016), trigger bar stopper (016) with driven gear axle (003) fixed connection, trigger bar connecting piece (015) with driven gear axle (003) sliding connection.
5. The aircraft suction device according to claim 4, characterized in that the number of said limit protrusions (011) is at least 2, said at least 2 limit protrusions (011) having different distances from the centre of the driven gear (002);
the distance from the first trigger rod (007) to the center of the driven gear (002) is the same as the distance from one limiting protrusion of the at least 2 limiting protrusions (011) to the center of the driven gear (002), and the distance from the second trigger rod (014) to the center of the driven gear (002) is the same as the distance from the other limiting protrusion of the at least 2 limiting protrusions (011) to the center of the driven gear (002).
6. The aircraft suction device according to claim 5, characterized in that a protrusion (017) is provided on the bracket (001), and a first wire passing hole is provided on the protrusion (017);
a second wire passing hole is formed in the trigger rod limiting block (016);
the connecting wire (006) passes through the first wire passing hole and the second wire passing hole and is connected with the driven gear (002) and each adsorption needle (009).
7. Aircraft suction device according to claim 1, characterized in that the driven gear shaft (003) is connected to the torsion spring (008) by means of a second integrated connection (018);
a connecting channel is arranged on the second comprehensive connecting piece (018), the second end of the first trigger rod (007) penetrates through the connecting channel, and the first trigger rod (007) is connected with the connecting channel in a sliding mode.
8. The aircraft suction device according to claim 1, characterized in that each suction needle (009) is L-shaped, one end of the L-shaped suction needle (009) is connected to the torsion spring (008), and the other end of the L-shaped suction needle (009) is provided with a removable rubber pad (019);
the connection line (006) is connected to a bent portion of each of the L-shaped adsorption needles (009).
9. Aircraft suction device according to any one of claims 1-8, characterized in that the driven gear (002) comprises a gear part and a non-gear part;
when the adsorption device needs to be disengaged, the gear part is meshed with a reduction gear (010) of the aircraft;
when the suction device is in a non-operating state, the non-gear part is aligned with a reduction gear (010) of the aircraft.
10. Aircraft suction device according to claim 1, characterized in that the driven gear (002) is provided with grooves.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010581081.4A CN113830294B (en) | 2020-06-23 | 2020-06-23 | Aircraft adsorption equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010581081.4A CN113830294B (en) | 2020-06-23 | 2020-06-23 | Aircraft adsorption equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113830294A true CN113830294A (en) | 2021-12-24 |
| CN113830294B CN113830294B (en) | 2023-06-20 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010581081.4A Active CN113830294B (en) | 2020-06-23 | 2020-06-23 | Aircraft adsorption equipment |
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| Country | Link |
|---|---|
| CN (1) | CN113830294B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6036572A (en) * | 1998-03-04 | 2000-03-14 | Sze; Chau-King | Drive for toy with suction cup feet |
| JP2017206190A (en) * | 2016-05-20 | 2017-11-24 | 株式会社Ｓｏｋｅｎ | Flight device |
| CN208602698U (en) * | 2018-07-13 | 2019-03-15 | 上海歌尔泰克机器人有限公司 | A kind of transmission lockable mechanism and a kind of tiltrotor aircraft |
| CN109866937A (en) * | 2017-12-02 | 2019-06-11 | 何韧 | A kind of method and device helping aircraft lands deceleration or the reinforcement that takes off |
| CN110015411A (en) * | 2014-04-01 | 2019-07-16 | 空中客车英国运营有限责任公司 | The drive system of aircraft landing gear and its method engaged with rotating wheel |
-
2020
- 2020-06-23 CN CN202010581081.4A patent/CN113830294B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6036572A (en) * | 1998-03-04 | 2000-03-14 | Sze; Chau-King | Drive for toy with suction cup feet |
| CN110015411A (en) * | 2014-04-01 | 2019-07-16 | 空中客车英国运营有限责任公司 | The drive system of aircraft landing gear and its method engaged with rotating wheel |
| JP2017206190A (en) * | 2016-05-20 | 2017-11-24 | 株式会社Ｓｏｋｅｎ | Flight device |
| CN109866937A (en) * | 2017-12-02 | 2019-06-11 | 何韧 | A kind of method and device helping aircraft lands deceleration or the reinforcement that takes off |
| CN208602698U (en) * | 2018-07-13 | 2019-03-15 | 上海歌尔泰克机器人有限公司 | A kind of transmission lockable mechanism and a kind of tiltrotor aircraft |
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| Publication number | Publication date |
|---|---|
| CN113830294B (en) | 2023-06-20 |
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