CN212473953U

CN212473953U - Ship landing device for vertical take-off and landing aircraft and ship

Info

Publication number: CN212473953U
Application number: CN202022411827.5U
Authority: CN
Inventors: 魏荣亮
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-10-29
Filing date: 2020-10-26
Publication date: 2021-02-05
Anticipated expiration: 2030-10-26

Abstract

The utility model provides a landing device and a ship for a vertical take-off and landing aircraft, wherein the landing device comprises a lift-off platform, and a plurality of power devices for driving the lift-off platform to ascend or descend are arranged on the lift-off platform; a power cable and a probe tube are arranged below the lift-off platform, a pull-down cable is arranged in the probe tube, and a damping falling frame is also arranged below the lift-off platform; the lift-off platform comprises an upper platform, the upper platform is located at the upper end of the lift-off platform, a tensioning assembly is arranged on the upper platform, and the tensioning assembly is used for pulling the aircraft and the upper platform together. The ship is provided with the landing device. The utility model discloses cause great impact to the deck when can avoiding the aircraft to fall to the deck to the warship control of aircraft is simpler.

Description

Ship landing device for vertical take-off and landing aircraft and ship

Technical Field

The utility model relates to a ship-borne VTOL aircraft helps the field of landing, concretely relates to naval vessel device and have naval vessel of this kind of landing device for VTOL aircraft.

Background

Carrier-based vertical take-off and landing aircrafts such as helicopters, unmanned planes and the like need to be realized by means of carrier landing devices when landing on a carrier, and the existing carrier landing devices mainly enable the aircrafts to land on the carrier in a rigid carrier landing mode. Taking a helicopter as an example, the landing device of the helicopter mainly comprises three landing devices of a pull-down type, a fish fork-grid type and a landing-assisting net type.

The pull-down landing device mainly comprises a cable, a cable winch, a main probe tube and a tail probe tube which are arranged on a helicopter, a pull-down cable and a pull-down winch which are arranged on a naval vessel, a clamping mechanism, an operating room and the like. When the helicopter is ready to land on a ship, the helicopter is suspended at a height of 6 to 8 meters above the flight deck, the main probe is let out, and the guide rope is extended from the main probe. And (3) butting the guide rope with the pull-down rope on the deck by a crew on the deck by using a grounding clamp, starting a rope winch on the helicopter pilot, and recovering the guide rope so as to draw the pull-down rope into the helicopter pilot and fix the pull-down rope. The ship surface pilot starts the pull-down winch to recover the pull-down cable, and simultaneously the pilot controls the helicopter to enable the helicopter to generate a lift force consistent with the heave of the ship deck, so that the helicopter is ensured to ascend and descend synchronously with the heave of the ship deck under the action of the pull-down cable, and the helicopter is pulled to the ship under the action of the pull force of the pull-down winch. After the helicopter lands on a ship, the main probe tube is inserted into the clamping mechanism on the deck, and a pilot rapidly controls clamping to tie the helicopter on the flight deck. And then, the pilot releases a tail probe pipe on the helicopter, the tail probe pipe is clamped in a grid on a flight deck to fix the tail of the helicopter, and the whole landing process of the helicopter is completed. The pull-down landing device is mainly suitable for landing of a large helicopter with the weight of more than 10 tons and landing under the sea condition with the weight of less than 6 grades, wherein the mooring landing mode is a special application of recovering the vertical-lift unmanned aircraft on the unmanned ship.

The fish fork-grid type landing device mainly comprises a fish fork-shaped locking device arranged below the belly of the helicopter and a grid on a flight deck. The diameter of the face of the grid is about 2.5 meters of the upper row of cells. The fish fork locking device is hydraulically driven and can be extended or retracted under the control of a pilot. When the helicopter lands on a ship, the fish fork mechanism is put down and is forked into a grid on a flight deck when the helicopter lands on the ship, and then a lock pin of the fish fork locking device automatically extends out and locks immediately to fix the helicopter on the deck. The harpoon-grid type carrier landing device is mainly suitable for 4-5 ton small-sized airplanes and is only suitable for landing under the sea condition of below 5 grades.

The landing assisting net is characterized in that a net is arranged on the deck and supported by the frame, and the distance between the net and the ground is 10-12 cm. When the helicopter lands, the wheels are clamped in the net and keep stable.

The landing gear of present helicopter mainly has skid formula, wheeled, skid and the box-like three kinds of wheel, and wherein skid formula, skid and the box-like landing gear of wheel do not have the shock attenuation effect, and wheeled landing gear has certain shock attenuation effect, but because weight is great, the shock attenuation effect is also unsatisfactory. The existing helicopters have certain difficulty in landing on a ship regardless of skid type or wheel type landing gear helicopters. The main problems of the three existing carrier landing modes are that the universality is not strong, the problem that the carrier landing of helicopters under the sea condition of 6 grades can be better solved by a pull-down mode is solved, but the three existing carrier landing modes are only suitable for large helicopters with large lift force and are not suitable for small and medium-sized helicopters with insufficient lift force; the fish fork-grid type (only suitable for 4-5 ton small helicopters) and landing-assisting net type helicopter landing decks belong to rigid landing, and are only suitable for sea conditions below 5 level. In addition, if the falling speed of the helicopter is not well controlled in the falling process, the helicopter can collide with the deck with larger impact force at the moment of stopping the deck, so that accidents are caused, and the accidents occurring during landing are also one of all flight accidents of the helicopter. At present, the vertical-lift unmanned aerial vehicle can only use a mooring type when landing on an unmanned ship and is limited by the length of a mooring rope, and the vertical-lift unmanned aerial vehicle cannot be far away from the unmanned ship when in use, so that the function of the unmanned aerial vehicle is limited.

As shown in fig. 1 and 2, a deck 20 is arranged on a ship body of a ship, and a lift-off platform serving as a landing device is arranged on the deck 20, and the lift-off platform comprises a three-layer structure, namely an upper-layer platform 10, a power device layer 60 and a shock absorption layer 70 which are sequentially arranged from top to bottom, wherein the upper-layer platform 10 is fixed above the power device layer 60, and the shock absorption layer 70 is fixed below the power device layer 60. The aircraft 50 is locked to the upper deck 10 and is landed on the deck 20 with the lift-off deck 10.

The power plant layer 60 is provided with power plants and flight control systems, such as a rotor or turbofan engine, and the platform can be lifted up to the bottom of the aircraft 50 under the action of the power plants, so that the aircraft 50 is locked on the upper surface of the upper platform 10.

A power cable (not shown) connected to a ship power system is arranged below the shock absorption layer 70, a shock absorption falling frame 35 and a main detection pipe 30 are arranged below the shock absorption layer 70, the power cable provides power supply for all power devices on the lift-off platform, the shock absorption falling frame 35 adopts a hydraulic system for shock absorption, and a main pull-down cable 31 is arranged in the main detection pipe 30. In addition, auxiliary probe tubes 40 are provided at four corners of the shock absorbing layer 70, and auxiliary pull-down cables 41 are provided in the auxiliary probe tubes 40.

The landing device further comprises a cable winch and a main pull-down winch 32, an auxiliary pull-down winch 43 arranged below the ship deck 20, a power cable is connected to the cable winch, and the cable winch can release or recover the power cable. Main lowering line 31 is wound around main lowering winch 32, and main lowering winch 32 can retrieve or release main lowering line 32. Accordingly, the auxiliary lowering line 41 is wound around the auxiliary lowering winch 43, and the auxiliary lowering winch 43 can recover or release the auxiliary lowering line 41. An overtravel wheel 42 is also provided beneath the deck 20 and the auxiliary pull down cable 41 can be steered around a portion of the surface of the overtravel wheel 42.

Be provided with a plurality of rotor mounting brackets and turbofan engine mounting bracket on power device layer 60, a plurality of rotor mounting brackets and turbofan engine mounting bracket pass through the truss connection, install the rotor in each rotor mounting bracket, when lift-off platform needs to go up, thereby rotate the rising that drives lift-off platform through driving a plurality of rotors. A turbofan engine is mounted in each turbofan engine mounting bracket.

A locking device 12 is provided on the upper surface of the upper deck 10, the locking device 12 including a catch assembly including a catch bracket provided on the upper deck 10 and a plurality of catch pawl assemblies mounted on the catch bracket, the plurality of catch pawl assemblies being movable relative to the catch bracket. When the aircraft skid landing gear enters the capture range of the capturer assembly, the capture claw assembly can lock the skid upright of the aircraft, so that the aircraft is fixed on the upper platform 10 and slowly descends to the deck 20 along with the lift-off platform, the landing of the aircraft is realized, and the impact on the deck 20 caused by the fact that the aircraft 50 directly descends to the deck 20 can be avoided.

However, because the landing device needs the aircraft 50 skid landing gear to slowly enter the capturing range of the capturing device assembly, the skid upright post of the aircraft can be captured and fixed through the capturing claw assembly, but because the aircraft is easily influenced by wind power in the air, the docking of the aircraft and an upper platform is difficult, the aircraft and a lift-off platform need to be controlled accurately, and the docking control difficulty of the aircraft and the lift-off platform is high.

SUMMERY OF THE UTILITY MODEL

A first object of the utility model is to provide a device of catching a ship for VTOL aircraft to reduce the frequency of the production accident when VTOL aircraft catches a ship.

A second object of the present invention is to provide a ship with the above landing device.

In order to achieve the first purpose, the utility model provides a landing device for a vertical take-off and landing aircraft, which comprises a lift-off platform, wherein a plurality of power devices for driving the lift-off platform to ascend or descend are arranged on the lift-off platform; a power cable and a probe tube are arranged below the lift-off platform, a pull-down cable is arranged in the probe tube, and a damping falling frame is also arranged below the lift-off platform; the lift-off platform comprises an upper platform, the upper platform is located at the upper end of the lift-off platform and is provided with a tensioning assembly, the tensioning assembly is used for pulling the aircraft and the upper platform together, and a locking device for locking the aircraft is further arranged on the upper platform.

According to the scheme, when the vertical take-off and landing aircraft such as a helicopter, a vertical take-off and landing unmanned aerial vehicle and the like needs to land on a ship, the aircraft flies 8-15 meters above a flight deck of the ship to hover (when the ship is in navigation, the aircraft flies 8-15 meters above the flight deck of the ship to hover relatively), the power device of the lift-off platform drives the lift-off platform to lift off, the lift-off platform drags the lift-off cable to ascend, the lift-off platform hovers 3-5 meters above the vertical take-off and landing aircraft or hovers relatively, at the moment, the vertical take-off and landing aircraft and the upper platform can be pulled together through the tensioning assembly, and therefore the aircraft can be fixed on the upper platform without very accurate positioning between the aircraft and the upper platform.

When the pull-down cable is withdrawn, the aircraft and the lift-off platform jointly generate an upward lifting force, the lifting force must ensure that the lift-off platform and the aircraft are synchronous with the heave of the flight deck of the ship under complex sea conditions, and the pull-down cable is always under the action of tension. In the pulling and descending process, the lifting platform and the deck are always kept consistent in height, the ship deck swings except for lifting and descending movement, the lifting platform obtains the swing attitude information of the deck in modes of laser radar, radio, wired electricity and the like, the flight control system of the lifting platform enables the attitude of the platform to be kept in a horizontal attitude or consistent with the swing attitude of the deck, the lifting platform gradually approaches to the deck while a pulling and descending cable is gradually shortened, and the damping and falling frame below the lifting platform plays a buffering role in the deck at the moment when the lifting platform is pulled back to the deck by the pulling and descending cable, so that the lifting platform is prevented from directly generating rigid contact with the deck, and the aircraft is prevented from generating rigid contact with the deck through the lifting platform. Meanwhile, when the ship sways and shakes, the damping landing frame can be kept in a self-balancing state, so that the collision between the aircraft and the deck is avoided.

One preferred scheme is that a cable pulling joint and a clamping assembly are arranged on the lift-off platform, the cable pulling joint is arranged on the lifting frame, the lower end of the cable pulling joint is fixedly connected with a cable pulling, and the cable pulling is wound on a cable pulling winding machine; the clamping assembly further includes at least one pair of clamping rollers disposed above the cable tie-in.

Therefore, the aircraft can be provided with the cable guide connector matched with the cable guide, when the aircraft needs to land, the cable guide is released from the abdomen, the cable guide connector and the cable pulling connector are fixed with each other, when the aircraft recovers the cable guide, the cable guide is brought into the aircraft and locked, the cable pulling connector and the cable guide connector are separated, at the moment, a certain lift force is increased when the aircraft vertically takes off and lands, a certain lift force is reduced by the lift-off platform, the cable is kept at a certain tension, and the cable pulling winch on the lift-off platform tightens the cable guide to gradually pull the aircraft and the upper platform together and fix the aircraft and the upper platform together.

And, the utility model discloses a centre gripping gyro wheel carries out the centre gripping to the messenger and fixes, can avoid the problem that draws cable joint and messenger cable joint can't dock.

The further proposal is that the number of the clamping rollers is more than two pairs, and the two pairs of clamping rollers are arranged vertically.

Therefore, two pairs of clamping rollers are arranged in two mutually perpendicular directions, the guide cable can be clamped and fixed in two planar directions, and the smooth butt joint of the cable pulling joint and the cable guide joint is ensured.

The further scheme is that the clamping assembly further comprises a roller rotation driving device, and the roller rotation driving device drives the clamping roller to rotate around the axis of the clamping roller.

Like this, after the centre gripping gyro wheel will draw the cable centre gripping, can pack up the redundant cable that draws in gyro wheel below through the rotation of centre gripping gyro wheel, drive and draw the cable joint and rise and the centre gripping, be favorable to drawing the cable joint to insert and draw in the cable joint.

The upper surface of the upper layer platform is provided with a wheel set locking device which is arranged below the clamping roller; or the upper surface of the upper layer platform is provided with a skid upright post clamping device which is arranged below the clamping roller.

Therefore, the wheel set locking device or the skid upright column clamping device is arranged on the upper-layer platform, the aircraft of the wheel type or skid type undercarriage can be clamped and fixed, and the aircraft can be fixed on the upper-layer platform.

An optional scheme is that the tensioning assembly comprises a capturing grapple assembly, the capturing grapple assembly comprises a screw rod and at least two capturing grapples arranged on the circumference of the screw rod, the fixed end of each capturing grapple is fixed on a nut sleeve, the nut sleeve can move up and down relative to the screw rod, the free end of each capturing grapple is provided with a hooking part, and the lower end of the screw rod is further provided with a telescopic device.

Therefore, after the landing gear of the aircraft is hooked by the capturing grapple assembly, the capturing grapple assembly slowly lands to realize the slow landing of the aircraft on the upper platform, so that the aircraft can be prevented from being accurately positioned with the upper platform, and the aircraft and the upper platform are pulled together and fixed by the capturing grapple assembly.

The further scheme is that the upper end of the screw rod is provided with a fixing ring, and the rod body of each capturing grapple is connected to the fixing ring through a connecting rod.

Therefore, when the screw rod rotates, the nut sleeve moves up and down relative to the screw rod, and the connecting rod can drive each capturing grapple to expand or contract, so that the capturing grapple component can change between an expanded state and a contracted state.

The further proposal is that the connecting rod is sleeved with a damping device, and two ends of the damping device are respectively fixed at two ends of the connecting rod.

Therefore, the shock absorption device can buffer the shock generated in the process of hooking the aircraft by the capturing grapple component, so that the upper platform is prevented from being severely impacted.

A turntable descending table is arranged on the upper-layer platform, and a magnetic field generating device is arranged below the turntable descending table; still be provided with the arm assembly on the upper platform, the arm assembly includes the centre gripping arm, and the free end of centre gripping arm is provided with the holder, and the holder is located the top that the carousel descends the platform.

Therefore, after the aircraft falls to the lift-off platform, the turntable landing platform can generate a strong magnetic field and adsorb the aircraft, the mechanical arm assembly is used for clamping the battery assembly, the oil gun and the charging plug to realize the operations of battery replacement, oil tank refueling and charging of the unmanned aerial vehicle, and the turntable landing platform is suitable for the small unmanned aerial vehicle and can realize the replacement of the battery, oil tank refueling and charging under the condition that the unmanned aerial vehicle does not need to fall to the deck.

In order to realize the second purpose, the utility model provides a naval vessel includes the hull, is provided with foretell landing gear on the hull.

Drawings

Fig. 1 is a schematic structural diagram of a ship with a landing device.

Fig. 2 is a structural diagram of a landing gear of an existing landing gear and an aircraft.

Fig. 3 is a structural diagram of a first embodiment of the vessel according to the present invention.

Fig. 4 is a schematic view of a local structure of the upper platform and the aircraft of the first embodiment of the landing device of the present invention.

Fig. 5 is an enlarged view at a in fig. 4.

Fig. 6 is a schematic structural view of the upper platform and the wheel set locking device of the first embodiment of the carrier landing device of the present invention.

Fig. 7 is a schematic structural diagram of a first stage of an upper platform of the first embodiment of the landing device for an aircraft.

Fig. 8 is a top view of the upper platform of the second stage of the upper platform of the first embodiment of the landing device for the aircraft.

Fig. 9 is a cross-sectional view of the aircraft landing on the upper deck of the first embodiment of the landing gear of the present invention at a first stage.

Fig. 10 is an enlarged view of fig. 9 at B.

Fig. 11 is a cross-sectional view of the aircraft landing on the third stage of the upper deck of the first embodiment of the landing device of the present invention.

Fig. 12 is a schematic view of a partial structure of an upper platform and an aircraft of a second embodiment of the landing device.

Fig. 13 is a schematic structural view of an upper platform and a skid column clamping device of a second embodiment of the carrier landing device of the present invention.

Fig. 14 is a schematic structural diagram of a first stage of an aircraft landing on an upper platform of the second embodiment of the landing device.

Fig. 15 is a plan view of the second stage upper platform of the second embodiment of the landing device for the aircraft.

Fig. 16 is a cross-sectional view of the aircraft landing on the upper deck of the second embodiment of the landing gear of the present invention at a first stage.

Fig. 17 is an enlarged view at C in fig. 16.

Fig. 18 is a cross-sectional view of the aircraft landing on the third stage of the upper deck of the second embodiment of the landing gear of the present invention.

Fig. 19 is a schematic view of a partial structure of an upper platform and an aircraft of the third embodiment of the landing device of the present invention.

Fig. 20 is a structural view of a catching grapple assembly of a third embodiment of the landing gear of the present invention.

Fig. 21 is a partial structural view of the catching grapple component of the third embodiment of the landing device of the present invention.

Fig. 22 is a side view of an upper platform and an aircraft part of a third embodiment of the carrier landing device.

Fig. 23 is a structural diagram of the second stage of the upper platform of the third embodiment of the landing device of the present invention.

Fig. 24 is a side view of the aircraft landing on the second stage of the upper deck of the third embodiment of the landing gear of the present invention.

Fig. 25 is a structural diagram of the third stage of the upper platform of the third embodiment of the landing device for the aircraft.

Fig. 26 is a side view of the third stage of the landing gear landing device of the third embodiment of the present invention.

Fig. 27 is a schematic view of a partial structure of an upper platform and an aircraft of a fourth embodiment of the landing device of the present invention.

Fig. 28 is a structural view of a telescoping device of a catch grapple assembly of a fifth embodiment of the landing gear of the present invention.

Fig. 29 is an exploded view of the telescoping device of the catch grapple assembly of the fifth embodiment of the landing gear of the present invention.

Fig. 30 is a structural diagram of a charging assembly and a local aircraft of the sixth embodiment of the landing device of the present invention.

Fig. 31 is a structure diagram of a turntable landing platform, a mechanical arm assembly and an aircraft part of the seventh embodiment of the landing device.

Fig. 32 is a schematic structural diagram of a first variation of the power plant and an upper platform of the carrier landing device of the present invention.

Fig. 33 is a schematic structural diagram of a second variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 34 is a schematic structural diagram of a third variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 35 is a schematic structural diagram of a fourth variation mode of the power device of the carrier landing device and an upper platform of the utility model.

Fig. 36 is a schematic structural diagram of a fifth variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 37 is a schematic structural diagram of a sixth variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 38 is a schematic structural diagram of a seventh variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 39 is a schematic structural diagram of an eighth variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 40 is a schematic structural diagram of a ninth variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 41 is a schematic structural diagram of a tenth variation of the power plant of the landing device of the present invention and an upper platform.

Fig. 42 is a structural diagram of the first embodiment of the clamping member of the first embodiment of the carrier landing device.

Fig. 43 is a structural diagram of a second embodiment of the clamping member of the first embodiment of the carrier landing device.

Fig. 44 is a structural diagram of the first embodiment of the landing device of the present invention and an aircraft.

Fig. 45 is an exploded view of the first embodiment of the landing device of the present invention and an aircraft.

Fig. 46 is an exploded structural view of a power device layer in the first embodiment of the landing device of the present invention.

Fig. 47 is a plan view of a power plant layer in the first embodiment of the landing device of the present invention.

Fig. 48 is a structural diagram of a rotor in the first embodiment of the landing device of the present invention.

Fig. 49 is a structural diagram of a turbofan engine in the first embodiment of the landing device of the invention.

Fig. 50 is an installation schematic diagram of the internal structure of the rotor wing in the first embodiment of the landing device of the present invention.

Fig. 51 is a cross-sectional view of a rotor and a rotor mounting bracket in the first embodiment of the landing device of the present invention.

Fig. 52 is a cross-sectional view of a turbofan engine and a turbofan engine mounting bracket in the first embodiment of the carrier landing device of the invention.

Fig. 53 is a cross-sectional view of another installation mode of the turbofan engine and the turbofan engine mounting frame in the first embodiment of the carrier landing device of the invention.

Fig. 54 is a structural view of a catching grapple assembly of the eighth embodiment of the landing gear of the present invention.

Fig. 55 is an exploded view of the catching grapple component and the upper deck of the eighth embodiment of the landing device of the present invention.

Fig. 56 is a structural view of a catching grapple component and an upper deck of the eighth embodiment of the carrier landing device.

The present invention will be further explained with reference to the drawings and examples.

Detailed Description

The utility model discloses a naval vessel can be manned naval vessel, also can be unmanned naval vessel. The utility model discloses a device of landing on ship sets up on the deck of naval vessel for supplementary VTOL's aircraft landing on ship, for example helicopter or VTOL's unmanned aerial vehicle etc.

The first embodiment:

the landing device of the embodiment is mainly applied to landing of aircrafts taking off and landing vertically such as helicopters, vertical lift unmanned planes and the like on ships and warships so as to avoid landing accidents.

Referring to fig. 3, the ship of the present embodiment includes a ship body, a deck 129 is provided on the ship body, and a lift-off platform is provided on the deck 129. The lift-off platform of this embodiment includes three layer construction, upper platform 100, power device layer 101 and buffer layer 109 that from top to bottom set gradually respectively, and upper platform 100 is fixed in the top on power device layer 101, and buffer layer 109 is fixed in the below on power device layer 101, and power device layer 101 is provided with many trusses. Aircraft 175 is locked to upper platform 100 and landed on deck 129 with the lift-off platform, which prevents aircraft from landing directly on deck 129 and prevents aircraft 175 from rigidly colliding with deck 129, which is subject to severe vibration.

Referring to fig. 44 and 45, the upper stage 100 of the present embodiment is square, but may also be other symmetrical shapes such as rectangle, regular pentagon, circle, etc. Moreover, the upper platform 100 may be provided with positioning, aiming, docking and guiding systems, and the power device layer 101 is provided with a power device and a flight control system, for example, a rotor or a turbofan engine, and the platform can be lifted up by the power device and approach the bottom of the aircraft 175, so that the aircraft 175 is locked on the upper surface of the upper platform 100.

A power cable (not shown) connected to a ship power system is arranged below the shock absorption layer 109, the power cable can also be a power composite cable, and a power cable, a control cable, a communication cable and the like are arranged in the power composite cable and are respectively connected with power, control and communication systems on the ship. A damping falling frame 105 and a main probe tube 103 are arranged below the damping layer 109. Wherein, the power cable provides the power supply of all power devices on the lift-off platform, the shock absorption falling frame 105 adopts a hydraulic system for shock absorption, and a main pull-down cable 106 is arranged in the main probe tube 103. In addition, auxiliary probes 104 are provided at four corners of the shock absorbing layer 109, and auxiliary stay cables 108 are provided in the auxiliary probes 104. Preferably, the four auxiliary probes 104 are symmetrically arranged on the shock-absorbing layer 109.

The landing arrangement further comprises a cable winch and a main pull-down winch 128, an auxiliary pull-down winch 107 arranged below the ship deck 129, a power cable being connected to the cable winch, which can release or retrieve the power cable. The main descent winch 128 may retrieve or release the main descent rope 106 as the main descent rope 106 is wound around the main descent winch 128. Accordingly, the auxiliary pull down line 108 is wound outside the auxiliary pull down winch 107, and the auxiliary pull down winch 107 can recover or release the auxiliary pull down line 108. Preferably, an overtravel wheel is also provided beneath the deck 129, and the auxiliary pull-down cable 108 can be steered around a portion of the surface of the overtravel wheel.

Of course, the main probe 103 and the main descent rope 106 may be eliminated, and the four auxiliary descent ropes 108 disposed at the four corners constitute the main descent rope.

In addition, a lighting system (not shown) is disposed on the surface of the upper platform 100, so that the upper platform 100 can be used by the aircraft 175 for landing operations at night. The upper platform 100 also has laser radar, visual inspection device, and radio system (not shown) for positioning, aiming, and docking guidance.

Referring to fig. 46 and 47, the power device layer 101 of the present embodiment includes a main frame 1201, a plurality of rotor mounting frames 1210 and turbofan engine mounting frames 1211 are disposed on the main frame 1201, the plurality of rotor mounting frames 1210 and the turbofan engine mounting frames 1211 are connected by a truss 1205, a rotor 1220 is mounted in each rotor mounting frame 1210, and when the lift-off platform needs to be lifted, the lift-off platform is driven to be lifted by driving the rotation of the plurality of rotors 1220. A turbofan engine 1240 is mounted within each turbofan engine mount 1211. An aviation oil tank and an oil pipe are arranged on the lift-off platform. Alternatively, the power plant layer 101 is provided with two rotors and two turbofan engines, for example, four rotors and four turbofan engines are arranged at the four corners of the power plant layer 101 and at the quarter and three quarters of the two diagonal lines. In addition, the number of the turbofan engines arranged on the power device layer 101 may be two or three, if two turbofan engines are arranged, the two turbofan engines may be arranged on two sides of the main probe 103, if the number of the turbofan engines is three, the three turbofan engines are located on three vertexes of a regular triangle, and the center point of an inscribed circle of the triangle is the central point of the power device layer 101.

A plurality of support rods 1203 are provided on the main frame 1201, and the upper stage 100 may be supported on top ends of the plurality of support rods 1203. The main frame 1201 is provided at the lower end thereof with a plurality of tie bars 1202, and the shock absorbing layer 109 is connected to the lower ends of the plurality of tie bars 1202. As can be seen in fig. 47, power plant layer 101 includes four rotors 1220 and four turbofan engines 1240, with four rotors 1220 located at the four corners and four turbofan engines 1240 located near the center of main frame 1201.

Referring to fig. 48, rotor 1220 includes a cylindrical housing 1221, and housing 1221 may be secured within annular cylindrical rotor mount 1210, such as by welding or screws. A connecting rod 1222 is arranged in the housing 1221, a main body portion 1230 of the rotor 1220 is fixed in the housing 1221 through the connecting rod 1222, and the main body portion 1230 of the rotor 1220 is further provided with a blade 1223. Referring to fig. 50 and 51, the top end of the housing 1221 is provided with a flared horn 1224, and the horn 1224 may be secured to the top end of the rotor mount 1210. A motor 1226 is provided in the main body portion 1230 of the rotor 1220, the motor 1226 is fixed to the mounting plate 1225, and the blades 1223 are fixed to the radially outer side of the rotating shaft 1227 of the motor 1226. Rotor 1220 is a common flight power device and the present embodiment can use existing rotor configurations.

Referring to fig. 49, the turbofan engine 1240 includes a housing 1241, and two fixing posts 1242 are disposed on a side wall of the housing 1241, and the two fixing posts 1242 are inserted into the turbofan engine mount 1211, so as to fix the turbofan engine 1240 to the turbofan engine mount 1211. An airflow opening 1243 is provided at the top end of the housing 1241. Referring to FIG. 52, a body portion 1245 of turbofan engine 1240 is disposed within housing 1241, turbofan engine 1240 being a common flight power unit, and the present embodiment may be used with existing turbofan engine configurations.

The turbofan engine shown in FIG. 52 is mounted in a vertical orientation, i.e., the axis of the turbofan engine is perpendicular to the major face of the upper deck 100. In practical application, the turbofan engine can be installed along the horizontal direction, but a bent pipe is needed to be arranged. Referring to FIG. 53, the axis of turbofan engine mount 1211 is disposed in a horizontal direction, i.e., parallel to a major surface of upper platform 100, and the axis of main body portion 1245 of turbofan engine 1240 is also parallel to a major surface of upper platform 100. An elbow 1246 is arranged at the air outlet end of the turbofan engine 1240, the elbow 1246 is a 90-degree elbow, the free end of the elbow 1246 faces downwards, and the axis of the free end is along the vertical direction. Since the airflow from the turbofan engine 1240 is high-temperature and high-pressure gas, the bent pipe 1246 needs to be made of a metal material resistant to high temperature and high pressure. When the vertical installation mode of the turbofan engine is changed into the horizontal installation mode, the nozzle position of the bent pipe equipped for the turbofan engine is required to be the same as the nozzle position of the vertically installed turbofan engine.

Of course, four rotors may be replaced with ducts, or alternatively, four turbofan engines may be replaced with ducts.

Referring to fig. 4, 5 and 6, the upper deck 100 is provided with a tension assembly including a crane 150 provided on the upper surface of the upper deck 100, and a wire pulling joint 151 provided at the upper end of the crane 150. The lifting frame 150 may be a scissor lifting mechanism, and is driven by a driving unit such as a motor to ascend or descend, so as to drive the cable tie 151 to ascend or descend relative to the upper platform 100.

The inside surface of the belly 170 of the aircraft 175, i.e., the upper side surface in fig. 4, is provided with a take-up pulley 172, and the tether 173 may be wound around the circumference of the take-up pulley 172. A cable guide joint 174 is provided at an end of the cable guide, and preferably, a stopper plate 176 is provided at an upper end of the cable guide joint 174. The cable connector 174 has a cylindrical main body and a conical lower end, and the cable connector 174 can be inserted into the cable connector 151. The belly 170 is provided with a through hole 171 through which a cable guide connector 174 and a cable guide 173 can be extended out of the aircraft 175 and hung down through the through hole 171.

As shown in fig. 5, the cable connector 151 is provided with a receiving cavity 152 at a middle portion thereof, and the cable connector 174 can be inserted into the receiving cavity 152. Preferably, a locking mechanism may be disposed within the cable tie-in 151, such as a locking pin, for locking the cable tie-in 174 within the receiving cavity 152. Alternatively, a micro-control switch is disposed in the accommodating cavity 152, and after the cable connector 174 is inserted into the accommodating cavity 152, a locking pin is driven by a motor to move and pass through the cable connector 151 and the cable connector 174, so as to lock the cable connector 174 in the cable connector 151.

Two pairs of clamping rollers are arranged on the upper-layer platform 100, the first pair of clamping rollers comprises a sliding rod 110 and a roller 111 fixed on one side of the sliding rod 110, a sliding groove is formed in the edge of the upper-layer platform 100, two ends of the sliding rod 110 are arranged on the sliding groove through supporting rods 113, the sliding rod 110 can slide on the sliding groove under the driving of a driving motor 114, and then the roller 111 is driven to slide relative to the upper-layer platform 100.

Opposite to the sliding bar 110 is a sliding bar 115, the sliding bar 115 and the sliding bar 110 are arranged in parallel, and a roller 116 is arranged on one side of the sliding bar 115 close to the sliding bar 110. As can be seen from fig. 6, the

rollers

111 and 116 are elongated rollers, and the

rollers

111 and 116 are parallel to each other, so that the

rollers

111 and 116 form a first pair of nip rollers. The sliding bar 115 is supported at both ends thereof on the sliding grooves by support bars 117 and slides on the sliding grooves by the driving of the motor. Preferably, the sliding rod 110 and the sliding rod 115 may be disposed on the same sliding slot, and the sliding rod 110 and the sliding rod 115 may move back or back to each other.

Preferably, a roller rotation driving device, such as a driving motor, is disposed at one end of the

rollers

111 and 116 for driving the

rollers

111 and 116 to rotate along their axes, such as clockwise rotation or counterclockwise rotation.

The other pair of clamping rollers comprises a sliding rod 120 and a sliding rod 125 which are parallel to each other, one side of the sliding rod 120 close to the sliding rod 125 is provided with an elongated roller 121, one side of the sliding rod 125 close to the sliding rod 120 is provided with an elongated roller 126, and the roller 121 and the roller 126 are parallel to each other. And, the slide bar 120 is perpendicular to the slide bar 110, so the extending directions of the two sets of clamping rollers are perpendicular to each other.

The two ends of the sliding rod 120 and the sliding rod 125 are respectively supported on another set of sliding grooves through support rods, and can slide on the sliding grooves back and forth, that is, the sliding direction of the sliding rod 120 and the sliding direction of the sliding rod 110 are perpendicular to each other. The sliding

bars

110, 115, 120, 125 are all located above the stay cable joints 151 in a direction perpendicular to the upper deck 100.

In order to ensure that the aircraft 175 is firmly fixed to the upper deck 100, a wheelset locking device is provided on the upper surface of the upper deck 100, and since a front wheel 180 and two rear wheels 182 are provided under the belly 170 of the aircraft 175, the wheelset locking device of the present embodiment includes a front wheel locking device 130 and two rear wheel locking devices 140.

The front wheel locking device 130 includes two guide plates 131, and the two guide plates 131 are formed in a V shape with open ends facing upward so as to facilitate the fixing of the front wheel 180. Two ends of the two guide plates 131 are respectively provided with a clamping shaft seat 132 and a clamping shaft 134, one side of the clamping shaft seat 132 close to the clamping shaft seat 134 is provided with a clamping shaft member 133, and one side of the clamping shaft seat 134 close to the clamping shaft seat 132 is provided with a clamping shaft member 135, so that the clamping shaft member 133 and the clamping shaft member 135 are arranged oppositely. Also, the chucking member 133 may extend or contract with respect to the chucking base 132, and the chucking member 135 may extend or contract with respect to the chucking base 134.

When the front wheel 180 is located between the two guide plates 131, the shaft clamping member 133 extends from the shaft clamping seat 132, and the shaft clamping member 135 extends from the shaft clamping seat 134 to clamp the rotating shaft of the front wheel 180, so that the front wheel 180 is prevented from moving relative to the guide plates 131.

The two rear wheel locking devices 140 are arranged in parallel, each rear wheel locking device 140 includes a locking seat 141, 143, a locking member 142 is disposed on one side of the locking seat 141 close to the locking seat 143, the locking member 142 can extend or retract relative to the locking seat 141, and the end of the locking member 142 is an arc-shaped opening. The locking seat 143 is provided with a locking member 144 at a side thereof adjacent to the locking seat 141, the locking member 144 can extend or retract relative to the locking seat 143, and an end of the locking member 144 is an arc-shaped opening. A circular space is formed between retaining member 142 and retaining member 144 in which rear wheel 182 can be retained to retain rear wheel 182 on upper deck 100.

A cable winder 160 is arranged below the upper platform 100, a cable 161 is wound outside the cable winder 160, and the upper end of the cable 161 is fixedly connected with the cable connector 151.

When the aircraft 175 needs to land, first, the flight control system starts the power device on the lift-off platform, such as a rotor or a turbofan engine, to lift the lift-off platform by a certain height, such as 9-10 meters. Since the main probe 104 and the auxiliary probe 104 are both fixed on the lift-off platform, the main probe 103 and the auxiliary probe 104 rise together with the lift-off platform.

At this time, the aircraft 175 slowly hovers over the lift-off platform for a certain distance, for example, about 3 meters to 5 meters above the upper platform 100, and then the approximate position of the aircraft 175 is determined by the auxiliary positioning device on the lift-off platform, for example, a camera is arranged on the upper platform 100, an image of the bottom of the aircraft 175 is captured by the camera, and the approximate position of the aircraft 175 is determined after the image is analyzed. At this point, the flight control system controls the power plant on the lift-off platform so that the lift-off platform moves to the appropriate position below the aircraft 175. Alignment, positioning by means of image recognition, laser, etc. are well known techniques and will not be described in detail herein.

Then, in the case where the aircraft 175 is hovering, the mooring cable 173 on the aircraft passes through the through hole 171 and is thrown down, as shown in fig. 7, and the mooring cable joint 174 at the lower end of the mooring cable 173 gradually approaches the upper platform 100. However, since the sea waves are large and the lead cable 173 is easily influenced by the wind without swinging in a definite direction, the lead cable 173 needs to be clamped and fixed by two sets of clamping rollers.

When the cable 173 is thrown, the cable connector 174 is slowly lowered to a position below the two sets of clamping rollers, and then the sliding

bars

110, 115 are driven by the motor to approach each other, and at the same time, the sliding

bars

120, 125 are driven by the motor to approach each other, as shown in fig. 8. As each set of sliding bars approach each other, the lower end of the cable 173 will be surrounded by two sets of clamping rollers, as shown in fig. 9 and 10, and when the sliding bar 110 and the sliding bar 115 approach each other, the lower end of the cable 173 is clamped by the

rollers

111 and 116. Similarly, in the other direction, the lower end of the cable 173 is held by the roller 121 and the roller 126.

Then, the roller 111 is driven by the motor to rotate counterclockwise, the roller 116 is driven by the motor to rotate clockwise, and the cable 173 is driven by the friction force to move upward, so that the cable connector 174 is driven to move upward. At this time, the lifting frame 150 drives the cable connector 151 to move upward, so that the cable connector 174 is inserted into the cable connector 151, and finally the locking pin locks the cable connector 151 with the cable connector 174.

At this time, the take-up pulley 172 of the aircraft 175 rotates to retrieve the cable 173 into the belly 170, the cable tie-in 151 follows the cable 173 into the aircraft 175 and is clamped above the belly 170, and then the cable tie-in 151 and the cable tie-in 174 are detached. In this embodiment, a clamping member is provided above the belly of the aircraft 175 for clamping the cable tie 151. At this time, the vertical take-off and landing aircraft increases a certain lift force, the lift-off platform reduces a certain lift force, so that the pull cable 161 maintains a certain tension, and the lift-off platform tightens the pull cable 161 through the pull cable winder 160, gradually pulls the aircraft 175 and the upper platform 100 together and fixes them, as shown in fig. 11.

The clamping member provided in the aircraft 175 has various structures, one of which is shown in fig. 42, and the clamping member 190 is an expandable clamp, and the clamp includes two clamping arms 192, and the ends of the two clamping arms 192 are connected with a cylinder 191, and the cylinder 191 can drive the clamp to expand or close. The front end of the clamping arm 192 is provided with a clamping part 193, and the stay cable joint 151 can be clamped between the two clamping parts. For example, as shown in FIG. 5, the middle of the cable tie is provided with a front groove 153, and the clamping portion 193 can clamp outside the groove 153.

Fig. 43 shows another structure of the clamping member, the clamping member 195 includes two clamping members which can be separated from or close to each other, each clamping member includes a bracket 196, a motor 199 is disposed on the bracket 196, a clamping block 197 is disposed at one end of the bracket 196, both the clamping blocks 197 are provided with semicircular openings, the motor 199 can drive the clamping blocks 197 to close to or away from each other, a circular through hole 198 is formed after the two clamping blocks 197 are close to each other, and the stay cable joint 151 can be clamped in the through hole 198, for example, the groove 153 of the stay cable joint 151 is located in the through hole 198.

Subsequently, the main and auxiliary lowering winches 128 and 107 start to rotate, and the main and auxiliary lowering ropes 106 and 108 are retracted, so that the lift-off platform is lowered. Thus, the aircraft 175 descends along with the lift-off platform, and landing of the aircraft 175 is realized after the lift-off platform descends to the deck 129.

At the moment when the lift-off platform lands on the deck 129, the lower end of the shock absorbing landing gear 105 will abut the upper surface of the deck 129 and provide a cushioning force for the lift-off platform, preventing the lift-off platform from hard landing on the deck 129 and causing vibration of the deck 129, and also preventing the aircraft 175 on the lift-off platform from violent vibration.

Because the sea conditions are complex during offshore operation, the hull can be thrown upwards by sea waves, and impact on the lift-off platform caused by instant rising or falling of the hull is avoided, in the falling process of the lift-off platform, the power device of the lift-off platform always works and provides lift force, so that even if the hull is thrown by sea waves and rises instantly and the main pull-down cable 106 and the auxiliary pull-down cable 108 cannot provide falling pull force, the power device of the lift-off platform provides lift force all the time, the lift-off platform can also rise rapidly under the action of the lift force, the impact on the lift-off platform caused by instant rising of the deck 129 is avoided, and the deck 129 is prevented from impacting on the lift-off platform.

Of course, in this embodiment, the cable connector 151 and the cable connector 174 are locked by the locking pin, and in practical applications, the cable connector 151 and the cable connector 174 may be fixed to each other by a magnetic field, for example, a coil is disposed in the cable connector 151, and when the cable connector 174 made of metal is inserted into the cable connector 151, the coil is energized and generates a magnetic field, thereby fixing the cable connector 174 in the cable connector 151.

Of course, the front wheel locking device 130 and the rear wheel locking device 140 may be provided with a shaft clamping seat and a shaft clamping member, and further provided with a locking seat and a locking member, that is, for the same wheel, both the wheel is clasped and the wheel is clamped, for example, when the wheel falls between two guide plates, firstly the two locking members are used to clasp the wheel, and then the shaft of the wheel is clamped by the shaft clamping member, so that the clamping of the wheel is firmer. Preferably, the two guide plates may be folded on the upper platform 100, that is, the included angle between the guide plates and the upper platform 100 may be changed.

Second embodiment:

the first embodiment is primarily directed to landing of an aircraft with wheeled landing gear, and the present embodiment is primarily directed to landing of an aircraft with skid landing gear. The naval vessel of this embodiment is provided with the deck including the hull on the hull, and lift-off platform sets up on the deck. The lift-off platform comprises three layers of structures, namely an upper layer platform, a power device layer and a damping layer which are sequentially arranged from top to bottom, and the three layers are fixedly connected through a truss. The aircraft can be locked on the upper platform and can land on the deck along with the lift-off platform. The structures of the upper platform, the power device layer and the shock-absorbing layer are the same as those of the first embodiment, and are not described again.

Referring to fig. 12, 13 and 14, the upper deck 200 is provided with a tension module, which in this embodiment includes a crane 250 provided on the upper surface of the upper deck 20, and a cable tie 251 is fixed to the upper end of the crane 250. The lifting frame 250 may be a scissor lifting mechanism, and is driven by a driving component such as a motor to ascend or descend, so as to drive the cable tie connector 251 to ascend or descend relative to the upper platform 200.

The inside surface of the belly 270 of the aircraft is provided with a take-up pulley 272, and the fairlead 273 may be wound around the circumference of the take-up pulley 272. A cable connector 274 is provided at an end of the cable 273, and preferably, a stopper plate is provided at an upper end of the cable connector 274. The cable connector 274 has a cylindrical main body and a conical lower end, and the cable connector 274 can be inserted into the cable connector 251. The belly 270 is provided with a through hole 271 through which a fairlead 274 and a fairlead 273 can be extended out of the aircraft and be suspended.

Referring to fig. 17, a receiving cavity 252 is formed in the middle of the cable connector 251, and the cable connector 274 may be inserted into the receiving cavity 252. Preferably, a locking mechanism can be disposed in the cable fitting 251, such as a locking pin, for locking the cable fitting 274 in the receiving cavity 252. Alternatively, a coil is provided in the cable head 251, and when the cable head 274 is inserted into the receiving cavity 252, the coil is energized to generate a magnetic field, thereby attracting and fixing the cable head 274 made of metal.

Be provided with two pairs of centre gripping gyro wheels on upper platform 200, first pair of centre gripping gyro wheel includes slide bar 210 and fixes the gyro wheel 211 in slide bar 210 one side, sets up the spout in the edge of upper platform 200, and the bracing piece 213 setting is passed through on the spout at slide bar 210's both ends, and slide bar 210 can slide on the spout under driving motor 214's drive, and then drives gyro wheel 211 and slide for upper platform 200.

Opposite to the sliding bar 210 is a sliding bar 215, the sliding bar 215 and the sliding bar 210 are arranged in parallel, and a roller 216 is arranged on one side of the sliding bar 215 close to the sliding bar 210. As can be seen from fig. 13, the

rollers

211 and 216 are elongated rollers, and the

rollers

211 and 216 are parallel to each other, so that the

rollers

211 and 216 form a first pair of nip rollers. The sliding rod 215 is supported at both ends thereof on the sliding grooves by means of support rods 217 and slides on the sliding grooves by the driving of a motor. Preferably, the sliding rod 210 and the sliding rod 215 may be disposed on the same sliding slot, and the sliding rod 210 and the sliding rod 215 may move back or back.

rollers

211, 216 for driving the

rollers

211, 216 to rotate along their axes, such as clockwise rotation or counterclockwise rotation.

The other pair of clamping rollers comprises a sliding rod 220 and a sliding rod 225 which are parallel to each other, one side of the sliding rod 220 close to the sliding rod 225 is provided with an elongated roller 221, one side of the sliding rod 225 close to the sliding rod 220 is provided with an elongated roller 226, and the roller 221 and the roller 226 are parallel to each other. And, the sliding rod 220 is perpendicular to the sliding rod 210, so the extending directions of the two sets of clamping rollers are perpendicular to each other.

The two ends of the sliding rod 220 and the sliding rod 225 are respectively supported on another set of sliding grooves through supporting rods, and can slide on the sliding grooves back and forth, that is, the sliding direction of the sliding rod 220 and the sliding direction of the sliding rod 210 are perpendicular to each other. The sliding

bars

210, 215, 220, 225 are all located above the stay wire joints 251 in a direction perpendicular to the upper deck 200.

Two skid fixing members 230 arranged in parallel are arranged on the upper surface of the upper-layer platform 200, each skid fixing member 230 is provided with two mounting grooves 231 with upper ends opened, and a skid 280 of an aircraft can be placed in the mounting grooves 231. As can be seen from fig. 13, the two skid fixing members 230 are respectively located close to the slide bar 220 and the slide bar 225 in the length direction of the slide bar 210. And, two skid buffer plates 235 that are arranged in parallel are also arranged on the upper platform 200.

In the length direction of the slide bar 210, two skid post clamping devices 240 are provided between the two skids, and the crane 250 is located between the two skid post clamping devices 240. Preferably, each skid stud clamping device 240 is disposed below a clamping roller. Each skid stud clamping means 240 comprises three bases 241, the three bases 241 being arranged along a line. The two outer bases are provided with a clamping member 242, the middle base 241 is extended to both sides with a clamping member 243, and a clamping member 242 is disposed opposite to the clamping member 243 and can clamp a skid post 281.

Preferably, the clamping member 242 can extend or retract relative to the base 241, and the clamping member 243 can also extend or retract relative to the base 241. Further, the two clamping members 241 at the outer side can move along the straight line distributed by the three bases 241, that is, the distance between the two bases 241 at the two sides and the base 241 at the middle is adjustable.

Referring to fig. 14, a pull-down winch 260 is arranged below the upper platform 200, a pull-down cable 261 is wound outside the pull-down winch 260, and the upper end of the pull-down cable 261 is fixedly connected with the lower end of the pull-cable connector 251.

When the aircraft needs to land, first, the flight control system starts a power device on the lift-off platform, for example, a rotor or a turbofan engine, and the lift-off platform is raised by a certain height, for example, by 9 meters to 10 meters. Because the main probe tube and the auxiliary probe tube are both fixed on the lift-off platform, the main probe tube and the auxiliary probe tube rise together along with the lift-off platform.

At this time, the aircraft slowly hovers over the lift-off platform for a certain distance, for example, about 3 meters to 5 meters above the upper platform 200, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift-off platform, for example, a camera is arranged on the upper platform 200, an image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft is determined after the image is analyzed. At this time, the flight control system controls the power device on the lift-off platform so that the lift-off platform moves to a suitable position below the aircraft.

Then, in the case where the aircraft is hovering, the tether 273 on the aircraft passes through the through-hole 271 and is thrown down, and the tether joint 274 at the lower end of the tether 273 gradually approaches the upper deck 200. However, since the sea waves are large and the cable 273 is easily influenced by wind force without swinging in a definite direction, it is necessary to clamp and fix the cable 273 by two sets of clamping rollers.

When the cable 273 is thrown, the cable connector 274 is slowly lowered to a position below the two sets of clamping rollers, and then the slide bars 210, 215 are driven by the motor to approach each other, and at the same time, the slide bars 220, 225 are driven by the motor to approach each other, as shown in fig. 15. As each set of slide bars approach each other, the lower end of the cable 273 is surrounded by two sets of clamping rollers, as shown in FIGS. 16 and 17, and the lower end of the cable 273 is clamped by the

rollers

211 and 216 when the slide bar 210 and the slide bar 215 approach each other. Similarly, in the other direction, the lower end of the guide wire 273 is held between the roller 221 and the roller 226.

Then, the roller 211 is driven by the motor to rotate counterclockwise, the roller 216 is driven by the motor to rotate clockwise, and the cable 273 is driven to move upward by the friction force, so that the cable connector 274 is driven to move upward. At this time, the crane 250 drives the cable head 251 to move upwards, so that the cable head 274 is inserted into the cable head 251, and finally, the coil in the cable head 251 is electrified, so that the cable head 251 and the cable head 274 are locked.

At this time, the take-up pulley 272 of the aircraft rotates to recover the guide cable 273 into the belly 270, the cable pulling joint 251 enters the belly 270 along with the guide cable 273 and is clamped above the belly 270, then, the cable pulling joint 251 and the guide cable joint 274 are separated, at this time, the vertical take-off and landing aircraft increases a certain lift force, the lift-off platform reduces a certain lift force, so that the cable pulling 261 keeps a certain tension, the lift-off platform tightens the cable pulling 261 through the cable pulling and winding machine 260, and the aircraft 275 and the upper platform 200 are gradually pulled together and fixed, as shown in fig. 18.

And then, the main pulling and descending winch and the auxiliary pulling and descending winch start to rotate, and the main pulling and descending cable and the auxiliary pulling and descending cable are retracted, so that the lift-off platform is driven to descend. Therefore, the aircraft descends along with the lift-off platform, and landing of the aircraft is realized after the lift-off platform descends to a deck.

When the lift-off platform falls to the deck, the lower end of the damping falling frame abuts against the upper surface of the deck, and provides buffering force for the lift-off platform, so that the lift-off platform is prevented from being hard landed on the deck to cause deck vibration, and the aircraft on the lift-off platform is also prevented from violently vibrating.

The power device of the lift-off platform provides lift force all the time, and the lift-off platform can also rise rapidly under the action of the lift force at the moment, so that the lift-off platform is prevented from being impacted by the instant rise of the deck and the collision of the deck on the lift-off platform.

In the first and second embodiments, the clamping assembly may not be provided with a sliding rod, the upper ends of the two support rods are directly provided with the strip-shaped rollers, and the built-in motor for driving the rollers to rotate along the axes of the support rods is provided, and the lower ends of the support rods may be arranged on the sliding groove and may slide along the sliding groove.

The third embodiment:

the present embodiment is primarily directed to landing of aircraft with skid landing gear. The naval vessel of this embodiment is provided with the deck including the hull on the hull, and lift-off platform sets up on the deck. The lift-off platform comprises three layers of structures, namely an upper layer platform, a power device layer and a damping layer which are sequentially arranged from top to bottom, and the three layers are fixedly connected through a truss. The aircraft can be locked on the upper platform and can land on the deck along with the lift-off platform. The structures of the upper platform, the power device layer and the shock-absorbing layer are the same as those of the first embodiment, and are not described again.

Referring to fig. 19, two skid mounting slots 301 are provided above the upper deck 300, and each skid 371 of the aircraft can be mounted in one skid mounting slot 301. The upper deck 300 is provided with a through hole at a middle position thereof, and the tension assembly of this embodiment includes a catching grapple assembly 310 that can pass through the through hole. The lower end of the catch grapple assembly 310 is secured to a support plate 308, preferably with the support plate 308 parallel to the upper platform 300 and about 0.5 meters below the upper platform.

Referring to fig. 20 and 21, the capturing grapple assembly 310 includes a screw 320, the screw 320 is located in the middle of the capturing grapple assembly 310, and a motor 316 is disposed at the bottom of the screw 320, and the motor 316 can drive the screw 310 to rotate along its axis. The top of the screw 310 is provided with a fixing ring 325, and the fixing ring 325 cannot move up and down relative to the screw 310.

A nut sleeve 326 is sleeved outside the screw rod 310, the nut sleeve 326 is provided with internal threads, and the nut sleeve 326 can move up and down relative to the screw rod 310 when the screw rod 310 rotates. Four catching hooks 330 are arranged outside the circumference of the screw rod 310, the fixed end of each catching hook 330 is fixed on the nut sleeve 326, and the connecting rod 340 is connected to the middle of the fixing ring 325 which also catches the body of the catching hook 330. As can be seen from fig. 21, one end of the connecting rod 340 is hinged to the fixing ring 325, and the other end of the connecting rod 340 is hinged to the rod body of the capturing grapple 330. A spring 341 is externally sleeved on the connecting rod 340, and the spring 341 is a damping device of the present embodiment, and both ends of the spring 341 are respectively fixed to both ends of the connecting rod 340, so as to prevent the capturing grapple 330 from generating severe vibration when being unfolded or contracted.

At the free end of the capturing grapple 330 is provided a hooking portion 331, in this embodiment the hooking portion 331 is bent downward from the rod body of the capturing grapple 330, and preferably the hooking portion 331 is perpendicular to the rod body.

In the initial state, the capturing grapple assembly 310 is in the state shown in fig. 20, and when the motor 316 rotates the lead screw 310, the nut sleeve 326 is raised relative to the lead screw 310, and the four capturing grapples 330 are also gradually spread apart, as shown in fig. 21. Likewise, when the lead screw 310 is rotated in the opposite direction, the catch hook assembly 310 may be restored from the expanded state to the contracted state.

The lower end of the screw 310 is provided with four telescopic devices 312, the telescopic devices 312 of the embodiment are multi-section telescopic rods, and the four telescopic devices 312 are arranged in a rectangle. The lower ends of the four telescopic devices 312 are fixed on the lower fixing plate 311, the upper ends of the four telescopic devices 312 are fixed on the upper fixing plate 313, the lower end of the motor 316 is fixed on the supporting plate 315, several shock absorbers 314 are arranged between the supporting plate 315 and the upper fixing plate 313, the shock absorbers 314 of the embodiment are spiral steel wire rope shock absorbers, and the axis of each shock absorber 314 is perpendicular to the axis of the telescopic device 312.

At this time, the aircraft slowly hovers over the lift-off platform for a certain distance, for example, about 3 meters to 5 meters above the upper platform 300, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift-off platform, for example, a camera is arranged on the upper platform 300, an image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft is determined after the image is analyzed. At this time, the flight control system controls the power device on the lift-off platform so that the lift-off platform moves to a suitable position below the aircraft.

Then, in the case of hovering of the aircraft, the telescopic means 312 of the capturing grapple assembly 310 in the retracted state is gradually raised and brings the four capturing grapples 330 through the through holes of the upper deck 300, as shown in fig. 22, and the upper ends of the capturing grapples 330 can pass over the skid 371 of the aircraft.

Then, the motor 316 drives the screw 320 to rotate, and the four capturing grapples 330 are transferred from the retracted state to the extended state, as shown in fig. 23 and 24, the hooking portions 331 of the four capturing grapples 330 are hooked on the skid 371 of the aircraft, and preferably, each hooking portion 331 can be hooked at the connection between the skid 371 and the skid column 372.

After the four hooking parts 331 are hooked on the skids 371 of the aircraft, the four telescopic devices 312 start to contract, as shown in fig. 25 and 26, the two skids 371 respectively fall into the skid mounting grooves 301, and thus the fixation between the aircraft and the lift-off platform is realized.

Preferably, in order to facilitate the battery replacement of the small aircraft, a battery replacement assembly is arranged on the upper platform 300, the battery replacement assembly includes a sliding rail 305, the sliding block 306 can slide on the sliding rail 305, an extendable mechanical arm 307 is arranged at the upper end of the sliding block 306, a battery holder 308 is arranged at the upper end of the mechanical arm 307, the battery holder 308 can be driven by the mechanical arm 307 to rise to the inner side of the belly 370, and can capture and fix the battery 375 of the aircraft, after the mechanical arm 307 retracts, the old battery can be put down, and a new battery can be placed on the battery holder 308, and after the mechanical arm 307 drives the battery holder 308 to rise, the new battery can be placed in the aircraft, so as to implement the battery replacement. Thus, the small aircraft can conveniently realize the replacement of the battery without landing on a deck.

The fourth embodiment:

the present embodiment is primarily directed to landing of aircraft with skid landing gear. The naval vessel of this embodiment is provided with the deck including the hull on the hull, and lift-off platform sets up on the deck. The lift-off platform comprises three layers of structures, namely an upper layer platform, a power device layer and a damping layer which are sequentially arranged from top to bottom, and the three layers are fixedly connected through a truss. The aircraft can be locked on the upper platform and can land on the deck along with the lift-off platform. The structures of the upper platform, the power device layer and the shock-absorbing layer are the same as those of the third embodiment, and are not described again.

Referring to fig. 27, a through hole is formed in the upper stage 400 of the present embodiment, the capturing grapple assembly 410 may pass through the through hole, and the capturing grapple assembly 410 is provided with four capturing grapples 430, and the capturing grapple assembly 410 of the present embodiment is the same as that of the third embodiment, and thus, description thereof is omitted.

Different from the third embodiment, the present embodiment does not provide a battery replacement assembly, but provides a refueling assembly, the refueling assembly of the present embodiment includes a slide rail 405, the slide block 406 can reciprocate on the slide rail 405, the upper end of the slide block 406 is provided with a telescopic refueling pipe 407, the upper end of the refueling pipe 407 is provided with a refueling nozzle, and the aircraft 470 using aviation fuel can be refueled through the refueling assembly.

Fifth embodiment:

Unlike the third embodiment, the structure of the expansion device and the shock absorber is changed, and as shown in fig. 28 and 29, the expansion device 510 includes a multi-stage expansion rod 512, a wire rope 513 is disposed at the upper end of the multi-stage expansion rod 512, the lower end of the wire rope 513 is fixed to the multi-stage expansion rod 512, and the upper end of the wire rope 513 is fixed to the upper fixing plate 515. The upper fixing plate 515 of the present embodiment may replace the upper fixing plate 313 of the third embodiment. A spring 514 is sleeved outside the steel cable 513, and preferably, the upper end and the lower end of the spring 514 are respectively fixed on the multi-section telescopic rod 512 and the upper fixing plate 515. The spring 514 of the present embodiment is also a coil spring and has an axis parallel to the multi-stage telescopic rod 512. preferably, the spring 514 is disposed coaxially with the multi-stage telescopic rod 512.

Sixth embodiment:

the naval vessel of this embodiment is provided with the deck including the hull on the hull, and lift-off platform sets up on the deck. The lift-off platform comprises three layers of structures, namely an upper layer platform, a power device layer and a damping layer which are sequentially arranged from top to bottom, and the three layers are fixedly connected through a truss. The aircraft can land on the upper platform and land on the deck together with the lift-off platform. The structures of the upper platform, the power device layer and the shock-absorbing layer are the same as those of the first embodiment, and are not described again.

The upper platform of this embodiment is provided with a charging assembly, see fig. 30, and the upper platform 600 is provided with a charging assembly, and the charging assembly includes a positive plate 601 and a negative plate 602, and a separator 605 is provided between the positive plate 601 and the negative plate 602, so as to realize electrical isolation between the positive plate 601 and the negative plate 602. The positive electrode plate 601 and the negative electrode plate 602 are connected to a positive terminal and a negative terminal of a dc power supply, respectively.

Two skids 671 and 672 of the aircraft 670 are respectively a charging positive electrode and a charging negative electrode, and when the aircraft 670 falls on the upper platform 600, the two skids 671 and 672 respectively fall above the positive plate 601 and the negative plate 602, so that the aircraft 670 can be charged.

Optionally, the charging assembly and the tensioning assembly are disposed in two adjacent areas on the upper platform 600, so that after the lift-off platform lands on the deck, the aircraft 670 is pushed to move a certain distance on the upper platform 600, and the aircraft 670 is pushed to the charging assembly, thereby charging the aircraft.

Seventh embodiment:

Referring to fig. 31, a turntable landing platform 710 is disposed on the upper platform 700, and the turntable landing platform 710 can rotate relative to the upper platform 700, for example, a rotating motor is disposed at the bottom of the upper platform 700, and the turntable landing platform 710 is driven to rotate by the rotating motor. A magnetic field generating device (not visible in the drawing) is disposed below the turntable lowering stage 710 so that the turntable lowering stage 710 can generate a strong magnetic field. In addition, the upper platform 700 is further provided with a sliding rail 711, and the upper platform 700 is further provided with a mechanical arm assembly, wherein the mechanical arm assembly comprises a sliding block 712, and the sliding block 712 can reciprocate on the sliding rail 711. The robot arm assembly further comprises a clamping arm 713, a fixed end of the clamping arm 713 is hinged to the sliding block 712, the clamping arm 713 comprises two sections of clamping rods hinged to each other, a free end of the clamping arm 713 is provided with a clamping piece 714, and the clamping piece 714 is located above the turntable descending table 710.

When the aircraft 770 needs to land, it will land to the turntable landing stage 710 step by step, and when the sled 771 is at a distance from the turntable landing stage 710, the magnetic field generating device generates a magnetic field and attracts the aircraft 770 to the turntable landing stage 710. After the aircraft 700 lands on the turntable landing platform 710, the turntable landing platform 710 is driven to rotate by the rotating motor, so that the battery 775 of the aircraft 770 is opposite to the direction of the sliding rail 771. At this time, the slider 712 moves to a position opposite to the battery 775, and the mechanical arm 713 drives the clamping piece 714 and clamps the battery 775 of the aircraft 770, so that the battery 775 is replaced.

It should be noted that all the driving devices of the above embodiments may be replaced by hydraulic devices or pneumatic devices, in addition to the motors.

Eighth embodiment:

Two skid mounting grooves are formed in the upper portion of the upper-layer platform, and each skid of the aircraft can be mounted in one skid mounting groove respectively. The intermediate position of the upper deck is provided with a through hole through which the tension assembly of this embodiment includes a catch assembly. The lower end of the catch grapple assembly is fixed to the support plate.

Referring to fig. 54 to 56, the capturing grapple assembly 1230 includes a lead screw 1233, the lead screw 1233 is located in the middle of the capturing grapple assembly 1230, and a motor is disposed at the bottom of the lead screw 1233, and the motor can drive the lead screw 1233 to rotate along its own axis. The top of the screw 1233 is provided with a fixing ring 1237, and the fixing ring 1237 cannot move up and down with respect to the screw 1233.

The screw 1233 is externally sleeved with a nut sleeve 1236, the nut sleeve 1236 is provided with internal threads, and when the screw 1233 rotates, the nut sleeve 1236 can move up and down relative to the screw 1233. Four catching grapples 1234 are arranged outside the circumference of the screw mandrel 1233, the fixed end of each catching grapple 1233 is fixed on the nut sleeve 1236, and the connecting rod 1238 is connected to the middle of the fixed ring 1237 and the catching grapple 1234 rod body. Preferably, a spring 1239 is externally fitted to the connecting rod 1238, and the spring 1239 is used as a damping means of this embodiment, and both ends of the spring 1239 are fixed to both ends of the connecting rod 1238, respectively, so as to prevent the catching hooks 1234 from shaking violently when being unfolded or contracted. A hooking portion 1235 is provided at the free end of the catching hook 1234, and unlike the third embodiment, in this embodiment, the hooking portion 1235 is bent upward from the rod body of the catching hook 1234.

The lower end of the screw 1234 is provided with four telescoping devices 1232, the telescoping device 1232 of this embodiment is a multi-section telescoping rod, and the four telescoping devices 1232 are arranged in a rectangle. The lower ends of the four expansion devices 1232 are fixed on the lower fixing plate 1231, the upper ends of the four expansion devices 1232 are fixed on the upper fixing plate, the lower end of the motor is fixed on the supporting plate, and a plurality of shock absorbers are arranged between the supporting plate and the upper fixing plate.

When the aircraft 1250 needs to land, first, the flight control system starts the power device on the lift-off platform, such as a rotor or a turbofan engine, to raise the lift-off platform by a certain height, such as 9 meters to 10 meters. Because the main probe tube and the auxiliary probe tube are both fixed on the lift-off platform, the main probe tube and the auxiliary probe tube rise together along with the lift-off platform.

At this time, the aircraft 1250 slowly hovers over the lift-off platform for a certain distance, for example, about 3 meters to 5 meters above the upper platform, and then the approximate position of the aircraft is determined by the auxiliary positioning device on the lift-off platform, for example, a camera is arranged on the upper platform, an image of the bottom of the aircraft is captured by the camera, and the approximate position of the aircraft 1250 is determined after the image is analyzed. At this time, the flight control system controls the power device on the lift-off platform so that the lift-off platform moves to a suitable position below the aircraft.

Then, in the event of hovering of the aircraft 1250, the telescopic means 1232 of the catch assembly 1230 in the retracted state are gradually raised and bring the four catch catches 1234 through the through holes of the upper deck, the upper ends of the catch catches 1234 being able to pass over the skids 1252 of the aircraft.

The motor then rotates the lead screw 1233 to move the four catch catches 1234 from the retracted position to the extended position, as shown in fig. 55 and 56, and the hooks 1235 of the four catch catches 1234 engage the sled 1252 of the aircraft, and preferably each hook 1235 can engage the junction between the sled 1252 and the sled post 1251.

After the four hooking parts 1235 are hooked on the skids 1252 of the aircraft, the four telescopic devices 1232 start to contract, and the two skids 1252 respectively fall into the skid mounting grooves, so that the aircraft 1250 and the lift-off platform are fixed.

In the above embodiment, a hydraulic device or a pneumatic device may be used instead of the structure of the screw 1233 and the nut sleeve 1236.

The power device changes the way:

the utility model discloses a lift-off platform is including being located the middle power device layer, and the power device layer includes rotor mounting bracket and turbofan engine mounting bracket, to the overall arrangement of rotor mounting bracket and turbofan engine mounting bracket, can have the arrangement mode of multiple difference.

Referring to fig. 32, a first arrangement is to provide four rotor mounts 1003 and four turbofan engine mounts 1002, the four rotor mounts 1003 and the four turbofan engine mounts 1002 are connected by a truss 1004, and the upper platform 1001 is located above the power plant layer and is fixed to the power plant layer by the truss. As can be seen in fig. 32, four turbofan engine mounts 1002 are provided on the side near the upper platform 1001, while four rotor mounts 1003 are provided on the side remote from the upper platform 1001. And a rotor mounting bracket 1003 corresponds with a turbofan engine mounting bracket 1002, and four rotor mounting brackets 1003 are located four angle outsides of upper platform 1001 respectively, and four turbofan engine mounting brackets 1002 are located four angle outsides of upper platform 1001 respectively.

Referring to fig. 33, a second arrangement is to provide four rotor mounts 1012 and four turbofan engine mounts 1013, where the four rotor mounts 1012, the four turbofan engine mounts 1013, and the upper platform 1011 are connected by trusses 1014, and the upper platform 1011 is located above and secured to the power plant floor by the trusses. As seen in FIG. 33, four turbofan engine mounts 1013 are positioned adjacent to one side of upper platform 1011 and four rotor mounts 1012 are positioned a distance from upper platform 1012. In this embodiment, four rotor mounts 1012 are positioned outside of four corners of upper platform 1011, and four turbofan engine mounts 1013 are positioned outside of four sides of upper platform 1011.

Of course, another way is for four rotor mounts to be located outside the four sides of the upper platform, and four turbofan engine mounts to be located outside the four corners of the upper platform, respectively.

Referring to fig. 34, a third arrangement is to provide four rotor mounts 1022 and three turbofan engine mounts 1023, where the four rotor mounts 1022, the three turbofan engine mounts 1023, and the upper platform 1021 are connected by a truss 1024, and the upper platform 1021 is located above the powerplant floor and is fixed to the powerplant floor by the truss. As can be seen in fig. 34, the four turbofan engine mounts 1023 are a short distance from the upper platform 1021, while the three rotor mounts 1022 are a long distance from the upper platform 1012. In this embodiment, four rotor mounts 1022 are located outside four corners of the upper platform 1021, and three turbofan engine mounts 1023 are located outside four sides of the upper platform 1021, preferably in an equilateral triangle.

Referring to fig. 35, a fourth arrangement is to provide four rotor mounts 1032 and two turbofan engine mounts 1033, the four rotor mounts 1032, the two turbofan engine mounts 1033 and the upper deck 1031 being connected by a truss 1034, the upper deck 1031 being located above and secured to the powerplant floor by the truss. In this embodiment, the four rotor mounts 1032 are located at the outer sides of the four corners of the upper platform 1031, respectively, and the two turbofan engine mounts 1033 are located at the outer sides of the two sides of the upper platform 1031 and are arranged symmetrically.

Referring to fig. 36, a fifth arrangement is to provide four rotor mounts 1042 and two turbofan engine mounts 1043, where the four rotor mounts 1042, the two turbofan engine mounts 1043 and the upper platform 1041 are connected by a truss 1044, and the upper platform 1041 is located above the power plant floor and is fixed to the power plant floor by the truss. In this embodiment, the four rotor mounting brackets 1042 are respectively located at the outer sides of the four sides of the upper platform 1041, and the two turbofan engine mounting brackets 1043 are both located at the outer side of a diagonal of the upper platform 1041.

Referring to fig. 37, a sixth arrangement is to provide four rotor mounts 1052 and two turbofan engine mounts 1053, where the four rotor mounts 1052, the two turbofan engine mounts 1053, and the upper platform 1051 are connected by a truss 1054, and the upper platform 1051 is located above the power plant layer and fixed to the power plant layer by the truss. In this embodiment, four rotor mounting brackets 1052 are respectively located on the outer sides of four sides of the upper platform 1051, and are further away from the upper platform 1051, and two turbofan engine mounting brackets 1053 are both located on the outer sides of two sides of the upper platform 1051 and are symmetrically arranged, so that the distance between the turbofan engine mounting brackets 1053 and the upper platform 1051 is short.

Referring to fig. 38, a seventh arrangement is to provide only four rotor mounts 1062, and not a turbofan engine mount, where the four rotor mounts 1062 are connected to an upper platform 1061 by a truss 1064, and the upper platform 1061 is located above and fixed to the power plant floor by the truss. In this embodiment, four rotor mounts 1062 are located at the outer sides of the four corners of the upper platform 1061, respectively.

Referring to fig. 39, an eighth arrangement provides only four rotor mounts 1072, and no turbofan engine mounts, with four rotor mounts 1072 connected to upper platform 1071 by trusses 1074, with upper platform 1071 positioned above and secured to the powerplant floor by trusses. In this embodiment, four rotor mounts 1072 are located outside the four sides of upper platform 1071, respectively.

Referring to FIG. 40, a ninth arrangement provides four rotor mounts 1082 and three turbofan engine mounts 1083, the four rotor mounts 1082, the three turbofan engine mounts 1083 and the upper platform 1081 being coupled together by a truss 1084, the upper platform 1081 being positioned above the powerplant floor and secured thereto by the truss. As can be seen in FIG. 40, four turbofan engine mounts 1083 are spaced relatively short distances from upper platform 1081, while three rotor mounts 1082 are spaced relatively long distances from upper platform 1081. In this embodiment, four rotor mounts 1082 are respectively located on the outer sides of four sides of upper platform 1081, three turbofan engine mounts 1083 are arranged in an equilateral triangle, and one of turbofan engine mounts 1083 is collinear with one of rotor mounts 1082.

Referring to FIG. 41, a tenth arrangement is to provide four rotor mounts 1092 and a turbofan engine mount 1091, with turbofan engine mount 1091 being centrally located and four rotor mounts 1092 being located at each of the four corners of turbofan engine mount 1091 and being arranged in a rectangular pattern. Each rotor mount 1092 is connected to turbofan engine mount 1091 by a truss. And the upper platform can be positioned above the power device layer and fixedly connected through a truss.

In addition, in the above embodiments, in various configurations of the power plant, the turbofan engine mount may be modified into a rotor mount, that is, the power plant is a rotor, and the arrangement position of the rotor may be further arranged, for example, a plurality of rotors may be arranged vertically. The inlet of the turbofan engine is provided with a flow guide cover for changing the inlet direction and the like.

Of course, in the above-mentioned embodiment, the axis of rotor all is the perpendicular to upper platform, and during the practical application, can increase the parallel rotor of axis and upper platform, the quantity and the setting position of the parallel rotor of axis and upper platform can be adjusted as required, are favorable to the control to lift-off platform direction of flight like this.

Of course, the above-mentioned solution is only the preferred embodiment of the present invention, and the practical application is that there may be more changes, for example, the change of the mechanism for clamping the front wheel or the rear wheel of the aircraft, or the change of the arrangement position of the various power devices on the power device layer, or the change of the specific structure of the shock absorbing landing frame, etc., these changes do not affect the implementation of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A landing gear for a vtol aircraft, comprising:

the device comprises a lifting platform, a plurality of power devices and a control system, wherein the lifting platform is provided with a plurality of power devices for driving the lifting platform to ascend or descend;

a power cable and a probe tube are arranged below the lift-off platform, a pull-down cable is arranged in the probe tube, and a damping falling frame is arranged below the lift-off platform;

the method is characterized in that:

the lift-off platform comprises an upper platform, the upper platform is located at the upper end of the lift-off platform, the upper platform is provided with a tensioning assembly, and the tensioning assembly is used for pulling the aircraft and the upper platform together.

2. The landing gear for VTOL aircraft of claim 1, wherein:

the tensioning assembly comprises a stay cable joint and a clamping assembly which are arranged on the lift-off platform, the stay cable joint is arranged on the lifting frame, the lower end of the stay cable joint is fixedly connected with a stay cable, and the stay cable is wound on a stay cable winding machine;

the clamping assembly further comprises at least one pair of clamping rollers disposed above the cable tie-in.

3. The landing gear for VTOL aircraft of claim 2, wherein:

the number of the clamping rollers is more than two pairs, and the two pairs of clamping rollers are perpendicular to each other.

4. The landing gear for VTOL aircraft of claim 2 or 3, wherein:

the clamping assembly further comprises a roller rotation driving device, and the roller rotation driving device drives the clamping roller to rotate around the axis of the clamping roller.

5. The landing gear for VTOL aircraft of claim 2 or 3, wherein:

the upper surface of the upper layer platform is provided with a wheel set locking device, and the wheel set locking device is arranged below the clamping roller; or

The upper surface of upper platform is provided with skid stand clamping device, skid stand clamping device sets up the below of centre gripping gyro wheel.

6. The landing gear for VTOL aircraft of claim 1, wherein:

the tensioning assembly comprises a capturing grapple assembly, the capturing grapple assembly comprises a screw rod and at least two capturing grapples arranged on the circumference of the screw rod, the fixed end of each capturing grapple is fixed on a nut sleeve, the nut sleeve can move up and down relative to the screw rod, the free end of each capturing grapple is provided with a hooking part, and the lower end of the screw rod is provided with a telescopic device.

7. The landing gear for VTOL aircraft of claim 6, wherein:

the upper end of the screw rod is provided with a fixing ring, and the rod body of each capturing grapple is connected to the fixing ring through a connecting rod.

8. The landing gear for VTOL aircraft of claim 7, wherein:

the connecting rod overcoat is equipped with the damping device, the both ends of damping device are fixed respectively the both ends of connecting rod.

9. The landing gear for VTOL aircraft of any one of claims 1-3, 6-8, wherein:

a turntable descending table is arranged on the upper layer platform, and a magnetic field generating device is arranged below the turntable descending table;

still be provided with the arm assembly on the upper platform, the arm assembly includes the centre gripping arm, the free end of centre gripping arm is provided with the holder, the holder is located the top of carousel descending platform.

10. A ship comprising a vessel, characterized in that the vessel is provided with a landing gear according to any one of claims 1 to 9.