CN117755485A - Air transport system with extended tunnel - Google Patents

Abstract

The present application relates to the field of emergency services and urban air traffic, and more particularly to an air transportation system with an extended aisle, comprising: a core platform; a bridge configured to be extendable with respect to the core platform and configured to be positioned on the core platform; and the propeller is arranged on the core platform and used for generating a net thrust which is enough to push the air transportation system and the additives to lift into the air. The application has the effect of achieving the purposes of being applicable to transporting emergency materials, providing on-site medical assistance and assisting evacuation, and being applicable to all buildings, whether standardized, odd-shaped, tall, complex or skyscraper.

Description

Air transport system with extended tunnel

Technical Field

The present application relates to the field of emergency services and urban air traffic, and in particular to an air transportation system with an extended aisle.

Background

Several emergency situations can occur in urban environments, including: fire, terrorist activities, earthquakes and floods, which sometimes lead to structural damage. Some of these emergency situations require rapid evacuation of personnel within the building. For floors below 20 floors ("short" floors), self-evacuation is typically performed by the inner stairs or the outer stairway when they are intact and accessible. Some short building households may self-provide emergency rope ladders and/or protective breathing apparatus to evacuate using windows or a smoke-diffusing stairwell, but this is not uncommon. Even if the evacuation route is intact and there is no excess smoke and chemicals, it is not always available to all households, for example: wounded, disabled, patient and elderly.

Emergency personnel may provide: on-site emergency, dispensing protective breathing apparatus, self-evacuation instructions, and providing assisted evacuation for people in need thereof, but only after personally accessing personnel within the building. Currently, evacuation assistance methods include emergency personnel entering a building from the floor and climbing stairs with heavy equipment and supplies. For short buildings, emergency rescue workers may even take the required personnel down the building and out of the building, but even short buildings, normal evacuation routes may not be available and may be dangerous for emergency rescue workers. Many urban fire departments use retractable ladders or vehicle-mounted cranes and buckets to physically access residents through external windows. These surface systems are effective but the operational height is limited to about 20 floors.

Large cities are composed of many high-rise buildings for which existing methods of assisting evacuation are almost impossible. As a relatively serious realistic event, 9/11/2001, thousands of twin tower households were trapped at that time, eventually tragic in the event of fire and building collapse. Among the evasive population, many suffer serious health impairment due to the lack of appropriate breathing equipment. There is no simple solution because many high rise buildings have complex external geometries (e.g., curved sides and/or sharp roofs), which precludes various potential methods of assisting in evacuation, including lowering platform and roof helicopter evacuation using ropes and pulleys.

It would therefore be desirable for emergency personnel to have an air rescue tool that can be used to transport emergency materials, provide on-site medical assistance, and assist in evacuation, and that is suitable for use in all buildings, whether standardized, odd-shaped, tall, complex, or skyscrapers.

Disclosure of Invention

In order to solve the problems in the background art, the air transportation system with the extension channel is applicable to all buildings, whether standardized, peculiar in shape, tall, complex or skyscraper, and can be used for conveying emergency materials, providing on-site medical assistance and assisting evacuation.

The application provides an air transportation system with extension passageway adopts following technical scheme:

optionally, the method comprises the following steps:

a core platform;

a bridge configured to be extendable with respect to the core platform and configured to be positioned on the core platform;

and the propeller is arranged on the core platform and used for generating a net thrust which is enough to push the air transportation system and the additives to lift into the air.

Through adopting above-mentioned technical scheme, during operation, the propeller drives the core platform and rises to the sky, and move to the operation region of high-rise building, then through the windowsill that the bridge extends to, balcony, position department such as railing and building, realize that air transportation system and building are connected, can form the passageway that can supply personnel and/or article to pass through the bridge, personnel and/or article just can get into the core platform through the bridge, after personnel and/or article get into the core platform completely, the bridge is retracted in the core platform, the propeller can drive the additional thing on air transportation system and the air transportation system and remove to appointed region or the safe region, like ground, can accomplish the transportation of personnel and goods so far, reach can be used to transport urgent supplies, provide on-the-spot medical aid and help evacuation, be applicable to all buildings, whether standardized, the shape is peculiar, high-size, complicated or the sky building.

Optionally, the method further comprises:

the driving shaft is rotatably arranged below the core platform, and a driving wheel is coaxially fixed on the driving shaft;

the traction belt partially surrounds the periphery of the driving wheel, and two ends of the traction belt are respectively fixed at two end parts of the bridge;

the driving wheel rotates to drive the traction belt to reciprocate so as to drag the bridge to extend or retract relative to the core platform.

Through adopting above-mentioned technical scheme, during operation, the drive shaft drives the drive wheel and rotates in step, can drive the rotation along with the drive wheel that pulls and reciprocate to realize dragging the bridge and realize extending or shrink for the core platform, when the bridge extends, can build the passageway of core platform and building through the bridge, when personnel gets into the core platform, the bridge shrink, reduces the focus skew of air transportation system on the one hand, improves the stability of air transportation system operation, on the other hand also can reduce the whole volume of air transportation system, improves the flexibility of air transportation system motion.

Optionally, the method further comprises:

the driving motor is arranged below the core platform and used for driving the driving shaft to rotate.

By adopting the technical scheme, the driving motor drives the driving shaft to rotate, so that the automatic extension and retraction of the bridge can be realized.

Optionally, the method further comprises:

the manual driving piece is arranged above the core platform;

and one end of the vertical transmission mechanism is positioned below the core platform and connected with the driving shaft, and the other end of the vertical transmission mechanism is positioned above the core platform and connected with the manual driving piece, and the manual driving piece can drive the driving shaft to rotate through the vertical transmission mechanism.

Through adopting above-mentioned technical scheme, the operator can rotate manual driving piece on the core platform, then directly drive the drive shaft rotation by vertical transmission mechanism to realize the extension or the shrink of the manual transaxle of operator for the core platform.

Optionally, the method further comprises:

and the clutch is arranged between the vertical transmission mechanism and the manual driving piece and is used for connecting or disconnecting the vertical transmission mechanism and the manual driving piece.

Through adopting above-mentioned technical scheme, the clutch of setting can avoid the staff mistake on the core platform to touch manual driving piece.

Optionally, the method further comprises:

two locking holes, both of which are arranged on the bridge;

a pin assembly secured to the core platform, the pin assembly including a movable pin shaft;

the pin shaft of the pin assembly is inserted into a locking hole, so that the bridge can be fixed at a retracted position; the pin shaft of the pin assembly is inserted into another locking hole, which can fix the bridge in the extended position.

By adopting the technical method, when the bridge extends to the extending position during operation and when the bridge retracts to the retracting position, the pin assembly and the locking hole are matched, so that the bridge can be locked, on one hand, the stability of personnel passing through the bridge is ensured, on the other hand, the bridge cannot slide out due to the inclination of the air transportation system in the retracting state, and the stability of the air transportation system is ensured.

Optionally, the round pin subassembly is the spring pin, the round pin axle of round pin subassembly receives the spring force can push in arbitrary pinhole voluntarily, still includes:

the tension device is arranged above the core platform;

a cable connected to the tension device and the pin shaft of the pin assembly;

the pulling device pulls the cable to enable the pin shaft of the pin assembly to be separated from the locking hole of the locking hole plate.

During operation, the cable is pulled through the tension device above the core platform, so that the pin shaft of the pin assembly can be driven to be separated from the locking hole, and the bridge is converted from the locking state to the unlocking state, so that free expansion and contraction of the bridge can be completed.

Optionally, the tension device includes:

a guide disposed on the core platform for guiding the cable to above the core platform;

the supporting seat is fixedly arranged above the core platform;

One end of the lever is hinged to the supporting seat, a bulge deviating from the hinge shaft position of the lever arm is formed on the lever and is used for being connected with a cable, and the lever can be rotated to drag a pin shaft of the cable pulling pin assembly to be separated from the pin hole.

By adopting the above technical solution, the operator drives the tension device by rotating the lever about the hinge point. As the lever rotates, the protrusion also rotates, resulting in displacement of the connection position of the protrusion to the cable. The displacement is transmitted to the cable, which slides within its guide away from the pin assembly, while at the same time the displacement of the cable causes the displacement of the pin shaft of the pin assembly to disengage from the locking hole, thus achieving the unlocking of the bridge, enabling the manual implementation of the unlocked state of the bridge.

Optionally, a plurality of tension devices and a plurality of branch cables respectively connected with the tension devices are arranged above the core platform;

the pin shaft of the pin assembly is connected with a transmission cable;

the two branch cables are connected with the transmission cable and are used for converting the displacement of any branch cable into the equivalent displacement of the transmission cable.

Through adopting above-mentioned technical scheme, the operating personnel can operate the pulling force device in different positions on the core platform, realize the unblock of bridge for the core platform to satisfy different operation demands.

Optionally, the method further comprises:

a brake disc coaxially fixed to the drive shaft;

the clamp is arranged below the core platform and is positioned at one side of the brake disc;

the clamp clamps the brake disc and can limit the rotation of the driving shaft;

the clamp is disengaged from the brake disc and the drive shaft is free to rotate.

Through adopting above-mentioned technical scheme, the brake disc rotates along with the drive shaft is synchronous, and when clamping the brake disc, just can directly restrict the rotation of drive shaft, and then just also restricted the position of drive wheel, so, just can restrict the removal of traction area, and then alright be fixed in arbitrary flexible position with the bridge, satisfy more operation demands.

Optionally, the method further comprises:

the linkage component is arranged below the core platform and used for maintaining the clamping force of the clamp on the brake disc;

and the tension device is used for driving the linkage component to release the clamping force of the clamp on the brake disc.

Optionally, the tension device is configured above the core platform, and further includes:

a cable arranged between the tension devices of the linkage member;

the tension device pulls the cable, so that the linkage part can lose the holding of the clamping force of the clamp, and the brake disc can rotate freely.

Through adopting above-mentioned technical scheme, the operating personnel can be in core platform top, and the operation pulling force device can drive the linkage part action through the cable to the unblock clamp is to the clamp of brake disc, realizes the free rotation of drive shaft.

Optionally, the linkage member includes:

the four connecting rods are hinged with each other in the same plane, so that any connecting rod can relatively rotate relative to the rest connecting rods;

the ratchet device is arranged among the four linkage rods, and the locking state of the ratchet device can limit the relative positions of the four linkage rods, and can keep the clamping force of the clamp on the brake disc until the ratchet device is released;

the cable is connected with the tension device, and one end of the cable, which is away from the tension device, is connected with the ratchet device and is used for releasing the ratchet device;

any one of the coupling rods is connected with the clamp for driving the clamping action of the clamp.

Optionally, the method further comprises:

the rear column is vertically arranged on the side, close to the extending direction of the bridge, of the core platform, the lower end of the rear column is provided with a lower pulley, and the upper end of the rear column is provided with an upper pulley;

the front column is vertically arranged at the front end of the bridge extending direction.

One end of the traction rope is fixed at the end part of the bridge, one end of the traction rope is fixed at the upper end of the front column, and the middle part of the traction rope extends to the position of sequentially bypassing the lower pulley and transmitting with the upper pulley in a Z shape.

Through adopting above-mentioned technical scheme, the haulage rope of setting, at the flexible in-process of bridge, can remain tension throughout, after the bridge extends core platform, can act as the restraint of bridge both sides to the personnel of walking on the protection bridge, and can supply the personnel to support when walking on the bridge, improve the security of bridge.

Optionally, the method further comprises:

the fixed-length steel wire is obliquely fixed between the upper end of the rear column and the core platform;

the reel assembly is fixed at the upper end of the rear column;

a retractable steel wire, one end of which is connected to the reel assembly and the other end of which is connected to the extending end of the bridge;

the bridge extends to an extreme position, and the telescopic steel wire is in a tensioning state;

the bridge is retracted, and the scroll component drives the telescopic steel wire to be wound.

Through adopting above-mentioned technical scheme, when the bridge extends to extreme position, scalable steel wire will stretch to the tensioning state, and at this moment, cooperation fixed length steel wire and scalable steel wire draw respectively hold in the opposite side of post, can improve the bearing capacity of bridge, and when the bridge is retracted, the spool subassembly drives scalable steel wire rolling, also can realize the accomodating of scalable steel wire, avoids scalable steel wire to drop.

Optionally, the bridge comprises a root portion, a middle portion and a nose portion;

The two ends of the middle part are respectively hinged with the root part and the front end part, so that the root part and the front end part can rotate to a preset angle relative to the middle part.

Through adopting above-mentioned technical scheme, can realize that the bridge can improve the flexibility of bridge for the swing of certain angle, satisfy different operation demands, also can avoid the collision of bridge and building to directly transmit to the core platform, protect the core platform.

Optionally, the root portion, the middle portion and the front end portion each include:

a bridge deck disposed along an extension direction of the bridge;

the bridge longitudinal supports are arranged on two sides of the bridge deck in a split mode along the extending direction of the bridge deck, and adjacent ends of the bridge longitudinal supports of the root part, the middle part and the front end part are mutually hinged, wherein a plurality of bridge longitudinal supports are vertically arranged on two sides of the bridge deck of the middle part at intervals.

Optionally, a gasket is arranged in the adjacent bridge longitudinal supports on the same side of the middle part.

In summary, the present application has at least the following beneficial effects:

when the device works, the propeller drives the core platform to ascend to the air and move to a working area of a high-rise building, then the connection between the air transportation system and the building is realized by extending to the positions of a windowsill, a balcony, a railing and the like through the bridge, namely, a channel through which personnel and/or articles can pass can be formed through the bridge, the personnel and/or articles can enter the core platform, after the personnel and/or articles completely enter the core platform, the bridge retracts into the core platform, the propeller can drive the air transportation system and the accessories on the air transportation system to move to a designated area or a safe area, such as the ground, so that the transportation of the personnel and the cargoes can be completed, and the device can be used for transporting emergency materials, providing on-site medical assistance and assisting evacuation, and is suitable for all buildings, namely, standardized, special-shaped, tall, complex or skyscrapers.

Drawings

FIG. 1 is a perspective view of an air handling system and its major components;

FIG. 2 is a perspective view of the air handling system when folded;

FIG. 3 is a side view of the air handling system illustrating the core platform area;

FIG. 4 is a perspective view of a telescoping cantilever bridge;

FIG. 5 is a schematic illustration of a suspension configuration of a telescoping cantilever bridge;

FIG. 6 is a schematic view of a telescoping mechanism of a telescoping suspension bridge;

FIG. 7 is a schematic illustration of a brake disc construction;

FIG. 8 is a schematic view of a coupling component;

FIG. 9 is a schematic view of a flexible bridge that is retractable;

FIG. 10 is a schematic structural view of a bridge longitudinal support of a flexible retractable bridge;

FIG. 11 is a perspective view of a folding bridge;

FIG. 12 is a schematic structural view of a scissor barrier of a folding bridge;

FIG. 13 is a schematic structural view of the rear assembly of the folding bridge;

FIG. 14 is a schematic structural view of the central component of the folding bridge;

FIG. 15 is a schematic structural view of the front assembly of the folding bridge;

FIG. 16 is a perspective view of a holder structure;

FIG. 17 is a schematic view of the front and rear attachment frame structure of the holder;

FIG. 18 is a perspective view of the holder after rotation of the front jaw;

FIG. 19 is a perspective view of an arm structure;

FIG. 20 is a perspective view of another arm structure;

FIG. 21 is a perspective view of the landing gear;

FIG. 22 is a front view of a swing device employed as a landing gear support foot structure;

FIG. 23 is a schematic view of a wobble device;

FIG. 24 is a perspective view of a foot support structure employing skis;

FIG. 25 is a schematic front view of a foot support structure employing skis;

FIG. 26 is a schematic view of a landing gear lever arm structure

FIG. 27 is a perspective view of a car structure in the floor-based transportation unit;

fig. 28 is a schematic view showing a deployed state of a cabin structure in the ground transportation device.

Reference numerals illustrate: 1. a core platform; 11. the platform is longitudinally supported; 12. a platform deck; 121. a front door; 122. a middle door; 123. a rear door; 124. a test point area; 125. a passenger zone; 126. pilot zone; 127. an energy storage area; 13. platform constraint; 14. a rolling support structure; 141. a roller; 142. a roller seat; 15. a driving mechanism; 151. a drive housing; 152. a driving wheel; 153. a drive motor; 154. a drive shaft; 155. an idler; 156. a traction belt; 157. a driving wheel; 158. a circulation element; 16. a locking system; 161. a pin assembly; 162. locking the orifice plate; 163. a conduit; 164. a cable; 1641. a first cable; 1642. a second cable; 1643. a linkage cable; 1644. a drive cable; 165. a tension device; 166. a support base; 167. a lever; 1671. a protrusion; 168. a first shunt; 17. a second locking system; 171. a brake disc; 172. a clamp; 173. a coupling member; 1731. a coupling rod; 1732. an elastic member; 1733. a ratchet device; 18. a manual drive configuration; 181. a hand wheel; 182. a universal joint; 183. a transmission shaft; 184. a fixing seat; 185. a vertical commutator; 186. a coupling;

2. A bridge; 21. the bridge is longitudinally supported; 211. cross supporting; 212. a slide block; 22. a bridge deck; 23. bridge restraint; 231. a rear pillar; 232. a front pillar; 233. a traction rope; 234. a lower pulley; 235. an upper pulley; 24. a hanging configuration; 241. a fixed length steel wire; 242. a tensioner; 243. a reel assembly; 244. a retractable steel wire; 25. a flexible bridge; 251. a root portion; 252. a middle portion; 253. a front end portion; 254. a gap; 255. a gasket; 26. two-fold bridge; 261. a guide member; 262. a rear assembly; 2621. a first cross support; 2622. a connecting piece; 2623. a second cross support; 2624. a hinge plate; 2625. a guide joint; 263. a middle assembly; 2631. a coupling member; 264. a front assembly; 2641. an alignment plate; 2642. a spacer; 27. a scissor barrier; 271. an extension element; 2711. an upper joint; 2712. a middle joint; 2713. a lower joint; 272. a sliding guide rail; 273. a sliding hinge;

3. a propeller; 31. a motor; 32. a propeller; 33. a speed controller; 34. a blade shroud; 341. a receiving rod; 342. a ring segment;

4. a holder; 41. a front jaw; 411. a front auxiliary frame; 412. an accessory hinge; 413. a position holder; 414. a guide plate; 42. a rear jaw; 421. a rear attachment rack; 422. a reinforcing plate; 43. a sliding frame; 44. an actuator; 441. a piston; 442. a cylinder; 443. a servo motor; 45. a cable system; 451. an upstream cable duct; 452. a second splitter; 453. a downstream cable duct; 46. quick release connector; 461. jaw hinge; 462. a positioning lock; 463. a glass punch;

5. An arm; 51. a platform bracket; 511. an upper bracket; 512. a lower bracket; 52. a lateral support arm; 521. a locking member; 522. an upper connector; 523. a lower connector; 524. a support; 525. a movable coupling; 526. a sleeve seat; 53. a propeller support; 54. a storage auxiliary device;

6. landing gear; 61. a main frame; 62. a support leg; 63. supporting feet; 64. a damper; 641. a shock absorbing bracket; 65. a control arm; 651. a connecting rod; 652. an upper support; 653. a lower support; 654. a mounting base; 655. an end connector; 66. a swinging device; 661. a support shaft; 662. spokes; 663. a ground contact pad; 664. positioning a torsion spring; 665. a cross bar; 67. a limit rod; 68. a skid; 681. a coupler; 69. a lever arm; 691. a rotary wheel; 692. a hook body;

7. a trailer box; 71. a bottom plate; 72. a front end plate; 73. a rear end plate; 74. a side plate; 75. a top plate; 76. a locking mechanism; 77. and a support arm.

Detailed Description

The present application is described in further detail below in conjunction with figures 1-28.

The following words may be involved in the practice of this embodiment, and for ease of understanding, the following definitions are provided herein for convenience and general description. The terms used in this patent should not be strictly limited by the definitions provided herein.

"building" means any large man-made structure, including: houses, skyscrapers, factories, bridges, monuments, large wind turbines, etc.

"fence" refers to something surrounding an object, such as a fence or wall, where the top can be opened or closed.

"energy source" is defined broadly herein. The preferred energy source is a solid state battery that is resistant to damage and high temperatures, but a variety of liquid fuels may be used.

"gripper" refers to any mechanical system that grips something.

"stowing assist device" refers to any device or mechanism that allows or assists a user in stowing and/or transporting a robotic arm on the ground.

"Cable" refers primarily to a strong rope made of metal wires. For purposes of this patent, the term "cable" is defined to include any long flexible wire, including: ropes, chains, wires, ribbons, etc., and may include one or more short rigid rod-like elements as part of the cable. The short rigid rod-like element may be provided at one end or inside the cable.

"shunt" refers to a device that produces a means of mechanical interaction between one or more input cables and one or more output cables such that displacement of at least one input cable results in an equivalent displacement of at least one output cable.

The main constitution of the air transport system of the present application is described below.

The preferred embodiment of the air transport system carries up to 600 kg of payload sufficient to accommodate two workers and up to four passengers, or equivalent cargo mass thereof.

Referring to fig. 1 and 2, the air transportation system mainly comprises a core platform 1, a bridge 2 and a propeller 3, wherein the bottom of the core platform 1 mainly adopts a platform longitudinal support 11 and lays a platform deck 12, and the preferred platform longitudinal support 11 is of a truss structure and has light strength and rigidity. While the platform deck 12 is provided with a through hole arrangement at its upper surface to reduce weight and allow rain water to pass through. Preferred materials for the various components include aluminum and composite materials, including fiberglass and carbon fiber. The propeller 3 is used for lifting the core platform 1 and maintaining the core platform 1 stably at a certain height. The two sides of the core platform 1 can be provided with platform protection constraints, such as a railing formed by extending along the longitudinal direction of the core platform 1,

The core platform 1 may also include platform restraints 13 to prevent people from falling off the platform. Platform restraint 13 extends longitudinally along each side of the platform. Which may be solid walls and/or a fully closed roof, but preferably the platform restraint 13 is fully open at the top, mostly open at the sides, and reaches a height of at least 90 cm above the upper surface of the platform deck 12. Preferred obstructions may include: fence, net, fence, tubing, strap, belt, rope, cable 164 or the like.

Referring to fig. 2 and 3, the core platform 1 may further be provided with a front door 121, a middle door 122 and a rear door 123 in sequence, and in this embodiment, on the upper side of the platform deck 12, the area between the front door 121 and the middle door 122 is designed to be a test point area 124 and a passenger area 125 in sequence, while the area between the middle door 122 and the rear door 123 is designed to be a pilot area 126, and on the lower side of the platform deck 12, the lower side corresponding to the pilot area 126 is designed to be an energy storage area 127.

Referring to fig. 1 and 3, the bridge 2 may extend outwardly from the core platform 1 in any direction, such as: extending outwardly from the sides of the core platform 1 or forwardly from the front of the core platform 1. In the latter case, the worker may load passengers and/or goods through the front door 121 and the middle door 122. The front door 121 may be opened in a backward swing manner, and the middle door 122 may be opened upward by a hinge, thereby avoiding interference with workers, passengers, or goods. The front end of the bridge 2 may also be provided with a holder 4 for establishing a connection with a building so that personnel may safely get on the bridge 2.

The pilot can step on the core platform 1 using the rear door 123, and the rear door 123 is hinged near the bottom of the core platform 1 and swings downward. The rear door 123 includes a plurality of crossbars that allow the rear door 123 to swing downward to act as a ladder for the pilot. The platform deck 12 area of the core platform 1 corresponding to the pilot is raised relative to the remaining platform deck 12 area portions of the core platform 1 to enhance visibility and provide space for the energy storage area 127.

The energy storage area 127 contains a weight, such as a battery or an oil tank. It is convenient for the pilot to sit above the energy storage region 127 and be used to move the centre of gravity of the air transport system backwards. Thus, even if the bridge 2 extends completely forward from the core platform 1 and a heavy person stands near the front end of the bridge 2, the air transport system can remain completely controllable.

Referring to fig. 1, as one embodiment of the bridge 2 in the present application, the bridge 2 is a long, thin and narrow structure that allows personnel and cargo to be transported between the air handling system and the building while allowing the remainder of the air handling system, including the propulsion device 3 and the core platform 1, to fly at a safe distance away from the building. The bridge 2 may be fixed or telescopic and may be arranged in various ways to the core platform 1. The bridge 2 protrudes at least one meter from the outermost layer of the nearby propeller 3.

The bridge 2 mainly comprises: bridge longitudinal supports 21 and bridge decks 22. The bridge longitudinal supports 21 are mutually parallel in the longitudinal direction of the bridge 2. The bridge deck 22 is provided on the upper side of the bridge longitudinal support 21 and helps the bridge longitudinal support 21 to share and resist loads mainly caused by the following weights: bridge 2, persons traversing bridge 2, cargo carried by persons, and any loads transferred to bridge 2 by air handling system and/or gripper 4.

Bridge deck 22 provides a broad planar surface substantially perpendicular to the direction of gravity for people to safely traverse. The bridge deck 22 may be provided with an array of through holes to prevent people from slipping down when walking. And the array of through holes of the bridge deck 22 allows rain to flow away without water accumulation. In addition, the bridge deck 22 may also be surface treated by: such as roughing, application of a grip tape, use of a tread pattern or use of a series of upwardly directed anti-slip perforations, which may also double as through holes.

In the embodiment of the bridge 2 in the present application, the simplest embodiment of the bridge 2 is fixed. The bridge 2 may be of a cantilever construction design, as in the simplest configuration, the bridge 2 may be fully integrated with the core platform 1, either as an extension of the core platform 1 outwards or in combination with the core platform 1, the fixed bridge 2 may also be of a suspended construction design, wherein the vertical load is at least partly carried by ropes, wires, cables 164 etc.

In a more preferred embodiment of the bridge 2 of the present application, the bridge 2 may be configured in a telescoping fashion, and when the bridge 2 is configured in a telescoping fashion, the bridge 2 may extend outwardly from the core platform 1 in any direction, including forward and sideways. The telescopic form of the bridge 2 may be achieved by, for example, sliding or telescoping in and out of the core platform 1, rotating from below the core platform 1, while the swivel hinge may be rotated up or down in a form similar to the suspension bridge 2 and other methods of achieving extension or retraction of the bridge 2. When the bridge 2 is retracted, the air handling system may be more compact, facilitate ground transport and storage, also more easily bypass obstacles during flight, and the maximum air handling system rotation rate increases due to the lower moment of inertia. When the bridge 2 is extended, the air system is allowed to maintain a safe distance from the building while the connection between the air system and the building is established for workers and evacuators.

In a specific embodiment of the present application, the bridge 2 structure in telescopic form may take the following configuration:

the structure of the bridge 2 in telescopic form mainly comprises: a bridge 2, a rolling support structure 14 and at least one telescopic mechanism.

For the bridge 2, the preferred bridge longitudinal support 21 is a truss, tube or beam. In fig. 1, a girder-type bridge longitudinal support 21 is shown, and in fig. 4, a rectangular tubular structure is shown, and referring to fig. 5 and 6, in this structure, cross supports 211 are alternately vertically staggered, the cross supports 211 are all round tubes and are perpendicular to the extending direction of the bridge longitudinal support 21, and a plurality of cross supports 211 are fixedly arranged on the bridge longitudinal support 21 along the extending direction of the bridge 2.

As shown in fig. 6, the rolling support structure 14 takes the load applied by the bridge 2 and enables the bridge 2 to slide in and out on the core platform 1 with minimal frictional resistance. The rolling support structure 14 may be arranged in various ways, but the complete set of rolling support structures 14 used in the present embodiment should preferably include one of the following positions, front upper, front lower, front left, front right, rear upper, rear lower, rear left and rear right. It is noted that the above directional description is with respect to a person standing at the front end of the bridge 2 and looking outwardly towards the end of the bridge 2.

As shown in fig. 6-8, each rolling support structure 14 employs rollers 141 and is secured to the core platform 1 by roller mounts 142. One roller seat 142 may include a plurality of rollers 141. In a preferred embodiment, at least two roller seats 142 are employed and the two roller seats 142 are located between the deck of the core platform 1 and the platform longitudinal support 11.

In the present embodiment, the illustrated bridge 2 in telescopic form extends forward from the front of the core platform 1, the core platform 1 having one platform longitudinal support 11 on each side of the bridge 2. The front roller seat 142 is located near the front edge of the core platform 1 and the rear roller seat 142 is located a distance behind the front roller seat 142. The roller mount 142 is attached to the platform longitudinal support 11 using fasteners.

The longitudinal distance between the front and rear roller seats 142 is optimized to withstand various loading conditions, including the forces exerted by heavy personnel standing on the edge of the fully deployed bridge 2. Reasonable safety factors are applied and the size is adjusted to minimize the weight of the material. Each roller mount 142 is shown spanning the entire width between two platform longitudinal supports 11, i.e. each roller mount 142 is connected to the left platform longitudinal support 11 on its left side and to the right platform longitudinal support 11 on its right side. Each roller seat 142 includes at least four rollers 141 of upper left, lower left, upper right, and lower right, and each roller seat 142 has a rectangular space penetrating the roller seat 142 in the direction in which the bridge 2 is extended and retracted, and the bridge 2 can freely pass through the rectangular space forward and backward when the bridge 2 is extended and retracted.

The telescopic mechanism may allow the bridge 2 to be deployed or stowed as desired, including the drive system, locking system and restraint system. The telescopic mechanism may be configured in a variety of ways, but in the preferred embodiment is functionally coordinated using both electronic and manual operations. The electronic operation of the telescopic mechanism may be performed by the pilot on board, or by a user connected wirelessly to the ground. The manual operation may be performed in whole or in part by an onboard pilot and/or an onboard crew. The preferred arrangement allows an on-board crew and an on-board pilot to operate the bridge 2 electronically and manually from the front and rear of the air transport system, respectively.

As shown in fig. 6-7, a preferred drive system for the telescopic mechanism includes the following: a drive housing 151, a drive wheel 152, a drive motor 153, a drive shaft 154, an idler 155, a transmission system, and a traction belt 156.

As shown in fig. 6, the drive housing 151 is located below the bridge 2 between the front roller seat 142 and the rear roller seat 142 below the platform longitudinal support 11. The driving housing 151 is fixedly connected to the two roller seats 142, as shown in fig. 7 to 8, and in particular, the driving housing 151 includes a left plate and a right plate. The driving motor 153 is mounted to the driving housing 151. The drive shaft 154 passes through concentric holes in each plate of the drive housing 151, and each hole of the drive housing 151 is provided with a bearing for receiving the drive shaft 154. The drive wheel 152 is coaxially fixed to the drive shaft 154 between the two plates. The drive motor 153 drives rotation of the drive shaft 154 and the drive wheel 152 via a transmission system. Idler 155 is provided in at least one and is disposed between two plates of drive housing 151. The front end of the traction belt 156 is fixed near the front of the bridge 2 to form a front line anchor of the bridge 2, the middle of the traction belt 156 bypasses the periphery of the driving wheel 152 by a section and the periphery of the at least one idler wheel 155 by a section, and the rear end of the traction belt 156 is fixed near the rear of the bridge 2 to form a rear line anchor of the bridge 2.

As shown in FIG. 7, the preferred transmission system includes at least two drive wheels 157 cooperating, with a smaller diameter as the small wheel and a larger diameter as the large wheel, such as a gear drive, and may further include one or more endless elements 158 that transfer torque from the drive motor 153 to the drive shaft 154, such as a belt drive, a chain drive, or the like.

As the drive wheel 152 rotates in the "protracted" direction of the bridge 2 beam, tension is created on the traction belt 156 between the drive wheel 152 and the rear line anchor point, which pulls the bridge 2 forward. The bridge 2 then slides along the respective rollers 141 and through the rectangular space in the roller mount 142 as the bridge 2 extends outwardly to the edge of the core platform 1. As drive wheel 152 rotates in the "retract" direction of bridge 2, tension is created on traction belt 156 between drive wheel 152 and the front line anchor point, which pulls bridge 2 rearward. The bridge 2 then slides along the respective rollers 141 and through the rectangular space on the roller mount 142 as the bridge 2 retracts to the core platform 1.

A manual drive arrangement 18 is also presented in the embodiments of the present application, the manual drive arrangement 18 being such as to allow at least the drive shaft 154 to be manually rotated by a crew member on the core platform 1. The manual rotation of the drive shaft 154 is accomplished through a series of mechanical connections that extend from one end of the drive shaft 154 to the crew's location. Preferably on the deck of the core platform 1 when the bridge 2 is fully extended, near the interface of the core platform 1 and the root of the bridge 2.

As shown in fig. 5 and 8, one such embodiment of the manual drive arrangement 18 is one that also includes the following: the manual driving member, such as a rocker, a hand wheel, etc., adopts the hand wheel 181 in the embodiment, and further comprises a universal joint 182, a transmission shaft 183, a fixed seat 184, a vertical commutator 185 and a coupling 186. The universal joint 182, the transmission shaft 183, the fixing base 184, the vertical commutator 185, and the coupling 186 constitute a vertical transmission mechanism.

Wherein the drive shaft 154 extends completely through the drive housing 151 and protrudes outwardly from the drive housing 151. The drive shaft 183 and the universal joint 182 are provided in plural numbers, and for clarity of description, the first drive shaft 183 is connected to the protruding portion of the drive shaft 154 through the first universal joint 182 in order of first and second. The first drive shaft 183 then extends outwardly from the drive housing 151 to one side of the axle 2 and is connected to a vertical commutator 185, such as a bevel gear box, via a second universal joint 182. The vertical commutator 185 realizes a power transmission in a vertical direction, one end of which is horizontally disposed and the other end of which is vertically disposed, and the second universal joint 182 is connected to the horizontal end thereof. The second drive shaft 183 is connected to the other end of the vertical commutator 185 through a third universal joint 182 and a coupling 186. The second drive shaft 183 extends in a substantially vertical direction towards the platform deck 12. While the deck 12 is reserved with holes provided with clamps and bearings. The second drive shaft 183 is rotatably connected to the hole by a bearing and is in turn connected to a third drive shaft 183 located above the platform deck 12 by a fourth universal joint 182. The third driving shaft 183 is disposed in a substantially vertical direction at an underside connected to the fixing base 184 through the fifth universal joint 182. And the fixing base 184 is fixedly connected to the rail at one side of the core platform 1 and includes lower and upper bearings. The hand wheel 181 is located on the upper side of the fixed base 184 and interfaces with a clutch that is separated from the third transmission shaft 183 by a spring force.

The drive shaft 154 is free to rotate without control of the hand wheel 181, but depressing the hand wheel 181 against the spring force causes the clutch to engage between the hand wheel 181 and the third drive shaft 183, creating a temporary mechanical coupling between the hand wheel 181 and the third drive shaft 183 when the hand wheel 181 is manually rotated, such that manual rotation of the hand wheel 181 forces rotation of the third drive shaft 183, the second drive shaft 183, the vertical commutator 185, the first drive shaft 183 and the final drive shaft 154. Rotation of the hand wheel 181 in one direction results in extension of the bridge 2 and rotation of the hand wheel 181 in the other direction results in retraction of the bridge 2.

Further, a locking system is also provided in this embodiment for securing the bridge 2 in a particular extended or retracted position to prevent unwanted or unexpected movement of the bridge 2. If no locking system is provided, the bridge 2 may accidentally slide in or out of the core platform 1 during pitching of the air transport system or when the bridge 2 is connected to the building construction. The slipping-off may endanger the person who is passing through the bridge 2, the person on the air transport system and the ground personnel. Pushing in may create a similar hazard due to the proximity of unsafe air transport systems. The locking system may be electronically controlled or manually operated, effecting locking or unlocking of the bridge 2 relative to the core platform 1. The preferred embodiment utilizes complex versatility of locking and unlocking by pilots and workers.

In a simpler embodiment of the locking system, an automatic bridge 2 locking and unlocking may be provided, both for the onboard workers and the pilot, and for manual unlocking by the crew. A simple locking system may comprise: the pin assembly 161, locking aperture plate 162, preferably the pin assembly 161 is a spring pin that automatically pushes the pin into the locking aperture whenever the pin and locking aperture are aligned.

Referring to one preferred locking system 16 shown in fig. 5-6. The bridge 2 has at least one locking aperture plate 162 at its rear and at least one locking aperture plate 162 at its front. A locking aperture plate 162 is arranged on at least one side and/or top of the bridge 2; and a locking aperture plate 162 is attached to at least one bridge longitudinal support 21 or bridge deck 22. Each locking aperture plate 162 is provided with a locking aperture and extends through at least one wall of the bridge longitudinal support 21 or the bridge deck 22 of the bridge 2. The pin assembly 161 is configured on the core platform 1.

As the bridge 2 is extended and retracted, the pins of the pin assemblies 161 are aligned and can be pressed into the locking holes of the corresponding locking aperture plate 162 to lock the bridge 2 in place. For example, inserting the pin into the rear locking hole locks the bridge 2 in the extended position of the bridge 2, and inserting the pin into the front locking hole locks the bridge 2 in the retracted position of the bridge 2. In addition, it is also optional to provide a locking aperture plate 162 also in the intermediate position of the bridge 2 to achieve a lockable discrete and limited number of extended and retracted positions.

In an electronically controlled unlocking scheme, the electronic extraction may be performed by an onboard worker or pilot using controls, such as buttons or switches, located in the crew area and/or pilot zone 126. In this arrangement, electrical wiring is routed from the crew area and/or pilot area 126 to at least one pin assembly 161, and a solenoid or motor is disposed adjacent to or within each pin assembly 161, which when activated, extracts a pin shaft against the force of a spring pin. And after the pin has been extracted, the bridge 2 is unlocked and can be freely extended and/or retracted.

In the manual unlocking solution, a pulling device 165 and a cable system may also be included, whereas if the electronic extraction of the pin fails, the bridge 2 may also be unlocked manually for whatever reason, i.e. by an onboard worker through the cable system and the pulling device 165.

As shown in fig. 6, wherein the cable system comprises at least one of: the guide tube 163 and the cable 164 are fixed to the core platform 1, and the guide tube 163 serves as a guide for protecting the cable 164 and defining a travel path of the cable 164. The cable 164 is used for connecting the pin assembly 161 and the tension device 165, and in a normal state, the tension device 165 does not work, and the pin shaft of the pin assembly 161 can be inserted into the locking hole of the matched locking hole plate 162 through spring force; and when the pulling device 165 pulls the cable 164, the pin shaft of the pin assembly 161 can be driven against the spring force and move in the opposite direction to disengage the lock of the locking aperture plate 162.

Tension device 165 is located in the crew area above platform deck 12. When bridge 2 is fully extended, tension device 165 is near the root of bridge 2 as shown. The preferred tension device 165 includes a support 166, a reversing wheel and a lever 167. The support base 166 is fixed on the core platform 1, the steering wheel is rotatably arranged in the support base 166, a hinge point and a protrusion 1671 are arranged on the lever 167, the lever 167 is hinged on the support base 166 through the hinge point, and the protrusion 1671 is offset relative to the hinge point and is not parallel to the longitudinal axis. The protrusion 1671 is provided with a through hole near the tip, through which the cable 164 passes through the conduit 163, one end of the cable 164 passes around the circumference of the reversing wheel and is connected to the through hole, and the other end of the cable 164 extends through the conduit 163 to below the deck to the pin shaft of the at least one pin assembly 161.

The pilot actuates the tension device 165 by rotating the lever 167 about the hinge point. As the lever 167 rotates, the protrusion 1671 also rotates, causing the attachment aperture of the protrusion 1671 to displace. The displacement of the connection hole is transmitted to the cable 164, the cable 164 slides within its conduit 163 away from the pin assembly 161, while at the same time, the displacement of the cable 164 causes the displacement of the pin shaft of the pin assembly 161 out of the locking aperture plate 162, unlocking the bridge 2.

This design with electronically controlled operation plus manual operation provides additional safety and reliability, even if the electronic operation fails, the bridge 2 can still be unlocked by manual operation. Further, by placing the lever 167 in the unit area, it can be ensured that a worker can easily access and operate it. While the design of the protrusion 1671 may provide additional leverage 167 so that a worker may unlock the bridge 2 more easily.

As an alternative to the embodiments of the present application, an additional pulling device can also be placed in pilot zone 126 and connected by a second cable 164, so that the pilot can also unlock bridge 2 manually. In this case, however, it is necessary to route the first and second cables 164 from pilot section 126 and pilot section 126, respectively, to first splitter 168.

The first flow divider 168 is located below the core platform 1, near the edge of the core platform 1 and near the root of the bridge 2 in the fully deployed state. The first shunt 168 may be connected to any nearby stationary components, including: roller mount 142, platform longitudinal support 11, platform deck 12 or drive housing 151. For ease of description, the first cable 164 transmitted by pilot zone 126 is referred to as a first cable 1641, the second cable 164 of pilot zone 126 is referred to as a second cable 1642, and the third cable 164 connected to the pin shaft of pin assembly 161 is referred to as a link cable 1643. The first cable 1641 and the second cable 1642 may be referred to as branch cables, and the first shunt 168 converts the displacement of the first or second cable 164 into an equivalent displacement of the third cable 164 through internal interaction, and the displacement of the third cable 164 causes the pin shaft of the pin assembly 161 to displace and disengage from the locking hole.

A more complex embodiment of the second locking system 17 is shown in fig. 8. A locking system is provided that is electronically and manually locked and unlocked by the pilot and pilot from their respective locations on the platform deck 12. The complex locking system can lock the bridge 2 in any of the extended or retracted positions. This second locking system 17 comprises: at least one brake disc 171, a set of clamps 172 and a cable system. Wherein the cable system comprises: the guide tube, cable 164, a first shunt 168 and tension device 165 as described above, but in this embodiment, the linkage cable 1643 exits from the first shunt 168 to a new type of locking device.

As shown in fig. 7-8, the locking system 17 of the present embodiment further includes a coupling member 173 and a fourth cable 164, wherein the fourth cable 164 serves as a drive cable 1644, and the novel locking device functions as a compound lever 167 when transmitting displacement from the coupling cable 1643 to the drive cable 1644 through the coupling member 173. The coupling part 173 comprises four coupling rods 1731, which coupling rods 1731 are connected to each other by at least four articulated connections, forming a parallelogram mechanism. Each coupling rod 1731 is configured to rotate in the same plane relative to the other coupling rods 1731. As a result, displacement of the linkage cable 1643 results in a smaller displacement of the drive cable 1644, but generates a greater force for the drive cable 1644 to drive the clamp 172. The clamp 172 clamps both sides of the brake disc 171. The brake disc 171 is coaxial with and fixedly connected to the drive shaft 154. The brake disc 171 and the drive shaft 154 are forced to rotate together at the same angular velocity. When the clamp 172 tightly clamps the brake disc 171, the brake disc 171 is locked and the drive shaft 154 is locked so that the bridge 2 is locked in position.

More specifically, the coupling member 173 is located below the core platform 1 and the bridge 2 when the bridge 2 is fully extended, near the root of the bridge 2. The coupling member 173 may be attached to any nearby fixed member including the roller mount 142 and the platform longitudinal support 11. In addition, one or more brackets may be added to facilitate attachment of the coupling member 173.

The coupling member 173 also includes a ratchet arrangement 1733 having an elastic member 1732. Ratchet device 1733 locks coupling rod 1731 in place to maintain displacement and tension of linkage cable 1643 and drive cable 1644. Thereby maintaining the clamping force of the brake disc 171 unchanged until the ratchet arrangement 1733 is released. Ratchet device 1733 may be electronically controlled in the manner previously described using one or more control devices, wires, solenoids, or motors and configured as a simple locking system. Ratchet device 1733 may also be manually released using the cable system and tension device 165 of the simple locking system described previously. The complex locking system shown in the figures performs a function similar to a ratchet crimp pliers.

Referring to fig. 2, further, the bridge 2 may also include bridge restraints 23 to prevent people from falling off the bridge 2. The bridge restraints 23 extend longitudinally along each side of the bridge 2, which may be solid walls and/or a fully closed roof, but preferably the bridge restraints 23 are fully open at the top, open mostly on the sides, and reach a height of at least 90 cm above the upper surface of the bridge deck 22. Preferred bridge constraints 23 may also include: fences, nets, fences, pipes, belts, straps, ropes or the like.

In a specific embodiment of the present application, the bridge restraint 23 includes rails and mesh. While the edge portion of the core platform 1, which is close to the extending direction of the bridge 2, is fixed with a rear column 231, and the front end portion 253 of the bridge 2 is fixed with front columns 232 at two sides of the bridge 2, respectively, the front columns 232 and the rear columns 231 are substantially perpendicular to the bridge deck 22 of the bridge 2. The rails may extend from the rear post 231 to the front post 232 across the length of the bridge 2, with the mesh being used to fill the gap 254 between the rails on either side of the bridge 2.

The bridge constraints 23 used in embodiments of the telescopic bridge 2 may be configured to: a rigid tubular bridge rail having a slightly smaller diameter than the tubular rails to be secured to the two sides of the core platform 1. The bridge rail extends from the rear post 231 across the length of the bridge 2 to the front post 232 as previously described, and the front post 232 moves with the bridge 2. Each bridge rail is free to slide in and out of the tubular rails on either side of its respective core platform 1 with movement of the bridge 2, so that when the bridge 2 is extended, each bridge rail can slide out of its respective tubular rail and when the bridge 2 is retracted, can slide back into its respective tubular rail.

Another bridge restraint 23 for the telescopic bridge 2 may utilize a retractable barrier, strap or rope wound on a spring-loaded reel with at least one spring-loaded reel located on top of each rear post 231. The other end of each barrier, strap or rope is connected to the front post 232 such that when the bridge 2 is extended, the barrier, strap or rope is pulled out as the spool unwinds. When the bridge 2 is retracted, the barrier, tape or rope is pulled in and wound on the reel, thanks to its loaded spring. The barrier may be similar to that used by construction workers, the straps may be similar to those used to organize people in line, and the cords may be ropes, cables 164, chains, etc.

The present embodiments also provide a preferred bridge restraint 23. As shown in fig. 4, 5, 6, 8. The bridge restraint 23 includes the aforementioned rear and front posts 231, 232, and also includes a hauling rope 233, a lower pulley 234, and an upper pulley 235, wherein the term "hauling rope 233" is used to avoid confusion with terms such as "wire" and "cable" introduced previously, but it is understood that the "hauling rope 233" may be a wire, cable, rope, chain, or the like.

Specifically, the lower pulley 234 is installed below the core platform 1 through a pulley shield and may be attached to the platform longitudinal support 11 or the roller 141 frame, and the upper pulley 235 is installed above the core platform 1 through a pulley shield and may be attached to the upper end of the rear pillar 231. The circumferential surfaces of the upper pulley 235 and the lower pulley 234 may be formed in a U-shaped groove for restraining the traction ropes 233. One end of the hauling cable 233 is secured substantially from the end below the bridge deck 22 of the bridge 2 to form a rear hauling cable 233 anchor point and then extends longitudinally to a lower pulley 234 on the core platform 1 adjacent the same side of the bridge 2. As the bridge 2 is extended and retracted, the rear towing rope 233 anchor moves with it, but the lower pulley 234 remains fixed to the core platform 1. The distance between the anchor point of the rear traction rope 233 and the lower sheave 234 varies.

The traction ropes 233 are then guided upward by the lower pulleys 234. After about a degree of rotation, the traction ropes 233 pass vertically through the rear posts 231 on the same side of the bridge 2 until reaching the upper pulley 235. The pulling rope 233 is rotated about the upper pulley 235, and this pulling rope 233 extends generally horizontally in the same direction as before, forming a "Z" shape. When the traction rope 233 comes out of the upper pulley 235, it passes through one side of the bridge 2 and toward the front end of the bridge 2 until it reaches the vicinity of the top end of the front post 232 located on the same side of the bridge 2 to be fixed, forming an anchor point for the front traction rope 233. The front traction rope 233 anchor moves with the bridge 2, but the upper pulley 235 remains fixed. Thus, when a rigid bridge 2 is assumed, the distance between the upper pulley 235 and the anchor point of the front traction rope 233 is exactly the same as the distance between the rear rope anchor point and the lower pulley 234. Since the vertical distance between the lower pulley 234 and the upper pulley 235 is fixed, the length of the traction rope 233 does not change during extension and retraction of the bridge 2, and a constant tension to the traction rope 233 can be maintained.

The section of the traction rope 233 from the upper pulley 235 to the point of attachment of the front traction rope 233 is located at a height above the bridge deck 22 and can serve as a railing of adjustable length to prevent the falling of personnel passing over the bridge 2 beam. As shown in the drawings, the above-mentioned bridges 2 are constrained symmetrically on opposite sides of the bridge 2 to prevent personnel from falling. A similar structure can be used to arrange more constant tension ropes in an intermediate vertical position on each side of the bridge 2.

As shown in fig. 4-5, further embodiments of the present application are also presented in which the scalable suspension bridge 2 may utilize some or all of the components and features of the previously described scalable bridge 2 beam embodiments, including their drive, locking systems, and bridge 2 constraints. The telescopic suspension bridge 2 may further comprise a suspension arrangement 24, the suspension arrangement 24 comprising: a fixed length steel wire 241, a tensioner 242, a spool assembly 243 and a retractable steel wire 244,

on one side of the bridge 2, a fixed length steel wire 241 with a tensioner 242 extends from the platform to the rear post 231. On the same side of the bridge 2, a retractable wire 244 with a reel assembly 243 extends from the rear post 231 to the lower end of the front post 232 of the bridge 2 and is secured. Wherein the connection of the fixed length steel wire 241 with the core platform 1 forms a platform anchor, which is arranged at the rear of the core platform 1 at a distance from the rear column 231 such that the fixed length steel wire 241 forms an angle of 10 to 60 degrees with the platform deck 12 of the core platform 1, while the other end of the fixed length steel wire 241 is connected near the top of the rear column 231. Tensioner 242 is used to effectively adjust the length of fixed length wire 241 and the pretension at which it is installed. The preferred tensioner 242 may be a turnbuckle.

The reel assembly 243 comprises a winding spring which preferably provides a constant tension such that the retractable wire 244 automatically winds in whenever the bridge 2 is retracted and automatically winds out whenever the bridge 2 is extended. When the bridge 2 reaches its maximum extension, the retractable wire 244 reaches its maximum extension at the same time and can no longer be wound around. An angle is formed between the bridge deck 22 and the retractable steel wire 244 of the bridge 2, which angle is also between 10 and 60 degrees.

When a downward force is applied to the fully deployed bridge 2 without the air transport system being connected to the building, the front end of the bridge 2 will move downward, but such downward movement is resisted by the tension of the fully deployed retractable wire 244. Tension is transferred to the rear post 231 and a forward force is generated near the top of the rear post 231, which will cause the top of the rear post 231 to move forward, but the fixed length wire 241 resists forward bending of the rear post 231 just like a wire, while reducing stresses that may be generated near the root of the rear post 231.

As shown in fig. 4, such suspension arrangements 24 as described above may be arranged on both sides of the bridge 2, and such suspension arrangements 24 on both sides may be symmetrically arranged.

As shown in fig. 9, a flexible retractable bridge 25 is also provided in the embodiment of the bridge 2 of the present application, the flexible retractable bridge 25 allowing a limited range of drift of the air system while maintaining the connection of the air system to the building construction and avoiding excessive stresses inside the bridge 2 structure. The flexible bridge 25 is mainly realized by changing the bridge longitudinal support 21 and the bridge deck 22, wherein the bridge longitudinal support 21 and the bridge deck 22 are divided into three different parts: root portion 251, middle portion 252, and front portion 253. The root portion 251 and the nose portion 253 are of similar design to the embodiment of the telescopic cantilever bridge 2 described above, using similar connecting hardware. Of course, the root portion 251, the middle portion 252 and the nose portion 253 are all symmetrical about a vertical plane coinciding with the longitudinal axis of the bridge 2.

As shown in fig. 9, there is at least one hinge connection between the root portion 251 and the middle portion 252. There is also at least one hinge connection between the middle portion 252 and the front portion 253. The hinge is located on the outer end edge of the longitudinal support 11 of the root portion 251 and on the inner end edge of the longitudinal support 11 of the front end portion 253. Corresponding hinges are also located on the inner and outer ends of the longitudinal support 11 of the central portion 252. These hinges allow the central portion 252 to rotate relative to the root and tip portions. A locking aperture plate 162 is used to lock the bridge 2 in its retracted and extended positions. The locking aperture plate 162 may be located on the root portion 251 and the leading portion 253, respectively.

Further, the middle portion 252 has two bridge longitudinal supports 21 on each side of the bridge 2, the two bridge longitudinal supports 21 being vertically offset from each other, forming a gap 254 between the upper surface of the lower bridge longitudinal support 21 and the lower surface of the upper bridge longitudinal support 21, as shown in fig. 10. When the middle part 252 of the bridge 2 is rotated relative to its root part 251 and/or front part 253, the bridge longitudinal supports 21 on both sides of the middle part 252 of the bridge 2 will be rotated in the same direction by equidistant angles, which results in an increase or decrease of the gap 254 between the two bridge longitudinal supports 21, ensuring a rotation of the middle part 252 of the bridge 2. In addition, placement of shims 255 at different length positions of gap 254 can limit the range of rotation of middle portion 252 relative to root portion 252 and leading portion 253, distribute contact loads at the end points of the range, and reduce the risk of excessive bending in the vertical plane under compressive loads that may be generated by air handling systems, bridges, building connections, and traversing users.

Referring to fig. 11 and 12, there is also provided in the embodiment of the bridge 2 of the present application a collapsible bridge 2, the preferred embodiment of the collapsible bridge 2 being a two-fold bridge 26, which also has a bridge longitudinal support 21 and a bridge deck 22, and the bridge longitudinal support 21 and the bridge deck 22 are divided into two parts: a front bridge and a rear bridge. When the bridge 2 beam is fully retracted, the bridge longitudinal support 21 and the bridge deck 22 are essentially: parallel in the vertical direction and are closely attached to each other. When the bridge 2 beam is fully deployed, the bridge longitudinal support 21 and the bridge deck 22 are essentially: parallel in the horizontal direction and connected end to end with each other. The movement between these two states is constrained on each side of the bridge 2 by the following factors: at least one guide element 261, a rear assembly 262, a middle assembly 263, and a front assembly 264.

The preferred guide element 261 is a rod. For the two-fold bridge 26 embodiment, each guide element 261 is divided into a front guide element and a rear guide element. Portions of each guide element 261 are constrained to remain substantially parallel and substantially equidistantly offset from portions of the corresponding bridge longitudinal support 21 throughout deployment and retraction. And for the two-fold bridge 26 embodiment the front and rear bridge longitudinal supports 21, the bridge deck 22, and portions of the guide element 261 are generally mirror images of symmetry about a transverse plane passing through the center of the connection point. The whole bridge 2, including its constraints, remains symmetrically arranged about a plane substantially in the middle of the longitudinal axis of the bridge 2 and perpendicular to the longitudinal axis of the bridge 2.

Referring to fig. 13, the rear assembly 262 includes: a rear post 231 and a first cross brace 2621. The rear column 231 of the preferred embodiment comprises two mutually supported parallel tubes connected by a first cross support 2621, wherein the parallel tubes on both outer sides of the rear column 231 are each fixed with a rearwardly protruding connector 2622 to facilitate connection of the bridge 2 to the core platform 1.

The rear assembly 262 further includes: a second cross support 2623, a hinge plate 2624 and a guide joint 2625. The second cross brace 2623 is located below the bridge deck 22 of the bridge 2, between the rear posts 231. Hinge plate 2624 is disposed on at least one second cross brace 2623. The bridge longitudinal supports 21, the guide joints 2625 and the guide elements 261 are located on both sides of the bridge 2, and the bridge longitudinal supports 21 are located above the hinge plates 2624, joints and guide elements 261.

The bridge longitudinal support 21 is provided with an upper through-hole on both sides, each of which passes through the corresponding inner tube of the rear pillar 231, the bridge longitudinal support 21 and the hinge plate 2624 to form a concentric hole. A rod, pin or bolt is inserted into the upper through-hole to form a hinge so that the bridge longitudinal support 21 can freely rotate around the hinge.

The two sides of each bridge 2 are also provided with a lower through hole, and the upper through hole and the lower through hole are mutually vertically offset, wherein the upper through hole is positioned above the lower through hole. Each lower through hole passes through the corresponding inner tube of the rear post 231, the guide connector 2625 and the hinge plate 2624 and forms a concentric lower through hole, into which a rod, pin or bolt is inserted to form a hinge, about which the guide connector 2625 and its associated guide element 261 can freely rotate. Of course, in the simplified embodiment of the present application, the guide connector 2625 may be omitted and the through hole may be directly opened at the end of the guide member 261 to constitute a hinge, thereby realizing free rotation of the guide member 261.

Referring to fig. 14, the middle assembly 263 includes coupling members 2631 located at both sides of the bridge 2. Each coupling member 2631 has four corners, and each coupling member 2631 has four hinges, each hinge being disposed near one corner of the coupling member 2631, respectively. For convenience of description, four hinges are respectively referred to as an upper rear hinge, an upper front hinge, a lower rear hinge, a lower front hinge, and a rear portion of the bridge longitudinal support 21 to rotate around the upper rear hinge. The front portion of the bridge longitudinal support 21 rotates about the upper front hinge. The rear of the guide member 261 rotates about the lower hinge. The front of the guide element 261 rotates about the lower front hinge. To ensure and maintain proper alignment and symmetrical movement, the lower rear hinge and lower front hinge are also connected to the front and rear portions of the guide member 261 using two intermeshing gears, respectively.

Referring to fig. 15, the front assembly 264 includes components configured similarly to the rear assembly 262, only the differences will be described below: the front column 232 is used instead of the rear column 231, and the upper through hole and the lower through hole of the front assembly 264 do not pass through the front column 232, and further, two new components are included: alignment plate 2641 and spacer 2642. The upper and lower through holes of the front assembly 264 pass through the alignment plate 2641 and the spacer 2642. The following components are disposed between hinge plate 2624 and alignment plate 2641 of front assembly 264: bridge longitudinal support 21, guide tabs 2625, guide elements 261 and spacers 2642.

Referring to fig. 11 and 12, a barrier, which may be a scissors barrier 27, may also be incorporated in the folded embodiment of the bridge 2, one on each side of the bridge 2. Each scissor barrier 27 is formed with a grid having a diamond pattern thereon and includes: an extension element 271, a sliding guide 272, a sliding hinge 273, and a traction rope 233.

For ease of description, a direction is defined for the scissor barrier 27 in this embodiment, wherein its extension-retraction direction is referred to as a "longitudinal" direction, and the lateral direction is approximately perpendicular to the plane of translation and rotation of the scissor barrier 27, and the perpendicular direction is approximately perpendicular to the longitudinal and lateral directions, irrespective of the specific direction of the scissor bridge 2 beam at a specific point in space. "upward" and "downward" refer to movements in the vertical direction consistent with the provided fig. 11, 12. "forward" and "rearward" refer to the end directions in the longitudinal direction that correspond to the provided fig. 11, 12.

The scissor barrier 27 comprises a plurality of extension elements 271, wherein the preferred extension elements 271 are flat ribbon strips of hard material (e.g., aluminum). Each extension element 271 has at least three holes on its broad surface: one near its upper end, one near its middle and one near its lower end. The upper joint 2711, middle joint 2712, and lower joint 2713 are formed by passing pins, rods, or bolts through concentric holes. The plurality of extension elements 271 are connected to each other in the following manner: upper-upper, middle-middle, lower-lower in a repeating pattern. Each extension element 271 is free to rotate about its upper, middle and lower three joints. The extension elements 271 may be rigid, wherein the length of each extension element 271 is assumed to be constant. Thus, the magnitude of the distance between the joints of a given extension element 271 is approximately constant.

Each pair of two extension elements 271 are pinned together at their middle joint 2712 and rotate in opposite directions by approximately equal amounts as they extend and retract. When the scissor barrier 27 is extended, all joints translate in the longitudinal direction, except those joints that are connected to the rear pole 231. During extension, the extension elements 271 are pushed against each other at their upper and lower joints 2711, 2713 and pulled against each other during retraction. The lower fitting 2713 may be configured to lock in place when the scissor barrier 27 is fully extended.

When the position of the upper joint 2711 at either end of the scissor barrier 27 is fixed relative to its respective front 232 or rear 231 post, the middle joint 2712 and lower joint 2713 will additionally translate upward when extended and downward when retracted. When the position of the lower joint 2713 at either end of the scissor barrier 27 is fixed relative to its respective front 232 or rear 231 post, the middle joint 2712 and lower joint 2713 translate downward when extended and upward when retracted. When the position of the middle joint 2712 at either end of the scissor barrier 27 is fixed relative to its respective front 232 or rear 231 post, the upper joint 2711 and lower joint 2713 will additionally translate downward when extended and upward when retracted.

The preferred embodiment of the scissor barrier 27 secures its forward and rearward most upper joint 2711 relative to its respective front 232 or rear 231 post. If the middle joint 2712 is fixed, then a sliding hinge 273 would need to be included near the top and bottom of each front post 232 and rear post 231 to accommodate the necessary vertical joint translation. Since the upper joint 2711 is fixed, it is only necessary to include a sliding hinge 273 near the bottom of each of the front and rear posts 232, 231, with each sliding hinge 273 constrained to move along its respective sliding rail 272, and with each sliding rail 272 fixed in a substantially "vertical" orientation relative to its respective front and rear posts 232, 231. Each slide hinge 273 is used to connect an extension element 271, the extension element 271 being constrained to translate therewith and freely rotate thereabout.

Another advantage of securing the front and rear upper adapters 2711 relative to their respective front 232 or rear 231 posts is that it may simplify the use of the pull cord 233 near the upper adapters 2711, enhance the strength of the scissor barrier 27, and allow a user to hold it while traversing the bridge 2. The hauling cable 233 may be any equivalent rope, chain, strap. The pull-cord 233 may be tensioned to a desired level based on various factors, including user preference. A pulling rope recovery mechanism may also be provided to exert tension on the pulling rope 233, which allows the pulling rope 233 to be smoothly recovered as the scissor barrier 27 is retracted, without kinking, wrapping, or binding the pulling rope 233. Rope retraction mechanisms that may be used include: suspended weights, springs and pulleys, or similar mechanisms used in tape measures.

To use the pull cord 233 in the preferred embodiment of the scissor barrier 27, some or all of the upper joint 2711 includes an additional rotatable ring. Each ring is free to rotate at its lower end about or near its respective joint and has an annular portion at its other end. The traction ropes 233 pass through the loop portion of the loop in a direction generally parallel to the longitudinal direction. The front anchor point of the tether 233 remains positioned near the top of the front post 232 while the tether guide is positioned near the top of the rear post 231. One end of the hauling cable 233 is connected to the front anchor point and the other end passes through the hauling cable guide. The traction rope guide may be a pulley, ring, tube, hole, etc.

When the scissors bridge 2 is configured with its front and rear lower connectors 2713 fixed relative to its respective front and rear posts 232, 231, a towing rope 233 disposed through loops on some or all of the lower connectors 2713 will be most convenient, in a manner similar to that of the upper connector 2711 described previously.

By allowing the laterally running traction ropes 233 to move in the vertical direction a distance approximately equal to the distance of their corresponding vertically moving joints, it may be more convenient to place the traction ropes 233 at or near any vertically moving joint. For a longitudinally running hauling cable 233, longitudinal movement is achieved by allowing the corresponding hauling cable guide and front anchor point to move in a vertical direction, as some front and rear joints have used vertically oriented sliding rails and their corresponding sliding hinges 273, placing the hauling cable guide and front anchor point on or near the existing sliding hinges 273 and making use of the existing sliding rails is most convenient. However, when using high tension hauling ropes 233 or requiring additional strength, the sliding rope guides and anchor points may utilize additional and independent rails and blocks 212.

In some embodiments of the present application, this may also be achieved by providing additional through holes at the desired height on some or all of the extension elements 271 and rotating the ring around some or all of the additional through holes, placing a laterally running pulling rope 233 at a height that does not correspond to any of the joints. As previously described, corresponding traction rope guides and anchor points may also be provided at corresponding height positions of the rear post 231 and the front post 232.

Finally, if the tension of the traction rope 233 is low enough and the joint, extension element 271 and additional loop are strong enough, the traction rope 233 anchor point and/or traction rope guide may be fixed relative to the respective front post 232 and rear post 231 regardless of the vertical movement of the respective joint, extension element 271 and additional loop.

Embodiments of the present application also provide an implementation of the holder 4 for enabling an air transport system to be connected to a building construction. Various types of rigid and flexible systems may be used as the holder 4, including systems using hooks, ropes, clamps or any mechanism configured to create an air transport system manufacturing connection.

The simplest holder 4 may be a "hook" like the downwardly projecting front post 232 of the folding bridge 2, wherein the pilot flies backwards to bring the back of the front post 232 into contact with the ledge, sill, fence etc. of the building, creating a temporary air system building connection by simple contact, thereby stabilizing the position of the bridge 2 beam relative to the building.

Gripper 4 rope embodiments, which may attach the rope to the front end of the bridge 2, with or without a grapple, a worker standing near the front end of the bridge 2, may choose whether to bring the free end of the rope into the building, and manually create temporary air system building connections.

Referring to fig. 16, the present application additionally provides a simple embodiment of the holder 4, comprising a front jaw 41 and a rear jaw 42. The front jaw 41 is movable and the rear jaw 42 is fixed. The front jaw 41 and the rear jaw 42 cooperate to serve as clips to grasp a horizontally oriented building, comprising: wall protrusions, window sill, window frame and rail tops, etc. A rear jaw 42 is fixed to the underside of the front end of the bridge 2, and the front jaw 41 is connected to a U-shaped or H-shaped sliding frame 43. The lower left and right sides of the bridge longitudinal support 21 are respectively fixed with sliders 212, and the sliding frame 43 is restricted from moving along the corresponding sliders 212 on the left and right sides thereof. The opposite side of the front jaw 41 from the rear jaw 42 also has shims 255 to distribute the clamping force.

The movable front jaw 41 is pushed forward and pulled backward and with an actuator 44. The actuator 44 is a linear actuator 44. The actuator 44 includes a telescopic cylinder and a servo motor 443, and the telescopic cylinder is constituted by a piston 441 and a cylinder 442. The piston 441 is driven to expand and contract by a servo motor 443. Of course, other types of actuators 44 may be used, with the rear portion of the actuator 44, such as the cylinder 442 and the servo motor 443, being fixedly attached to the bottom of the bridge longitudinal support 21. The front portion of the actuator 44, such as the piston 441, is fixedly attached to the center of the sliding frame 43, forming a frame attachment point.

Furthermore, the use of shims 255 between the slider 212 and the longitudinal support of the bridge 2 may facilitate the mounting of the holder 4. The spacer 255 may be a single material or a combination of materials, such as metal and rubber, to render portions thereof non-rigid for load distribution and shock absorption.

The gripper 4 also comprises an emergency separation system that can be activated by an on-board emergency personnel from their respective positions on top of the core platform 1. To achieve this, the emergency disconnect system includes a cable system and quick release connector 46.

The cable system includes: an upstream cable 164, a second shunt 168, and two downstream cables 164, wherein the upstream cable 164 and the downstream cable 164 are constrained to move together within the shunt 168, allowing displacement of the upstream cable 164 to be transferred to both downstream cables 164 simultaneously.

A quick release tab 46 is disposed near the top of the front jaw 41; one on each of the left and right sides of the front jaw 41. Each quick release connector 46 includes a jaw hinge 461 and a positioning lock 462, and the positioning lock 462 may be a spring lock, i.e., a movable lock and a push spring for pushing the movable lock, and the upper end of the front jaw 41 is formed with a positioning hole, and in a normal state, the push spring pushes the movable lock to insert into the positioning hole, so as to limit the front jaw 41 to rotate and keep its vertically downward state. The cable system is connected to the positioning lock 462, that is, the cable system is connected to the movable lock head of the positioning lock 462, and can drag the movable lock head to compress the push spring, so that the movable lock head is separated from the positioning hole of the front jaw 41, thereby unlocking the front jaw 41 and enabling the front jaw 41 to swing freely. The lock 462 is released using the cable system to enable the air handling system to fly rearward away from the building. The rearward movement of the air handling system allows the front jaw 41 to freely rotate upwardly about its jaw hinge 461 and safely slide off or away from the building.

Referring to fig. 17, the clamper 4 may preferably further include: a glass punch 463, the glass punch 463 being located near the upper center of the front jaw 41. Preferred forms of the glass punch 463 include fixed spikes or retractable trigger spikes. In the case of fixed spikes, the air handling system may lightly bump into a building exterior window to break it. In the case of retractable trigger spikes, the air transport system may fly to the exterior window of the building and then electronically trigger the spikes to break the window. The arrangement of the glass punch 463 and the retractable trigger pin may be implemented in a number of ways.

Referring to fig. 17 and 18, in a further modification of the holder 4, the front jaw 41 and the rear jaw 42 may further include a front sub-frame 411 and a rear sub-frame 421, the front sub-frame 411 being located at both sides of the front jaw 41, respectively, and the rear sub-frame 421 being located at both sides of the rear jaw 42, respectively. The rear attachment bracket 421 is fixedly coupled to its corresponding rear jaw 42. Each rear sub-frame 421 protrudes outward from the side of the rear jaw 42 and is reinforced with a reinforcing plate 422, wherein the reinforcing plate 422 has a T-shape and is welded to the rear sub-frame 421 and the rear jaw 42. The front sub-frame 411 and the rear sub-frame 421 are respectively mounted with pads to disperse clamping loads.

Each of the front sub frames 411 has an extended and folded-down position. The combination of the front attachment frame 411 and the rear attachment frame 421 allows the holder 4 to be clamped to a vertically oriented anchor when in the folded position, including: window frames, posts and walls.

Specifically, each front sub-rack 411 includes: an accessory hinge 412, a position holder 413 and a guide plate 414. The attachment hinge 412 allows the front attachment bracket 411 to be folded down to both sides of the front jaw 41, thereby reducing the maximum width of the front jaw 41. When in the folded-down position, the guide plate 414 is smoothly inclined with a front width smaller than a rear width, and the rear width is similar to or greater than all other portions of the front jaw 41. The combination of the front sub-frame 411 folded down and the guide plate 414 facilitates the insertion of the front jaw 41 into a narrow window more easily.

The position retainers 413 allow each front attachment bracket 411 to retain its folded to an extended position and optionally its folded-down position. The position holder 413 may be configured in a variety of ways for manual or automatic operation. The preferred embodiment of the position holder 413 includes a channel pivot and spring plunger having at least one through-going position holder 413 sidewall, wherein each front attachment frame 411 is fixedly connected to and rotates with its corresponding channel pivot. The spring plunger is fixedly connected to the position holder 413. When the front attachment bracket 411 is manually rotated, one of the through holes of the channel pivot is aligned with the spring plunger. The spring plunger pushes the tip of the ball nose into the through hole to maintain the folded extended or folded lowered position of the front attachment frame 411 with respect to the front jaw 41. This configuration of the position holder 413 allows the front sub-frame 411 to automatically snap into place upon manual rotation.

The spring strength in the spring pin is selected to keep the spring pin secure during normal use and to retract automatically upon emergency disengagement. Emergency disengagement is initiated by a worker pulling the downstream cable 164 via a lever 167, button, or the like, thereby disengaging the positioning lock 462. Each jaw hinge 461 is vertically offset from the front sub-mount 411 to construct a moment arm. When the air transport system attempts to fly backwards, the building may push the front attachment frame 411 forward, thereby generating a moment around the jaw hinge 461 of the front jaw 41, causing the front jaw 41 of the gripper 4 to rotate upwards. As the front jaw 41 rotates upward, the forward thrust of the vertical anchors against the front attachment bracket 411 will create a moment of downward collapse around the attachment hinge 412. This causes the front attachment frame 411 to automatically pop out of the folded position and into the folded down position, enabling the front jaw 41 to slide away from the building, even through a narrow window. The extraction process can be further improved by tilting the upper outer corners of the front holder 4, the front sub-frame 411 and/or the position holder 413 appropriately.

It should be noted that the above-described holder 4 may also be configured with the front sub-frame 411 and the rear sub-frame 421 having additional folding or telescoping assemblies to increase the fully extended length of the front sub-frame 411 and the rear sub-frame 421. Furthermore, the front jaw 41 may be configured to make it easier for the pilot to position the air handling system relative to the building and then to re-establish the connection between the air handling system and the building, e.g. by first rotating the front jaw 41 upwards, then adjusting the position of the air handling system, then rotating and locking the front jaw 41 downwards, and finally re-clamping the building. This procedure avoids the need for delicate operations to precisely lower the downwardly disposed front 41 and rear 42 jaws of the end of the bridge 2 so that the cornice, sill or fence is located just between the front 41 and rear 42 jaws. Further, a camera may be placed near the bridge end of the bridge 2, for example on the front end of the bridge 2, to further increase the likelihood of successful establishment of an effective air transport system connection to the building from the view of the holder 4. Finally, in other embodiments of the present application, it is also possible to project the bridge 2 outwards from the sides of the core platform 1, possibly easier to locate the air transport system, in a manner similar to a ship on shore at a port, than to project forwards from the front of the core platform 1.

To achieve the connection of the thruster 3 to the core platform 1, an embodiment of the arm 5 is presented in this application to construct the connection of the thruster 3 to the platform.

Referring to fig. 19, a plurality of arms 5 fix in place a propeller 3 of an air transport system, the arms 5 comprising: platform support 51, bridge side arms 52, pusher support 53 and folding mechanism. Platform bracket 51 is mounted around core platform 1 and provides a connection point for lateral arms 52. When they are connected and unfolded, the lateral arms 52 of each arm 5 protrude from both sides of the core platform 1. A pusher bracket 53 is provided at the proximal outer end of each arm 5, and a pusher 3 is connected to each pusher bracket 53. Each arm 5 has a deployed length at least half the diameter of the propeller 3 to which it is attached. The folding mechanism of each arm 5 is configured such that the arm 5 and its associated propeller 3 change its position and/or orientation relative to the core platform 1, such change in position and/or orientation resulting in a reduction in the outer width of the air transport system. Preferably, in the folded state, the maximum length, width and height of the air transport system do not exceed a maximum of 20 meters, 5 meters and 3 meters, respectively. To comply with most jurisdictions and to avoid legislation that would limit road use such that larger sizes would not be able to legally use the ground transport system.

Referring to fig. 19, in the example of the arm 5, a specific embodiment of the arm 5 folded up is given below, and in this embodiment of the arm 5 folded up also has a platform support 51, which platform support 51 surrounds and is fixed to the platform longitudinal support 11 of the core platform 1, the length direction of the platform support 51 being perpendicular to the length direction of the platform longitudinal support 11, the platform deck 12 being located above the platform support 51 or above the platform longitudinal support 11 and being surrounded by the platform support 51. The platform bracket 51 is similar in structure to a box truss. Each platform bracket 51 may be fitted with two arms 5 simultaneously, two arms 5 extending outwardly from each side of the platform bracket 51. The bridge side arms 52 of each arm 5 are in the form of box trusses, preferably made from CNC machined flat sheet material. The edges of the box truss use box joints to improve strength and adhesive contact area. Thus, a variety of materials may be used, including non-weldable materials, such as composite materials.

Alternatively, instead of a tubular or truss configuration, the bridge side arms 52 may be provided with fittings on either end to facilitate connection of the tubular bridge side arms 52 to the platform support 51 and to mount the pusher support 53, with the two motors 31 being mounted vertically symmetrically within the pusher support 53. One of which is connected to the upper surface of the pusher carriage 53 and the other of which is connected to the lower surface of the pusher carriage 53.

The folding mechanism is configured such that the portion of the platform bracket 51 that connects to the bridge side arm 52 has two points of attachment: one being located at an upper portion of the platform bracket 51 and the other being located at a lower portion of the platform bracket 51. The bridge side arm 52 is hinged to the platform bracket 51 via two connection points, and it should be noted that the connection point of the bridge side arm 52 to the lower part of the platform bracket 51 has a locking member 521, and preferably the locking member 521 may be a releasable pin. The releasable pin may be secured using a stop pin inserted perpendicularly into the release pin. When the retaining pin and pins are removed, the bridge side arms 52 are free to rotate upwardly about the upper connection points of the hinged platform support 51 until the longitudinal axes of the bridge side arms 52 are oriented vertically, and, after the bridge side arms 52 have been rotated upwardly to a vertical position, releasable lanyards may be used to connect the bridge side arms 52 to the sides of the core platform 1, preferably at the connection points which may be rails longitudinally disposed on the sides of the core platform 1 to secure the arms 5 in their upright positions.

Further, a storage auxiliary device 54 may be provided, and the storage auxiliary device 54 may be in the form of a gas spring and located at both side portions of the platform bracket 51. The stowing aid 54 has a hinged connection to the upper part of the platform bracket 51 and to the lower part of the bridge side arm 52 near one end of the platform bracket 51. When deployed, the bridge side arms 52 are disposed outwardly and horizontally and the gas within the gas spring is compressed. A piston 441 in the gas spring exerts an outward and downward thrust on the lower portion of the bridge side arms 52. This thrust produces a moment about the upper part of the platform support 51 which counteracts the moment produced by the lateral and the weight of the structure and its connected propellers 3. Due to the presence of the storage aid 54, only a very small force is required to raise and controllably lower the bridge side arms 52 of the arm 5.

With reference to fig. 20, in an example of an arm 5, the present application also presents another preferred embodiment of an upwardly folded arm 5. In this embodiment, the platform support 51 comprises at least two upper supports 511 and at least one lower support 512. While the lateral arms 52 of the bridge 2 comprise at least two upper links 522, at least one lower link 523 and a support 524. The upper link 522 is connected to the upper bracket 511 at one end and to the pusher bracket 53 at the other end. The lower connector 523 is connected to the lower bracket 512 at one end and to the pusher bracket 53 at the other end. The support 524 is in the form of a transverse rod or tube providing a structural connection between the upper connector 522 and the lower connector 523 for enhanced strength and rigidity.

The connection between the upper connector 522 and the upper bracket 511 is hinged. Specifically, each upper link 522 has a movable coupling 525 mounted to an end thereof adjacent to the core platform 1. Wherein the movable coupling 525 is threaded at one end and is ring-like at the other end, the ring-like end may comprise a bearing having a concave cross-section and/or shaped to receive a ball in its center, the preferred movable coupling 525 being similar to a fish-eye joint. The threaded end of the movable coupling member 525 is screwed to the upper connecting member 522, and the annular end is rotatably coupled to the upper bracket 511.

At least one releasable locking element 521 may still be provided between the lower link 523 and the lower bracket 512 for receiving and deploying the bridge side arms 52. Unlocking member 521 can allow the bridge side arm 52 and its attached pusher 3 to rotate upward about the connection between upper link 522 and upper bracket 511. The preferred locking member 521 may still employ a locking pin with concentric holes in the sides of the lower bracket 512 and lower connector 523 to lock the bridge side arms 52 in the deployed state by inserting the locking pin into the holes and unlocking by removing the pin.

Further, in this embodiment, a storage aid 54 may also be provided to assist in raising and lowering the bridge side arms 52 of the arm 5 into their folded and unfolded positions, respectively. The storage assist device 54 may be configured by a variety of techniques. The preferred storage aid 54 is a lift cylinder or gas spring. When the lift cylinder or the gas spring is adopted as the storage assisting device 54, one end of the storage assisting device 54 is hinged to the upper portion of the lower bracket 512, and the other end is hinged to the upper side of the lower link 523 as well. A sleeve seat 526, resembling a sleeve, may also be fitted over the lower connector 523 as a support, so that the support 524 can be connected to the sleeve seat 526 for rigidity and strength. When one bridge is deployed to the arm 52, the preferred storage aid pushes downwardly and outwardly on the lower link 523, thereby creating an upward moment about the articulation link 525, partially counteracting the downward moment created by the weight of the propeller 3. Thus, less force is required to lift the bridge side arms 52 against gravity, and less force is required to controllably lower the arms 5 without slamming.

In the embodiment of the propeller 3, six propellers 3 are preferably used, three propellers 3 being distributed on each side of the core platform 1. Each propeller 3 comprises the two motors 31 described above mounted to the respective propeller mounts 53, as well as two propellers 32 and two speed controllers 33. In this configuration, each motor 31 has its own propeller 32 and speed controller 33. In this way, even if the motor 31, the propeller 32 or the speed controller 33 malfunctions in the middle part of the flight, the other propellers 3 can remain safely flown by the air transport system.

Referring to fig. 1 and 2, further, the fore-aft propellers 3 each further include a blade shroud 34, wherein the blade shroud 34 is configured to prevent accidental collision of the rotating propeller 32 with a building. Each blade shroud 34 includes at least three receiving rods 341 attached to the outside of the fore-aft propeller support 53 and radiating outward. For each blade shroud 34, the inner end of at least one receiving rod 341 is vertically offset from the inner end of at least one other receiving rod 341 during flight. A ring segment 342 is attached to the outer ends of the three receiving rods 341, and the diameter of the ring segment 342 is larger than the diameter of the corresponding rotation range of the propeller 32. In the event of a crash, the crash load is transmitted from the ring segment 342 via its receiving shaft 341 to the arm 5, and can ultimately be transmitted to the core platform 1.

Referring to fig. 20, each speed controller 33 is an electronic speed controller 33 that is attached to the pusher carriage 53 and the longitudinal support 11 of the arm 5 and is located in the range of air flow generated by the operation of the corresponding pusher 3 so that the speed controller 33 can be rapidly air-cooled during flight. The corresponding wires are routed along the arms 5, or may be routed within guide lines reserved on the arms 5, or through one or more conduits constituting the structure of the arms 5 or through the center of the hollow structure.

With reference to fig. 2, further, to facilitate control of the descent of the transport system, a landing gear 6 may also be provided below the air transport system. As a specific embodiment of the landing gear 6 of the present application, the landing gear 6 comprises one or more main frames 61, legs 62 and support feet 63. The main frame 61 is located near the bottom of the core platform 1 and is connected to the core platform 1 to provide an anchor point for the legs 62. The legs 62 extend downwardly from the main frame 61 toward the ground. The support foot 63 is located at the bottom of the leg 62 and directly contacts the ground upon landing.

Landing gear 6 may be configured in a variety of ways. One embodiment is to use two legs 62 on each side of the core platform 1, these legs 62 being attached to the main frame 61, and the main frame 61 being further connected to the core platform 1. The two legs 62 of each pair together use a support foot 63 in the form of a conventional helicopter sled 68, i.e. having an elongated horizontal bar running longitudinally and slightly upwardly curved in the fore-aft direction. Skid 68 may also include small wheels, for example, to allow the air handling system to more easily move or reposition on the ground when tilted. Three or more legs 62 may also be included in other embodiments of the present application, and the legs 62 may also include shock absorbers 64, skids 68, or wheels.

Referring to fig. 21-23, the present embodiment additionally provides a novel landing system with high travel and shock absorbing capabilities, also comprising two or more main frames 61, legs 62 and support feet 63, wherein the legs 62 further comprise shock absorbers 64 and control arms 65, and the support feet 63 are swing devices 66. The shock absorber 64 employs an elastic telescopic member, and the control arm 65 further includes a link 651, an upper support 652, and a lower support 653. In the present embodiment, two links 651 are used, but not limited to two links 651, one, three, four, etc. may be used. Two links 651 are connected between the upper support 652 and the lower support 653, the lower support 653 also being connected to a mounting base 654, and each rocking device 66 further comprises: the support shaft 661, the spokes 662 and the ground contact pads 663, wherein the spokes 662 are fixed or rotated at two ends of the support shaft 661, and the ground contact pads 663 are in a whole ring shape or a semi-ring shape and fixed on the spokes 662.

The upper end of the damper 64 is hinged to the upper outer portion of the main frame 61, and the lower end of the damper 64 is hinged to the lower support 524 of the control arm 65 by a mount 654. This allows the damper 64 to rotate relative to the main frame 61 and the control arm 65. While shock absorber 64 acts as a spring damper. The preferred shock absorber 64 is a pneumatic shock absorber 64.

The upper end of the control arm 65 is hinged to the lower inner portion of the main frame 61, and the lower end of the control arm 65 is connected to the swing device 66. So that the control arm 65 rotates with respect to the main frame 61 and the damper 64.

Specifically, the upper ends of the two links 651 of the control arm 65 enter the upper ends of the upper support 652, and the lower ends enter the lower ends of the lower support 653. The upper support 652 forms a rigid structural beam between the upper ends of the two links 651, and the lower support 653 forms a rigid structural beam between the lower ends of the two links 651. The end of the link 651 is provided with an end connector 655. Each end connector 655 is threaded at one end and annular at the other end. The looped end may comprise a bearing having a concave cross section or designed to receive a ball at its center, similar to a fish eye joint, with the threaded end screwed into the end of the link 651 and the looped end hinged to the main frame 61 or the swinging means 66.

The preferred lower limb structure is shaped substantially like a truncated pyramid with a triangular bottom surface, one side being formed by the shock absorber 64 and the other two sides being formed by the at least two links 651 of the control arm 65. This structure provides a lightweight multi-directional strength.

When the air vehicle is flown, and landing begins, each leg 62 is aligned nearly straight down, and the shock absorber 64 reaches nearly maximum length. When the air vehicle system lands, the shock absorber 64 is compressed. As the shock absorber 64 shortens, the control arm 65 is restricted from rotating upward, and the support shaft 661 of each swing device 66 will move outward with respect to the ground surface. Friction between the ground contact pad 663 and the ground causes the rocking device 66 to rotate about its support shaft 661. The range of rotation of each rocker 66 is limited but sufficient to allow shock absorber 64 to fully compress without sliding between ground contact pad 663 and the ground.

Each rocker 66, prior to flying and touchdown, tends to rotate downward due to gravity, which reduces the range of rotation of the rocker 66 and the maximum outward displacement of the support shaft 661. This would require a larger diameter and weight wobble device 66 if left unmodified. Thus, each rocking device 66 also includes a positioning spring member, which in this embodiment employs a positioning torsion spring 664. The positioning torsion spring 664 is installed around the supporting shaft 661 with one end fixed to the lower supporting member 653 and the other end fixed to the cross bar 665. The cross rod 665 is disposed parallel to the support shaft 661 at one side thereof, and is fixedly connected by spokes 662 at both ends of the support shaft 661. The spring force preloaded by the positioning torsion spring 664 creates a torque on the rocking device 66 about the support shaft 661 before the air handling system touches the ground, maintaining the rocking device 66 in an upward rotation relative to the lower support 653. Each swing 66 may also be replaced simply with a body of revolution, such as a wheel, that rotates transversely or longitudinally with respect to the air handling system.

Such landing systems allow the air transport system to land very quickly without undue discomfort to the occupant or structural damage. It also allows the air transport system to land on hills or uneven surfaces without bottom collisions, rolling down hills or having to be equipped with heavy braking systems. Spokes 662 make wobble device 66 both light and sturdy. Also, because of the cushioning effect of the shock absorber 64, a pneumatic tire is not required. Thus, a thin and light contact pad can be used. A quicker landing may reduce the evacuation journey time by approximately% relative to a rigid landing system.

24-25, in another embodiment of the present application, a soft ski lift system with medium stroke and shock absorbing function is also presented. The system also comprises two or more main frames 61, legs 62 and support feet 63, and in addition comprises a stop bar 67, wherein each leg 62 still comprises at least one damper 64 and a control arm 65, each damper 64 still employing an elastic telescopic member. Each control arm 65 includes a shock mount 641.

The upper end of the damper 64 is hinged to the upper outer portion of the main frame 61. The upper end of the control arm 65 is hinged to the middle lower portion of the main frame 61. The lower end of the damper 64 is hinged to the damper bracket 641.

Shock mount 641 is mounted between the upper and lower portions of control arm 65. Each hinge connection may employ a swivel joint comprising an annular sleeve, the interior of which surrounds a sphere. The ball body is provided with a circular through hole, and a hinge shaft is formed through the central shaft of the hole. Since the ball is free to rotate within the eye, the hinge axis can be tilted to support limited angular misalignment and off-axis rotation. Alternatively, materials including more conventional hinge-fit flexible materials, such as rubber, may be used to ensure limited misalignment and off-axis rotation.

Each stop bar 67 may be a rod, bar or tube connected at one end to an outer portion of the front main frame 61 and at the other end to a lower outer portion of the rear control arm 65, and wherein each connection point is connected with a swivel or similar function hinge, the stop bar 67 preventing excessive stress from being generated when the control arm 65 and the damper 64 are swiveled forward or backward about the lateral axis of the machine body during landing. The stop bar 67 may also act as a suspension link, similar to a roll bar in an automobile, also referred to as a lateral locating bar.

The feet are full length skids 68, each skid 68 being on either side of the air handling system from the rear control arm 65 to the front control arm 65. The upturned ends of the skids 68 allow for some forward and rearward drift of the air handling system upon touchdown. The skid landing system in this embodiment is symmetrical about the vertical plane in which the longitudinal axis of the air transport system is located, reducing the average evacuation travel time by approximately% is possible.

Referring to fig. 26, further, a wheel-type skid landing system is disclosed in the embodiments of the present application. Comprising at least one main frame 61, at least four legs 62 and at least two support feet 63, wherein the legs 62 deform during hard landing to absorb energy, and the support feet 63 may be tubular skids 68, both ends of which are still upturned. The lower ends of the two legs 62 on the front side and the two legs 62 on the rear side form four vertices of an imaginary rectangle. The rectangle lies in an imaginary plane projected below the core platform 1 and the plane is arranged substantially horizontally.

Further, the landing gear 6 also includes a coupler 681 and a lever arm 69. Each coupler 681 is secured near the end of the skid 68 outside the notional rectangle, with each lever arm 69 being located outside of its respective skid 68. Each coupler 681 includes at least one coupling hole, which is a laterally-opening through-hole located above the corresponding support leg 63 of the coupler 681. Each lever arm 69 is also laterally formed with a through hole located at the end of the lever arm 69 proximal to the coupler 681. The through hole of the coupler 681 is connected with the through hole of the lever arm 69 by inserting a locking pin, so that the lever arm 69 is connected with the coupler 681 in a rotating way.

The lever arm 69 is free to rotate in a plane substantially parallel to the plane of symmetry of the air handling system and coincident with the longitudinal axis of the lever arm 69. A swivel wheel 691 is mounted on a section of the lever arm 69 proximal to the coupler 681. The rotational axis of the swivel wheel 691 is substantially parallel to the hinge pin. A hook 692 may also be provided at the end of each lever arm 69 opposite the attached caster 691.

When the lever arm 69 rotates in one direction, its associated caster 691 applies pressure to the ground causing the corresponding sled 68 to lift from the ground. The foot can be locked by the hook 692 and when a sufficient number of lever arms 69 and swivel wheels 691 are used, the entire air handling system is lifted so that its foot no longer contacts the ground. In this state, the turn wheel 691 can freely rotate. When lever arm 69 rotates in the opposite direction, sled 68 will drop and re-contact the ground.

Before flying, the locking pins are pulled out of the through holes of the couplers 681 and the through holes of the lever arms 69 so that each lever arm 69 can slide outward and be uncoupled from its corresponding coupler 681. In this way, the air handling system does not carry the weight of any lever arm 69 or attached caster 691 during flight.

When the air transportation system in the non-working state is required to be transported, the air transportation system can be transported in the form of a self-trailer, an independent trailer and the like, namely, the air transportation system can be transported.

In order to better adapt the air transport system of the present application, the present application further provides a trailer box 7, which is dedicated to the air transport system of the present application.

Referring to fig. 27-28, specifically, the trailer box 7 includes a bottom plate 71, a front end plate 72, a rear end plate 73, two side plates 74, and a top plate 75. The front end plate 72 is vertically fixed to the front end of the bottom plate 71, the two side plates 74 are vertically disposed on two sides of the bottom plate 71 and hinged to the bottom plate 71, the rear end plate 73 is vertically disposed on the rear side of the bottom plate 71 and hinged to the bottom plate 71, the top plate 75 is horizontally disposed in a rectangular space formed by surrounding the upper sides of the front end plate 72, the two side plates 74 and the rear end plate 73, and the top plate 75 is symmetrically divided into two parts along the vertical plane where the longitudinal axis of the carriage is located, and the two parts of the top plate 75 are respectively hinged to the upper sides of the two side plates 74.

A plurality of locking mechanisms 76 may be provided on the top plate 75, and at least one set of locking mechanisms 76 is located between the two parts of the top plate 75, and locking between the two parts of the top plate 75 and locking of the top plate 75 with the front end plate 72, the two side plates 74 and the rear end plate 73 may be achieved by cooperation of the plurality of locking mechanisms 76 to form a wagon structure for storing the air transport system in a non-operating state.

Specifically, the locking mechanism 76 may employ a latch, and once the entire locking mechanism 76 is unlocked, the cabin may be fully deployed, i.e., with the two portions of the underbody panel 71, the two side panels 74, and the roof panel 75 in the same plane, while the rear end panel 73 of the vehicle may be tilted downward to form a ramp for the shutdown of the air transport system, and for the removal of personnel.

In order to realize the support of the two side plates 74 and the top plate 75 in the horizontal state, the two parts of the two side plates 74 and the top plate 75 can be provided with a supporting arm 76, one end of the supporting arm 76 is hinged with the two side plates 74 or the top plate, so that the supporting arm 76 can swing and fold, and in addition, the two side plates 74 and the top plate 75 can be provided with locking structures 76, such as ropes and laces. For securing the support arm 76 in a folded condition such that the support arm 76 is coplanar with the corresponding side panel 74 and top panel 75.

Thus, when the two side plates 74 and the top plate 75 are unfolded, the supporting arms 76 are unlocked by the locking structure 76, so that the supporting arms 77 are abutted against the supporting surface, such as the ground, and the bearing capacity of the two side plates 74 and the top plate 75 can be improved. When the two side plates 74 are rotated to close the cabin at the top plate 75, the support arms 77 are rotated, and the support arms 77 are locked by the locking structure.

The scope and spirit of the present invention includes similar systems that may have different or different primary applications. While the above written description of the air handling system enables one of ordinary skill in the art to make and use what is presently considered to be the best mode thereof, those of ordinary skill in the art will understand and appreciate the existence of variations, combinations, and equivalents of the specific embodiments, processes, and examples herein. Accordingly, the present invention should not be limited by the above-described embodiments, processes and examples, but should be limited by all embodiments and processes within the scope and spirit of the present invention.

The foregoing are all preferred embodiments of the present application, and are not intended to limit the scope of the present application in any way, therefore: all equivalent changes in structure, shape and principle of this application should be covered in the protection scope of this application.

Claims (18)

1. An air transportation system having an extended aisle, comprising:

a core platform (1);

a bridge (2) that is configured on the core platform (1) and that can extend relative to the core platform (1);

and the propeller (3) is arranged on the core platform (1) and is used for generating a net thrust which is enough to push the air transportation system and the accessories to lift into the air.

2. The air transportation system with extended tunnel of claim 1, further comprising:

a driving shaft (154) rotatably arranged below the core platform (1), wherein the driving shaft (154) is coaxially fixed with a driving wheel (152);

a traction belt (156) partially encircling the circumference of the driving wheel (152), wherein both ends of the traction belt (156) are respectively fixed at both ends of the bridge (2);

the driving wheel (152) rotates to drive the traction belt (156) to reciprocate so as to drag the bridge (2) to extend or retract relative to the core platform (1).

3. The air transportation system with extended tunnel of claim 2, further comprising:

and the driving motor (153) is arranged below the core platform (1) and is used for driving the driving shaft (154) to rotate.

4. The air transportation system with extended tunnel of claim 2, further comprising:

The manual driving piece is arranged above the core platform (1);

and one end of the vertical transmission mechanism is positioned below the core platform (1) and connected with the driving shaft (154), and the other end of the vertical transmission mechanism is positioned above the core platform (1) and connected with the manual driving piece, and the manual driving piece can drive the driving shaft (154) to rotate through the vertical transmission mechanism.

5. The air transportation system with extended tunnel of claim 4, further comprising:

and the clutch is arranged between the vertical transmission mechanism and the manual driving piece and is used for connecting or disconnecting the vertical transmission mechanism and the manual driving piece.

6. An air transportation system with extended tunnel according to claim 1, comprising:

two locking holes, both of which are arranged on the bridge (2);

-a pin assembly (161) fixed to the core platform (1), said pin assembly (161) comprising a movable pin shaft;

the pin shaft of the pin assembly (161) is inserted into a locking hole, so that the bridge (2) can be fixed at a retracted position; the pin of the pin assembly (161) is inserted into another locking hole, and the bridge (2) can be fixed in an extended position.

7. The air transportation system with extension channel of claim 6, wherein the pin assembly (161) is a spring pin, the pin shaft of the pin assembly (161) being automatically pushed into any pin hole under spring force, further comprising:

The tension device (165) is arranged above the core platform (1);

a cable (164) connected to the tension device (165) and to the pin shaft of the pin assembly (161);

the pulling device (165) pulls the cable (164) to disengage the pin shaft of the pin assembly (161) from the locking hole of the locking hole plate (162).

8. The air transportation system with extended tunnel of claim 7, wherein the tension device (165) comprises:

a guide arranged on the core platform (1) for guiding the cable (164) to above the core platform (1);

the supporting seat (166) is fixedly arranged above the core platform (1);

one end of the lever (167) is hinged to the supporting seat (166), a protrusion (1671) deviating from the hinge shaft position of the arm (5) of the lever (167) is formed on the lever (167) and is used for being connected with the cable (164), and the pin shaft of the cable (164) pulling pin assembly (161) can be dragged by rotating the lever (167) to be separated from the pin hole.

9. The air transportation system with the extension channel according to claim 7, wherein a plurality of tension devices (165) and a plurality of branch cables (164) respectively connected with the tension devices (165) are arranged above the core platform (1);

a transmission cable (164) is connected to the pin shaft of the pin assembly (161);

The two branch cables (164) are connected with the transmission cable (164) and are used for converting the displacement of any branch cable (164) into the equivalent displacement of the transmission cable (164).

10. The air transportation system with extended tunnel of claim 7, comprising:

a brake disc (171) coaxially fixed to the drive shaft (154);

a clamp (172) disposed below the core platform (1) and located on one side of the brake disc (171);

the clamp (172) clamps the brake disc (171) and can limit the rotation of the driving shaft (154);

the clamp (172) is disengaged from the brake disc (171), and the drive shaft (154) is free to rotate.

11. An air transportation system with extended tunnel according to claim 2, comprising:

a linkage member disposed below the core platform (1) for maintaining a clamping force of the clamp (172) on the brake disc (171);

and the tension device (165) is used for driving the linkage component to release the clamping force of the clamp (172) on the brake disc (171).

12. An air transportation system having an extended tunnel according to claim 11, wherein:

the tension device (165) is arranged above the core platform (1), and further comprises:

a cable (164) disposed between the tension devices (165) of the linking member;

The pulling device (165) pulls the cable (164) and can enable the linkage component to lose the clamping force of the clamp (172) so as to enable the brake disc (171) to freely rotate.

13. The air transportation system with extension tunnel of claim 12, wherein the linkage component comprises:

four coupling rods (1731) that are hinged to each other in the same plane so that any one coupling rod (1731) can be rotated relative to the remaining coupling rods (1731);

the ratchet device (1733) is arranged among the four linkage rods, the ratchet device (1733) is in a locking state, the relative positions of the four linkage rods can be limited, and the clamping force of the clamp (172) on the brake disc (171) is kept until the ratchet device (1733) is released;

a cable (164) connected to the tension device (165), one end facing away from the tension device (165) being connected to the ratchet device (1733) for release of the ratchet device (1733);

any of the coupling rods (1731) is connected to the clamp (172) for driving the clamping action of the clamp (172).

14. The air transportation system with extended tunnel of claim 1, further comprising:

a rear column (231) vertically arranged on the side of the core platform (1) close to the extending direction of the bridge (2), wherein a lower pulley (234) is arranged at the lower end of the rear column (231), and an upper pulley (235) is arranged at the upper end of the rear column (231);

A front column (232) vertically arranged at the front end of the bridge (2) in the extending direction;

one end of the traction rope (233) is fixed at the end part of the bridge (2), and the other end of the traction rope is fixed at the upper end of the front column (232), and the middle part of the traction rope (233) extends to sequentially bypass the lower pulley (234) and is in Z-shaped transmission with the upper pulley (235).

15. The air transportation system with extended tunnel of claim 1, further comprising:

the fixed-length steel wire (241) is obliquely fixed between the upper end of the rear column (231) and the core platform (1);

a reel assembly (243) fixed to the upper end of the rear column (231);

a retractable wire (244) connected at one end to the reel assembly (243) and at the other end to the extension end of the bridge (2);

-the bridge (2) extends to an extreme position, the retractable steel wire (244) being in tension;

the bridge (2) is retracted, and the scroll component (243) drives the telescopic steel wire (244) to wind up.

16. The air transport system with extended tunnel according to claim 1, characterized in that the bridge (2) comprises a root portion (251), a middle portion (252) and a front end portion (253);

both ends of the middle part (252) are respectively hinged to the root part (251) and the front end part (253) so that the root part (251) and the front end part (253) can rotate to a preset angle relative to the middle part (252).

17. The air transport system with extended tunnel of claim 16, wherein the root portion (251), the middle portion (252), and the front end portion (253) each comprise:

a bridge deck (22) disposed along the extending direction of the bridge (2);

bridge longitudinal supports (21), two sides of the bridge deck (22) are arranged in a split mode along the extending direction of the bridge deck (22), adjacent ends of the bridge longitudinal supports (21) of the root portion (251), the middle portion (252) and the front end portion (253) are hinged to each other, and a plurality of bridge longitudinal supports (21) are vertically arranged at intervals on two sides of the bridge deck (22) of the middle portion (252).

18. An air transportation system having an extended tunnel according to claim 16, wherein: a gasket (255) is arranged in the adjacent bridge longitudinal supports (21) on the same side of the middle part (252).