CN220996242U

CN220996242U - Traction docking mechanism, aircraft and two-split flying car

Info

Publication number: CN220996242U
Application number: CN202322848996.9U
Authority: CN
Inventors: 刘广; 黄锦腾; 严磊; 袁德文; 周晨蕾; 何俊; 谢铭泽
Original assignee: Guangdong Huitian Aerospace Technology Co Ltd
Current assignee: Guangdong Huitian Aerospace Technology Co Ltd
Priority date: 2023-10-23
Filing date: 2023-10-23
Publication date: 2024-05-24
Anticipated expiration: 2033-10-23

Abstract

The application provides a traction docking mechanism, an aircraft and a two-split flying car. The traction butt-joint mechanism is used for two split-type aerocar comprising a road vehicle and an aerocraft, and comprises a fuselage assembly seat, a pull ring, a first limiting piece and a second limiting piece, wherein the fuselage assembly seat is arranged on the fuselage of the aerocraft, the pull ring is rotatably assembled on the fuselage assembly seat, and the first limiting piece and the second limiting piece are respectively positioned on two opposite sides of the pull ring relative to the deflection of the fuselage assembly seat. Therefore, the first limiting piece and the second limiting piece can limit the deflection degree of the pull ring relative to the machine body assembly seat, the deflection of the pull ring in a certain range is facilitated, the condition that the deflection is too large due to the fact that the external force acts on the pull ring is reduced, and the difficulty that the aircraft is pulled into the road vehicle by the road vehicle is reduced.

Description

Traction docking mechanism, aircraft and two-split flying car

Technical Field

The application relates to the technical field of aerocars, in particular to a traction docking mechanism, an aircraft and a two-split aerocar.

Background

The flying automobile is always an important research direction, and along with the development of the pure electric vertical take-off and landing aircraft, the flying automobile is new to be researched. In addition to the integrated aerocar, research on the split aerocar is proposed at present, namely the function of the aerocar is split into a land-line part and a flying part, and the split aerocar comprises a plurality of different configurations such as a two-split configuration and a three-split configuration.

The related art two-part flying car includes a road vehicle and an aircraft, which can be combined into one body or separated. In the automatic combination process of the road vehicle and the aircraft, after the road vehicle is connected with the traction docking mechanism of the aircraft, the road vehicle can pull the aircraft into the road vehicle.

However, because the pull ring in the traction docking mechanism is prone to large angle deflection, the difficulty of the road going vehicle pulling the aircraft into the road going vehicle is increased.

Disclosure of utility model

The embodiment of the application provides a traction docking mechanism, an aircraft or a two-split flying car, so as to solve at least one of the problems.

The embodiment of the application realizes the aim through the following technical scheme.

The embodiment of the application provides a traction docking mechanism, which is used for two split-type aerocar comprising a road vehicle and an aerocar, and comprises a body assembly seat, a pull ring, a first limiting piece and a second limiting piece, wherein the body assembly seat is arranged on the body of the aerocar, the pull ring is rotatably assembled on the body assembly seat, and the first limiting piece and the second limiting piece are respectively positioned on two opposite sides of the pull ring, which are opposite to the body assembly seat, in a deflection manner.

In some embodiments, the first limiting member and the second limiting member are both springs, the first limiting member is located at one side of the pull ring, which deflects along the first direction, one end of the first limiting member is connected to the pull ring, and the other end of the first limiting member is connected to the body assembly seat. The second limiting piece is located one side of pull ring along the deflection of second direction, and the one end of second limiting piece is connected in the pull ring, and the other end of second limiting piece is connected in fuselage mount pad, and first direction is opposite with the second direction.

In some embodiments, the first limiting member and the second limiting member are limiting plates, the first limiting member and the second limiting member are assembled on the machine body assembly seat, the first limiting member and the second limiting member are relatively spaced, and the pull ring is located in a spacing space between the first limiting member and the second limiting member.

In some embodiments, the first limiting member has a first transition surface facing the second limiting member or the pull ring, the first transition surface is located on a side of the first limiting member away from the body mount, and a distance between the first transition surface and the second limiting member gradually increases along a direction away from the body mount. The second limiting piece is provided with a second transition surface, the second transition surface faces the first limiting piece or the pull ring, the second transition surface is positioned on one side, away from the machine body assembly seat, of the second limiting piece, and the distance between the second transition surface and the first limiting piece is gradually increased along the direction away from the machine body assembly seat.

In some embodiments, the first transition surface is a planar or curved surface and the second transition surface is a planar or curved surface.

In some embodiments, the tab includes a tab body and a tab spindle connected to the tab spindle rotatably mounted to the body mount, the tab spindle being located in the spacing space between the first and second stop members, the tab body protruding at least partially out of the spacing space between the first and second stop members.

In some embodiments, the first limiting member is provided with a first sliding hole, and the lowest position of the height of the first sliding hole is located between two ends of the first sliding hole. The traction butt joint mechanism further comprises a first sliding piece, the first sliding piece is connected to the pull ring rotating shaft, and the first sliding piece is slidably inserted into the first sliding hole along the extending direction of the two ends of the first sliding hole.

In some embodiments, the second limiting member is provided with a second sliding hole, and the lowest position of the second sliding hole is located between two ends of the second sliding hole. The traction butt joint mechanism further comprises a second sliding piece, the second sliding piece is connected to the pull ring rotating shaft, and the second sliding piece is slidably inserted into the second sliding hole along the extending direction of the two ends of the second sliding hole.

In some embodiments, the first slider includes a first screw and a first polish rod, the first screw and the first polish rod are axially connected, the first screw is assembled on the tab spindle, and the first polish rod is slidably inserted into the first slide hole along an extending direction of two ends of the first slide hole. The second sliding piece comprises a second screw rod and a second polished rod, the second screw rod is axially connected with the second polished rod, the second screw rod is assembled on the pull ring rotating shaft, and the second polished rod is slidably inserted into the second sliding hole along the extending direction of the two ends of the second sliding hole.

In some embodiments, the traction docking mechanism further comprises an elastic reset piece, wherein the elastic reset piece and the pull ring rotating shaft are distributed along the axial direction of the pull ring rotating shaft, and the elastic reset piece is propped against between the pull ring rotating shaft and the machine body assembly seat.

The embodiment of the application provides an aircraft, which comprises a fuselage and the traction docking mechanism of any embodiment, wherein the traction docking mechanism is assembled on the fuselage and positioned at the bottom of the aircraft.

The embodiment of the application provides a two-split flying automobile, which comprises a road vehicle and an aircraft of any embodiment, wherein the vehicle body of the road vehicle is provided with an aircraft accommodating bin, the aircraft accommodating bin is positioned at one side of the cabin of the road vehicle facing the tail of the road vehicle, and the aircraft accommodating bin is suitable for accommodating the aircraft.

In the traction docking mechanism, the aircraft and the two split-type aerocar provided by the embodiment of the application, the airframe assembly seat of the traction docking mechanism is arranged on the airframe of the aircraft, the pull ring is rotatably assembled on the airframe assembly seat, and the first limiting piece and the second limiting piece are respectively positioned on two opposite sides of the pull ring, which are opposite to the airframe assembly seat in a deflection manner. Therefore, the first limiting piece and the second limiting piece can limit the deflection degree of the pull ring relative to the machine body assembly seat, the deflection of the pull ring in a certain range is facilitated, the condition that the deflection is too large due to the fact that the external force acts on the pull ring is reduced, and the difficulty that the aircraft is pulled into the road vehicle by the road vehicle is reduced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 shows a schematic structural diagram of a combination of a road vehicle and an aircraft in a flying car according to an embodiment of the present application. Fig. 2 shows a schematic illustration of the structure of the flying car of fig. 1 with the road vehicle separated from the aircraft. Fig. 3 shows a schematic structural diagram of the aircraft of the flying vehicle of fig. 1. Fig. 4 shows an enlarged schematic view of the aircraft of fig. 3 at iv. Fig. 5 shows a schematic exploded view of the towing docking mechanism of the aircraft of fig. 3. Fig. 6 shows a schematic structural diagram of a traction docking mechanism of an aircraft according to another embodiment of the present application. Fig. 7 shows a schematic structural view of the separation and coupling device of the flying car of fig. 2. Fig. 8 is an exploded view showing a linear motion mechanism of the separation coupling device of fig. 7. Fig. 9 is a schematic view showing a sectional structure of a linear motion mechanism of the separation coupling device of fig. 7. Fig. 10 is a schematic view showing a part of a linear motion mechanism of the separation coupling device of fig. 7. Fig. 11 is a schematic structural view of a separation and combination device according to another embodiment of the present application. Fig. 12 shows an exploded view of the telescopic traction mechanism of the separation and coupling device of fig. 7. Fig. 13 shows a partial schematic view of the telescopic traction mechanism of the disconnecting and coupling device of fig. 7. Fig. 14 shows a schematic view of the telescopic traction mechanism of the breakaway coupling device of fig. 7 with the traction member in a limit position. Fig. 15 shows a schematic structural view of a traction member of the telescopic traction mechanism and a traction docking mechanism lotus of the separation and combination device of fig. 7. Fig. 16 shows a schematic view of the telescopic traction mechanism of the breakaway coupling device of fig. 7 in an unlocked position. Fig. 17 shows an exploded view of the telescoping traction mechanism of the breakaway coupling device of fig. 11. Fig. 18 shows an enlarged schematic view at XVIII of the telescopic traction mechanism of fig. 17. Fig. 19 shows a schematic structural view of the contact bracket of the telescopic traction mechanism of fig. 17 contacting the first travel switch. Fig. 20 is a schematic structural view showing a second travel switch being touched by a touch-and-press bracket of the telescopic traction mechanism of fig. 17. Fig. 21 shows a schematic view, partly in section, of the telescopic traction mechanism of fig. 17. Fig. 22 shows a schematic partial cutaway view of the road vehicle of the flying car of fig. 2. Fig. 23 shows an exploded view of the guide mechanism of the breakaway coupling device of fig. 11. Figure 24 shows a schematic structural view of the wheels of the aircraft of figure 3 entering the steering mechanism of figure 23. Fig. 25 shows a schematic view of the aircraft of fig. 3 in a sectional configuration with its guide wheels entering the guide mechanism of fig. 23. Fig. 26 shows a schematic view of the carrier wheel of the aircraft of fig. 3 in a sectional configuration into the guide mechanism of fig. 23. Fig. 27 shows an exploded view of the support mechanism of the breakaway coupling device of fig. 11. Fig. 28 shows a schematic structural view of another state of the separation coupling device of fig. 11. Fig. 29 shows a schematic structural view of the locking mechanism of the road vehicle of fig. 2 and the limit mechanism of the aircraft of fig. 3. Fig. 30 is a schematic view showing a part of the structure of the lock mechanism of the road vehicle of fig. 2. Fig. 31 is a schematic view showing another partial structure of the lock mechanism of the road vehicle of fig. 2. Fig. 32 shows a schematic structural view of the locking mechanism of the road vehicle of fig. 2 in another state with the limit mechanism of the aircraft of fig. 3. Fig. 33 shows a schematic structural view of a further state of the locking mechanism of the road vehicle of fig. 2 and of the limit mechanism of the aircraft of fig. 3. Fig. 34 shows a schematic structural view of a further state of the locking mechanism of the road vehicle of fig. 2 and of the limit mechanism of the aircraft of fig. 3.

Detailed Description

In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions according to the embodiments of the present application with reference to the accompanying drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application.

Referring to fig. 1 and 2, an embodiment of the present application provides a two-part flying car 1000, the two-part flying car 1000 including a road vehicle 200 and an aircraft 300, the aircraft 300 being capable of being coupled to and decoupled from the road vehicle 200. As shown in fig. 1, in the case where the aircraft 300 is combined with the road traveling vehicle 200, the road traveling vehicle 200 may travel with the aircraft 300. As shown in fig. 2, in the case where the aircraft 300 is separated from the road vehicle 200, the aircraft 300 may fly independently from the road vehicle 200, and the road vehicle 200 may travel independently from the aircraft 300.

In some embodiments, the aircraft 300 may be an aircraft powered by conventional energy sources such as fuel oil, or may be a hybrid electric aircraft, a pure electric aircraft, or a fuel cell electric aircraft.

In some embodiments, the road vehicle 200 may be a vehicle powered by a conventional energy source such as gasoline or diesel, or may be a hybrid electric vehicle, a pure electric vehicle, or a fuel cell electric vehicle.

In some embodiments, the road vehicle 200 may be Liu Hangche vehicles or may be a amphibious vehicle.

In some embodiments, the road vehicle 200 includes a vehicle body 201 and the breakaway coupling device 100, the breakaway coupling device 100 being assembled to the vehicle body 201. The road vehicle 200 may be separated and combined with the aircraft 300 by the separation combining apparatus 100.

In some embodiments, the body 201 may be provided with an aircraft receiving bin 2011, the aircraft receiving bin 2011 being adapted to receive the aircraft 300, and the breakaway coupling device 100 may be located within the aircraft receiving bin 2011. The aircraft receiving cabin 2011 may be located on a side of the cabin of the road vehicle 200 facing the tail of the road vehicle 200. For example, the aircraft receiving cabin 2011 and the cockpit may be sequentially distributed along the tail of the road vehicle 200 toward the nose. Wherein the cabin may be a cab or passenger area of the road vehicle 200.

In some embodiments, referring to fig. 2 and 3, an aircraft 300 includes a fuselage 301 and a tow docking mechanism 70, the tow docking mechanism 70 being mounted to the fuselage 301. The aircraft 300 may be separated and configured by the traction interface mechanism 70 in cooperation with the separation and coupling device 100.

In some embodiments, the traction docking mechanism 70 may be located at the bottom of the aircraft 300, for example, the traction docking mechanism 70 may be mounted to the bottom of the fuselage 301.

In some embodiments, the process of adjusting the separation of the aerial vehicle 300 from the road vehicle 200 to the coupling may include positioning, connecting, centering, pulling in, locking, etc., such as the road vehicle 200 being positioned to stop in the vicinity of the aerial vehicle 300, the separation coupling device 100 of the road vehicle 200 being connected to the traction docking mechanism 70 of the aerial vehicle 300, centering the position of the road vehicle 200 and the aerial vehicle 300, the separation coupling device 100 gradually pulling the aerial vehicle 300 into the road vehicle 200 (e.g., the aerial vehicle housing compartment 2011), locking the aerial vehicle 300 after the separation coupling device 100 pulls the aerial vehicle 300 into place, thereby enabling the coupling of the aerial vehicle 300 with the road vehicle 200.

In some embodiments, the breakaway coupling device 100 may allow the aircraft 300 to enter the road vehicle 200 from the rear of the road vehicle 200 toward the head. In this manner, aircraft 300 helps to avoid blocking the view of the cockpit of road going vehicle 200 after aircraft 300 is coupled with road going vehicle 200.

In some embodiments, the process of adjusting the aircraft 300 from the engaged to the disengaged state with the road vehicle 200 may include operations such as unlocking, pushing out, disengaging, etc., such as disengaging the engaging device 100 to unlock the aircraft 300, the disengaging engaging device 100 gradually pushing the aircraft 300 out of the road vehicle 200 (e.g., the aircraft receiving bin 2011), and after the disengaging engaging device 100 pushes the aircraft 300 into position, the disengaging engaging device 100 and the traction docking mechanism 70 of the aircraft 300 disengage from each other, thereby disengaging the aircraft 300 from the road vehicle 200.

In some embodiments, the breakaway coupling device 100 may push the aircraft 300 out of the road vehicle 200 from the direction of the head of the road vehicle 200 toward the tail.

In some embodiments, the vehicle 300 may also include wheels, which may be located at the bottom of the vehicle 300, e.g., wheels may be mounted to the bottom of the fuselage 301, which facilitate pulling and pushing the vehicle 300 out of the coupling device 100.

In some embodiments, the aircraft 300 may further include a landing gear 302, and the landing gear 302 may be hinged to opposite sides of the fuselage 301, with the landing gear 302 being selectively rotatable to a support position or a stowed position relative to the fuselage 301. Wherein, in the case that the landing gear 302 rotates to a supporting position relative to the fuselage 301, the supporting bottom end 3021 of the landing gear 302 is located below the fuselage 301 to support the entire machine; with the landing gear 302 rotated to the stowed position relative to the fuselage 301, the support bottom end 3021 of the landing gear 302 may be located laterally of the fuselage 301 to facilitate pulling the aircraft 300 into the road going vehicle 200 by the breakaway coupling device 100.

In some embodiments, in the case where the aircraft 300 is combined with the road vehicle 200, the separation combining device 100 may be located at the bottom of the aircraft 300.

In some embodiments, the separation and combination device 100 may have the following structural form. For example, referring to fig. 7, the separation and combination device 100 includes a telescopic traction mechanism 10 and a linear motion mechanism 20, where the telescopic traction mechanism 10 and the linear motion mechanism 20 are both disposed on a vehicle body 201 of the road vehicle 200, for example, the telescopic traction mechanism 10 may be located in an aircraft accommodating compartment 2011 of the vehicle body 201, and the linear motion mechanism 20 may also be located in the aircraft accommodating compartment 2011 of the vehicle body 201. The telescopic traction mechanism 10 and the linear motion mechanism 20 are used for driving the aircraft 300 to move.

In some embodiments, the trailing end of telescopic traction mechanism 10 may be used to connect aircraft 300, the output end of linear motion mechanism 20 may be connected to telescopic traction mechanism 10, and the direction of motion of the output end of linear motion mechanism 20 may be the same as the direction of telescopic motion of the trailing end of telescopic traction mechanism 10. In this way, the separation and combination device 100 can drive the telescopic traction mechanism 10 to move through the linear motion mechanism 20, so that the aircraft 300 can be pulled and pushed, and the aircraft 300 can be pulled and pushed through the telescopic traction mechanism 10, so that the two-stage pulling and two-stage pushing of the aircraft 300 can be realized.

In some embodiments, the telescopic traction mechanism 10 and the linear motion mechanism 20 may be distributed along a horizontal direction, for example, the telescopic traction mechanism 10 and the linear motion mechanism 20 may be arranged on the same horizontal plane, wherein the telescopic traction mechanism 10 and the linear motion mechanism 20 may have a height difference along a vertical direction Z within a set error range. In this way, the height of the separation and combination device 100 is reduced, the situation that the height of the separation and combination device 100 is increased due to the fact that the telescopic traction mechanism 10 and the linear motion mechanism 20 are distributed in a stacked mode along the vertical direction Z is avoided, the overall height of the aircraft 300 and the road vehicle 200 after being combined is prevented from being excessively high, and the overall height of the two-split aerocar 1000 when the road vehicle 200 carries the aircraft 300 to run is facilitated to meet the height limiting standard specified by a road.

In some embodiments, the number of linear motion mechanisms 20 may be one or more.

In the case where the number of linear motion mechanisms 20 is one, the linear motion mechanisms 20 may be located above, below, or to the side (e.g., left or right) of the telescopic traction mechanism 10.

In the case where the number of the linear motion mechanisms 20 is plural, the plural linear motion mechanisms 20 may be provided in the vehicle body 201 of the road vehicle 200, the plural linear motion mechanisms 20 may be distributed in the horizontal direction, and the output end of each linear motion mechanism 20 may be connected to the telescopic traction mechanism 10. In this manner, the plurality of linear motion mechanisms 20 contributes to an increase in driving force to the telescopic traction mechanism 10, so that the separation coupling device 100 is easier to pull and push the aircraft 300, and the plurality of linear motion mechanisms 20 are distributed in the horizontal direction also contributes to a decrease in the height of the separation coupling device 100, avoiding an increase in the height of the separation coupling device 100 due to a stacked distribution of the plurality of linear motion mechanisms 20 in the vertical direction Z.

In the present application, the term "plurality" means greater than or equal to two, for example, the number of the linear motion devices 20 may be two, three, four, five, six or other numbers. The terms "upper", "lower", "left", "right" and the like may be used with reference to the positions of the corresponding structures in the normal use situation, or with reference to the positions of the structures in the drawings.

In some embodiments, the plurality of linear motion mechanisms 20 may be distributed in a horizontal direction on opposite sides of the telescoping traction mechanism 10, for example, the plurality of linear motion mechanisms 20 may be distributed in a horizontal direction on both the left and right sides of the telescoping traction mechanism 10. In this way, the positions of the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 are reasonably arranged, so that the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 are arranged compactly, the plurality of linear motion mechanisms 20 are also facilitated to limit the telescopic traction mechanism 10 from the two opposite sides of the telescopic traction mechanism 10, and the plurality of linear motion mechanisms 20 are also facilitated to provide driving force for the telescopic traction mechanism 10 from the two opposite sides of the telescopic traction mechanism 10 in a relatively balanced manner, so that the separation and combination device 100 can pull and push the aircraft 300 through the plurality of linear motion mechanisms 20 more stably.

In some embodiments, referring to fig. 8 and 9, the linear motion mechanism 20 may include a load housing 21, a lead screw 22, a lead screw nut 23, a nut mount 24, and a mount slider 25.

The bearing housing 21 may be disposed on a body 201 of the road vehicle 200, the screw 22 is rotatably assembled on the bearing housing 21, the screw nut 23 is assembled on the screw 22, and the nut support 24 is connected to the screw nut 23, so that the screw movement of the screw nut 23 relative to the screw 22 can drive the nut support 24 to move relative to the bearing housing 21. In this way, the linear motion mechanism 20 realizes transmission by adopting a mode of matching the screw rod 22 and the screw rod nut 23, which is beneficial to the self-locking effect of the linear motion mechanism 20, can effectively prevent the reverse motion of the load, has better safety and stability, and is also beneficial to the larger moving stroke of the linear motion mechanism 20.

The output end of the linear motion mechanism 20 may be disposed on the nut support 24 and located on one side of the bearing housing 21 along the horizontal direction, for example, the nut support 24 may be connected to the telescopic traction mechanism 10, so that the nut support 24 can move relative to the bearing housing 21 under the rotation action of the screw 22, and can drive the telescopic traction mechanism 10 and the aircraft 300 to move. In this way, the height of the linear motion mechanism 20 can be reduced, and the telescopic traction mechanism 10 can be connected to the linear motion mechanism 20 from the side of the linear motion mechanism 20, thereby reducing the height of the separation and coupling device 100.

In some embodiments, the bearings 220 may be sleeved at two ends of the screw 22, and outer rings of both bearings 220 may be fixed relative to the bearing housing 21, for example, the outer ring of the bearing 220 may be fixed to the bearing housing 21 through the bearing seat 221, so that the screw 22 may rotate relatively to the bearing housing 21 more smoothly.

In some embodiments, the linear motion mechanism 20 may be driven by a hydraulic telescopic rod, a synchronous belt, a rack and pinion or a chain, or other motion mechanisms instead of the screw 22.

In some embodiments, a chute 210 may be provided within the bearing housing 21, a nut support 24 may be positioned within the chute 210, the nut support 24 may be spaced from an inner wall 2101 of the chute 210, and a support slide 25 may be disposed between the nut support 24 and the inner wall 2101 of the chute 210. In this way, the support slider 25 helps to reduce the resistance between the nut support 24 and the bearing housing 21, and helps to facilitate movement of the nut support 24 relative to the bearing housing 21, so that the ball bearing can be omitted to reduce the weight and size of the linear motion mechanism 20, and also helps to reduce noise and facilitate maintenance. In addition, in the case that the foreign matter enters the slide way 210, the foreign matter also does not easily cause the clamping of the seat slide 25.

In some embodiments, the bearing housing 21 may include a bearing bottom wall 211, a bearing top wall 212, and a bearing side wall 213, where the bearing bottom wall 211 may be disposed on the body 201 of the road vehicle 200, the bearing bottom wall 211 and the bearing top wall 212 may be spaced opposite to each other, and the bearing bottom wall 211 and the bearing top wall 212 may be connected to the same side of the bearing side wall 213, and the bearing bottom wall 211, the bearing top wall 212, and the bearing side wall 213 may together enclose the slide 210. In this way, the bottom, top and side walls 211, 212, 213 provide protection for the nut support 24 from three directions, and limit the nut support 24 from three directions.

In some embodiments, the bearing housing 21 may be generally U-shaped, thereby facilitating the manufacturing of the bearing housing 21.

In some embodiments, the bearing housing 21 may be a metal piece, for example, the bearing housing 21 may be an aluminum alloy housing, so that the bearing housing 21 has better strength and lighter weight.

In some embodiments, the side of the nut support 24 facing away from the load-bearing side wall 213 may protrude out of the slideway 210 to facilitate connection of the nut support 24 to the telescopic traction mechanism 10. In addition, the telescopic traction mechanism 10 can provide protection for the nut support 24 from the side of the nut support 24 facing away from the carrying side wall 213, and can also limit the nut support 24.

In some embodiments, the nut support 24 may be a metal piece, for example, the nut support 24 may be an aluminum alloy support, such that the nut support 24 has better strength and lighter weight.

In some embodiments, the seat slide 25 may be partially embedded within the nut seat 24. Referring to fig. 10, for example, the outer circumferential surface of the nut holder 24 may be provided with a holder groove 240, and the holder slider 25 may be partially located in the holder groove 240. In this way, the height of the abutment slider 25 protruding from the nut abutment 24 is reduced, which in turn contributes to the reduction of the dimensions of the slide 210 and the bearing housing 21, which in turn contributes to the reduction of the height of the rectilinear motion mechanism 20, which in turn contributes to the reduction of the height of the separation and coupling device 100.

In some embodiments, the standoff slider 25 may be coated with a lubricating layer, which may be located on a surface of the standoff slider 25 that faces the inner wall 2101 of the chute 210. In this way, the lubrication layer helps to reduce friction between the carrier slider 25 and the carrier housing 21, and also helps to reduce noise. The lubricating layer may be grease, a lubricating paste, or the like.

In some embodiments, the support slider 25 may be provided with a slider groove 250, the slider groove 250 may be provided on a surface of the support slider 25 facing the inner wall 2101 of the slideway 210, and the lubrication layer may be filled in the slider groove 250. In this way, the support slider 25 is allowed to accommodate a certain amount of lubrication layer, which helps to lengthen the time that the lubrication layer provides lubrication to the support slider 25 and the bearing housing 21.

In some embodiments, the number of support blocks 25 may be multiple, and multiple support blocks 25 may be distributed on different sides of the nut support 24. For example, a support block 25 may be disposed between the nut support 24 and the bottom wall 211, a support block 25 may be disposed between the nut support 24 and the top wall 212, and a support block 25 may be disposed between the nut support 24 and the side wall 213. In this way, the directions of the nut support 24 towards the bottom bearing wall 211, the top bearing wall 212 and the side bearing walls 213 are all provided with the support sliding blocks 25, so that the resistance between the nut support 24 and the bearing shell 21 is effectively reduced, the nut support 24 is facilitated to move relative to the bearing shell 21, and the linear motion mechanism 20 has the advantage of being more stable compared with the conventional sliding table of the screw 22.

In some embodiments, the support slide 25 may be a plastic piece that helps reduce the weight of the support slide 25.

In some embodiments, referring to fig. 8, the linear motion mechanism 20 may further include a screw drive assembly 26, where the screw drive assembly 26 may be coupled to the screw 22, and where the screw drive assembly 26 is adapted to drive the screw 22 in rotation to effect movement of the nut support 24 and the telescoping traction mechanism 10.

In some embodiments, the lead screw drive assembly 26 may be connected to an end of the lead screw 22 facing away from the tail of the road vehicle 200 such that the lead screw drive assembly 26 does not block the aircraft 300 from entering the road vehicle 200.

In some embodiments, the screw drive assembly 26 may include a screw drive motor 261 and a decelerator 262, an output of the screw drive motor 261 may be connected to the decelerator 262, and an output of the decelerator 262 may be connected to the screw 22. In this manner, reducer 262 facilitates increasing the torque output by screw drive assembly 26 by reducing the rotational speed in order to increase the carrying capacity of linear motion mechanism 20. The decelerator 262 and the screw 22 may be connected by a coupling.

In some embodiments, the decelerator 262 and the bearing housing 21 may be distributed along the axial direction of the lead screw 22. In this way, the reducer 262 does not occupy the space position of the bearing housing 21 facing the side of the telescopic traction mechanism 10, and the influence on the movement of the telescopic traction mechanism 10 is avoided.

In some embodiments, referring to fig. 11, lead screw drive motor 261 may be located on a side of load housing 21 facing telescoping traction mechanism 10. In this way, the utilization rate of the spatial position of the bearing housing 21 facing the side of the telescopic traction mechanism 10 is improved, the lead screw driving motor 261 is prevented from being arranged on the side of the bearing housing 21 facing away from the telescopic traction mechanism 10 to increase the width of the separation and combination device 100, and the lead screw driving motor 261 and the bearing housing 21 are prevented from being distributed along the axial direction of the lead screw 22 to increase the length of the separation and combination device 100. In other embodiments, as shown in fig. 7 and 8, the screw driving motor 261 and the bearing housing 21 may also be distributed along the axial direction of the screw 22.

In some embodiments, referring to fig. 8, the linear motion mechanism 20 may include a housing fixing member 27, where the housing fixing member 27 may be connected to the bearing housing 21 and the vehicle body 201, so that the bearing housing 21 is fixed relative to the vehicle body 201 and is not prone to deflection due to jolting of the road surface.

In some embodiments, the housing mount 27 is attached to a side of the load housing 21 facing away from the nut support 24 such that the housing mount 27 does not block movement of the nut support 24 relative to the load housing 21 nor movement of the telescoping traction mechanism 10.

In some embodiments, the number of housing fasteners 27 may be plural, and the plurality of housing fasteners 27 may be spaced apart along the length of the carrier housing 21. In this way, the plurality of case fixtures 27 contributes to an improvement in the stability of the bearing case 21 fixed to the vehicle body 201.

In some embodiments, the number of housing fasteners 27 may be one, and the housing fasteners 27 may extend along the length of the carrier housing 21. In this way, the stability of the bearing housing 21 fixed to the vehicle body 201 is also improved.

Referring to fig. 12 and 13, in some embodiments, the telescopic traction mechanism 10 may include a carrying case 11, a sliding bracket 12 and a traction member 13, the carrying case 11 may be disposed on a vehicle body 201 of the road vehicle 200, the sliding bracket 12 is slidably assembled to the carrying case 11, and the traction member 13 is assembled to the sliding bracket 12, so that the sliding of the sliding bracket 12 relative to the carrying case 11 can drive the traction member 13 to move relative to the carrying case 11.

The traction end of the telescopic traction mechanism 10 may be disposed on the traction member 13, the traction member 13 may be cooperatively connected with the aircraft 300, for example, the traction member 13 may be cooperatively connected with the traction docking mechanism 70 of the aircraft 300, and then the traction member 13 may drive the aircraft 300 to move under the sliding action of the sliding bracket 12.

In some embodiments, the traction members 13 may be generally annular, for example, the traction members 13 may be generally annular. The traction member 13 is rotatably assembled to the sliding bracket 12, and the traction member 13 can be selectively rotated to a limit position or an unlock position relative to the sliding bracket 12.

With reference to fig. 14 and 15, when the traction member 13 rotates to the limit position relative to the sliding bracket 12, the traction member 13 extends out of the sliding bracket 12, and an inner ring surface of the traction member 13 located outside the sliding bracket 12 encloses a limit space 130 together with the sliding bracket 12, so that the traction member 13 is convenient to connect (or hook) the traction docking mechanism 70 of the aircraft 300, and the traction docking mechanism 70 is limited in the limit space 130, which is helpful for connecting the telescopic traction mechanism 10 with the traction docking mechanism 70, and is then helpful for connecting the separation and combination device 100 with the aircraft 300.

Referring to fig. 16, when the traction member 13 rotates to the unlocking position relative to the sliding bracket 12, the traction member 13 retracts into the sliding bracket 12, and the traction member 13 and the traction docking mechanism 70 of the aircraft 300 are separated from each other, so that the traction docking mechanism 70 is prevented from being limited in the limiting space 130, which is helpful for separating the telescopic traction mechanism 10 from the traction docking mechanism 70, and is further helpful for separating the separation combining device 100 from the aircraft 300.

In this way, the traction member 13 is switched between the limit position and the unlock position by rotating relative to the sliding bracket 12, which is helpful for reducing the arrangement space reserved for the traction member 13 by the telescopic traction mechanism 10, thereby being helpful for reducing the size of the telescopic traction mechanism 10.

In some embodiments, the axis of rotation of the traction member 13 may be perpendicular to the horizontal direction. In this way, it is facilitated to reduce the spatial position taken up by the traction members 13 in the vertical direction Z, and to reduce the height of the telescopic traction mechanism 10.

In some embodiments, referring to fig. 14, the inner ring surface of the traction member 13 may be provided with a clamping groove 131, where the clamping groove 131 is opposite to and communicates with the limiting space 130 when the traction member 13 rotates to the limiting position relative to the sliding bracket 12. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, the traction docking mechanism 70 of the aircraft 300 is clamped in the clamping groove 131, so that the traction docking mechanism 70 and the traction piece 13 are not easy to slide mutually, and the stress points of the traction docking mechanism 70 and the traction piece 13 are deflected, thereby being beneficial to improving the stability of pulling the aircraft 300 by the telescopic traction mechanism 10 or the linear motion mechanism 20.

In some embodiments, the diameter of the traction member 13 passing through the slot 131 may be parallel to the sliding direction of the sliding bracket 12 relative to the carrying case 11 in the case that the traction member 13 rotates to the limit position relative to the sliding bracket 12. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, the telescopic traction mechanism 10 can provide a pulling force for the traction docking mechanism 70 more uniformly, which is helpful for improving stability.

In some embodiments, referring to fig. 12 and 16, the sliding support 12 may be provided with a flared opening 120, and the width of the flared opening 120 may gradually increase from a direction away from the sliding support 12, and in the case that the traction member 13 rotates to a limit position relative to the sliding support 12, the traction member 13 may be partially located in the flared opening 120. In this way, during the process of docking the telescopic traction mechanism 10 with the traction docking mechanism 70, the flared opening 120 can guide the traction docking mechanism 70 toward the traction member 13, which is conducive to connecting (or hooking) the traction docking mechanism 70 when the traction member 13 rotates to the limit position, and also is conducive to reducing the accuracy requirement of the automatic driving of the road vehicle 200 to the position of the traction docking mechanism 70.

In some embodiments, the sliding bracket 12 may include a sliding base 121 slidably mounted to the carrier box 11 and a cover 122 mounted to the sliding base 121. The traction member 13 is rotatably located between the slide base 121 and the cover plate 122. In this way, the sliding base 121 and the cover 122 can limit the traction member 13, so that the traction member 13 is not easy to separate from the sliding bracket 12 along the vertical direction Z.

In some embodiments, the sliding support 12 may be directly slidably disposed on the carrying case 11, or may be slidably disposed on the carrying case 11 through an intermediate structure. For example, the telescopic traction mechanism 10 may further include a guide rail 141 and a guide rail slider 142, the guide rail 141 may be assembled on the carrying case 11, the guide rail slider 142 may be slidably assembled on the guide rail 141, and the sliding bracket 12 may be assembled on the guide rail slider 142, so that sliding of the guide rail slider 142 relative to the guide rail 141 can drive the sliding bracket 12 to move relative to the carrying case 11. The sliding bracket 12 may be assembled to the rail slider 142 through the sliding base 121.

In this way, the sliding support 12 slides through the matching mode of the guide rail 141 and the guide rail slider 142, which is helpful to improve the sliding precision of the sliding support 12, so that the sliding process of the sliding support 12 is smoother and is not easy to generate errors.

In some embodiments, both the rail blocks 142 and the rails 141 may be located below the sliding support 12. In this way, the rail blocks 142 and the rails 141 can carry the sliding brackets 12.

In some embodiments, referring to fig. 17, the bottom of the sliding support 12 may be provided with a support groove 123 and the rail blocks 142 may be located at least partially within the support groove 123. In this manner, the height of the telescoping traction mechanism 10 is facilitated to be reduced. Wherein the bracket groove 123 may be provided to the sliding substrate 121.

In some embodiments, the rail 141 may be partially located within the bracket recess 123. In this way, the height of the telescopic traction mechanism 10 is also facilitated to be reduced.

In some embodiments, the number of the guide rails 141 may be plural, and the plurality of guide rails 141 may be spaced apart in the horizontal direction, and correspondingly, the guide rail blocks 142 may be plural, and each guide rail 141 is equipped with at least one guide rail block 142, and the plurality of guide rail blocks 142 are all equipped with the sliding bracket 12. As such, the plurality of rails 141 and the plurality of rail blocks 142 help to improve the stability of the movement of the sliding bracket 12 relative to the carrier box 11.

The number of rail blocks 142 that each rail 141 can be equipped with may be one, two, three, or other numbers.

In some embodiments, the plurality of guide rails 141 may be symmetrically distributed about the center of the sliding bracket 12. Thus, the plurality of guide rails 141 can be uniformly distributed below the sliding support 12, so that the supporting force applied below the sliding support 12 is more uniform.

In some embodiments, the number of rails 141 is two, with two rails 141 being symmetrically distributed about the center of the sliding bracket 12.

In some embodiments, referring to fig. 12 and 14, the telescopic traction mechanism 10 may further include a driving gear 151, the driving gear 151 is rotatably disposed on the sliding bracket 12, and the traction member 13 may be provided with a tooth portion 132 meshed with the driving gear 151, so that rotation of the driving gear 151 can drive the traction member 13 to rotate. In this way, the traction member 13 rotates by the tooth 132 cooperating with the driving gear 151, which helps to simplify the structure of the traction member 13 and improve the stability of rotation of the traction member 13 relative to the sliding bracket 12.

In some embodiments, the axis of rotation of the drive gear 151 may be perpendicular to the horizontal, thus helping to reduce the spatial position occupied by the drive gear 151 in the vertical direction Z, helping to reduce the height of the telescopic traction mechanism 10.

In some embodiments, the drive gear 151 may be a spur gear, facilitating the manufacturing of the drive gear 151.

In some embodiments, teeth 132 may be located on an inner annulus of the tractor 13 and drive gear 151 may be located on an inner annulus side of the tractor 13. In this way, the space utilization of the inner ring side of the retractor 13 can be improved, and the reduction in size of the telescopic traction mechanism 10 can be promoted.

In some embodiments, the teeth 132 and the slots 131 may be spaced apart on an inner annular surface of the traction member 13, and the teeth 132 may be at least partially positioned within the sliding bracket 12 when the traction member 13 is rotated to a limited position relative to the sliding bracket 12. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, the situation that the traction docking mechanism 70 collides with the tooth 132 to cause abrasion of the tooth 132 is facilitated to be reduced, and thus the stability of the traction piece 13 driven by the driving gear 151 to rotate is facilitated to be improved.

In some embodiments, the carrying case 11 may be provided with a tab avoidance space 110, and the tab avoidance space 110 may extend in the sliding direction of the sliding bracket 12. In this way, in the process that the telescopic traction mechanism 10 pulls the aircraft 300, the carrying box 11 can avoid the space 110 through the pull ring so as to reduce blocking to the traction docking mechanism 70, for example, when the sliding bracket 12 slides in the direction away from the flaring opening 120, the traction docking mechanism 70 can be driven to enter the pull ring to avoid the space 110, so that the telescopic traction mechanism 10 can pull the aircraft 300 into place.

In some embodiments, the telescopic traction mechanism 10 may further include a gear driving motor 152, the gear driving motor 152 may be disposed on the sliding bracket 12, and an output end of the gear driving motor 152 may be connected to the driving gear 151, so that the gear driving motor 152 may drive the driving gear 151 to rotate, so that the driving gear 151 may drive the traction member 13 to rotate.

In some embodiments, the gear drive motor 152 and the drive gear 151 may be located at different positions of the sliding support 12, respectively. As an example, the gear drive motor 152 may be located on a side of the top of the sliding support 12, e.g., the gear drive motor 152 may be located on a side of the cover plate 122 facing away from the sliding base plate 121. The drive gear 151 may be located at least partially within the sliding support 12. So for drive gear 151 and gear drive motor 152 can be in proper order along vertical direction Z distribution, and gear drive motor 152 can not occupy the spatial position in the sliding support 12, conveniently arranges drive gear 151 and traction member 13, and gear drive motor 152 also can not occupy the spatial position of one side of the bottom of sliding support 12, conveniently arranges structures such as guide rail 141, guide rail slider 142, has also reduced the spatial position of one side that drive gear 151 occupy the top of sliding support 12, conveniently arranges gear drive motor 152.

Wherein the drive gear 151 may be located within the sliding bracket 12; or a portion of the driving gear 151 may be located in the sliding bracket 12 and another portion of the driving gear 151 may be located at one side of the top of the sliding bracket 12.

In some embodiments, the telescopic traction mechanism 10 may further include a pull ring detection sensor, where the pull ring detection sensor and the gear drive motor 152 are all in signal connection with a control board, and the control board can control the gear drive motor 152 to rotate according to the detection data of the pull ring detection sensor. The control panel may be a control panel of the road vehicle 200 or a control panel of the aircraft 300.

For example, the pull ring detection sensor can send a detection signal when the traction docking mechanism 70 of the aircraft 300 is located in the movement range of the traction member 13, and the control board can control the gear driving motor 152 to drive the driving gear 151 to rotate according to the detection signal, so that the traction member 13 rotates to a limiting position relative to the sliding bracket 12, and the traction member 13 is connected (or hooked) with the traction docking mechanism 70.

In some embodiments, the tab detection sensor may be a photoelectric sensor or a camera, and the tab detection sensor may be mounted to the sliding bracket 12 or the carrying case 11.

In some embodiments, referring to fig. 17 and 18, the telescopic traction mechanism 10 may further include a touch support 16, a first travel switch 171 and a second travel switch 172, where the first travel switch 171 and the second travel switch 172 are all assembled on the sliding support 12, and the first travel switch 171, the second travel switch 172 and the gear driving motor 152 are all connected with a control board in signal, and the control board can control the gear driving motor 152 according to the signal of the first travel switch 171 and the signal of the second travel switch 172.

The pressing bracket 16 is movably assembled to the sliding bracket 12, and the pressing bracket 16 is located in the rotation path of the traction member 13. The touch-and-press bracket 16 is selectively movable to a first limit position or a second limit position relative to the sliding bracket 12.

For example, when the traction member 13 rotates to the limit position relative to the sliding bracket 12, the traction member 13 drives the pressing bracket 16 to move to the first limit position relative to the sliding bracket 12, the pressing bracket 16 presses the first travel switch 171 and is spaced from the second travel switch 172, the first travel switch 171 is pressed to generate a stop signal, and the control board can control the gear driving motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

For example, when the traction member 13 rotates to the unlocking position relative to the sliding bracket 12, the traction member 13 drives the pressing bracket 16 to move to the second limit position relative to the sliding bracket 12, the pressing bracket 16 presses the second travel switch 172 and is spaced from the first travel switch 171, the second travel switch 172 is pressed to generate a stop signal, and the control board can control the gear driving motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

In this way, the contact support 16, the first travel switch 171 and the second travel switch 172 cooperate with each other, which is helpful for precisely controlling the traction member 13 to rotate to the limit position and the unlock position, and the structure is simple and reliable.

In some embodiments, both the first travel switch 171 and the second travel switch 172 may be located on the inner ring side of the traction member 13. In this way, the space utilization of the inner ring side of the retractor 13 can be improved, and the reduction in size of the telescopic traction mechanism 10 can be promoted.

In some embodiments, the touch down support 16 may be located within the sliding support 12, for example, the touch down support 16 may be located between the sliding base 121 and the cover 122. In this way, the sliding base 121 and the cover 122 can limit the pressing bracket 16, so that the pressing bracket 16 is not easy to separate from the sliding bracket 12 along the vertical direction Z.

In some embodiments, the pressing bracket 16 may include a stirring body 161, a hinge body 162, a first pressing body 163 and a second pressing body 164, the stirring body 161 may be located in a rotation path of the traction member 13, the hinge body 162 may be connected to the stirring body 161 and hinged to the sliding bracket 12, the first pressing body 163 and the second pressing body 164 may be connected to a side of the hinge body 162 facing away from the stirring body 161, and the first pressing body 163 and the second pressing body 164 may be stacked. Correspondingly, the first travel switch 171 and the second travel switch 172 may be stacked, the first contact 163 may be opposite to the first travel switch 171, and the second contact 164 may be opposite to the second travel switch 172.

In this way, when the pressing bracket 16 moves to the first limit position relative to the sliding bracket 12, as shown in fig. 19, the first pressing body 163 presses the first travel switch 171, and the second pressing body 164 is spaced from the second travel switch 172, so that the control board controls the gear driving motor 152 to perform a corresponding operation. In the case that the pressing bracket 16 moves to the second limit position relative to the sliding bracket 12, as shown in fig. 20, the first pressing body 163 is spaced from the first travel switch 171, and the second pressing body 164 presses the second travel switch 172, so that the control board controls the gear driving motor 152 to perform a corresponding operation.

In some embodiments, the touch down support 16 may be an integrally formed structure, thereby helping to reduce the number of parts of the touch down support 16 and simplifying the structure of the touch down support 16.

In some embodiments, the first travel switch 171 may be a pressure sensor, a micro switch, a key switch, or other structure.

In some embodiments, the second travel switch 172 may be the same or a different sensor than the first travel switch 171. The second travel switch 172 may be a pressure sensor, a micro switch, a push button switch, or other structure.

In some embodiments, referring to fig. 17 and 21, the telescoping traction mechanism 10 may further include a carriage load bar 18, the carriage load bar 18 may be located between the bottom of the sliding carriage 12 and the load box 11, and the carriage load bar 18 may have a gap with the bottom of the sliding carriage 12. In this way, in the case that the sliding support 12 deforms or deforms due to the excessive load and contacts the support bearing bar 18, the support bearing bar 18 can provide support for the sliding support 12, so that the deformation or deformation of the sliding support 12 is not excessive, which helps to improve the reliability of the operation of the telescopic traction mechanism 10, and the support bearing bar 18 also helps to bear a part of the load of the sliding support 12, so that the gravity of the sliding support 12 is not concentrated to the guide rail 141 and the guide rail slider 142, which helps to reduce the deformation or deformation degree of the guide rail 141 and the guide rail slider 142. In addition, in the case where the sliding support 12 is not deformed or deformed, since the support bearing bar 18 has a gap with the bottom of the sliding support 12, it is helpful to reduce the resistance of the support bearing bar 18 to the sliding support 12, and it is helpful for the sliding support 12 to be able to slide more smoothly with respect to the bearing box 11.

The length direction of the rack carrying bar 18 may be the sliding direction of the sliding rack 12.

In some embodiments, the gap between the stent carrier bar 18 and the bottom of the sliding stent 12 may be greater than 0 and less than or equal to 3mm, for example, the gap between the stent carrier bar 18 and the bottom of the sliding stent 12 may be 3mm, 2.5mm, 2mm, 1.5mm, 1mm, 0.5mm, 0.1mm, or any value between any two of the adjacent values. In this way, the gap between the support carrier bar 18 and the bottom of the sliding support 12 is designed reasonably, which is helpful for the support carrier bar 18 to support the sliding support 12 under the condition that the sliding support 12 deforms or deforms.

In some embodiments, the rack carrier bar 18 may be assembled to the carrier box 11, the rack carrier bar 18 may include a rack abutment curved surface 181, the rack abutment curved surface 181 may be located on a side of the rack carrier bar 18 facing the sliding rack 12, and the rack abutment curved surface 181 may be a convex curved surface. In this way, in the case where the sliding bracket 12 is deformed or deformed to be in contact with the bracket bearing bar 18, the bracket abutment curved surface 181 helps to reduce the resistance between the bracket bearing bar 18 and the sliding bracket 12, so that the bracket bearing bar 18 can reduce the influence on the sliding smoothness of the sliding bracket 12 while providing support for the sliding bracket 12.

In some embodiments, the cradle abutment curved surface 181 may be spherical. In this way, the structure of the bracket bearing bar 18 is simplified, and the bracket bearing bar 18 is convenient to manufacture and mold.

In some embodiments, the cradle abutment curved surface 181 may be an elliptical sphere. This also helps to simplify the construction of the stent carrier bar 18 and facilitates the manufacturing and shaping of the stent carrier bar 18.

In some embodiments, the rack carrying bar 18 may further include a box connection plane 182, the box connection plane 182 may be located on a side of the rack carrying bar 18 facing away from the rack abutment curved surface 181, and the box connection plane 182 may be connected to the carrying box 11. As such, the case connection plane 182 helps to increase the area of the connection of the rack load bar 18 to the load box 11, thereby helping to increase the stability of the connection of the rack load bar 18 to the load box 11.

In some embodiments, the box connection plane 182 may be connected to the bracket abutment curved surface 181, helping to simplify the structure of the bracket load bar 18, and also helping to reduce the height of the bracket load bar 18, and thus the height of the telescoping traction mechanism 10.

In some embodiments, the rack carrier bar 18 and the carrier box 11 may be an integrally formed structure. In this way, the number of parts of the telescopic traction mechanism 10 can be reduced, and the assembly efficiency of the telescopic traction mechanism 10 can be improved.

In some embodiments, the number of the rack carrying bars 18 may be plural, and the plural rack carrying bars 18 may be distributed between the bottom of the sliding rack 12 and the carrying case 11 at intervals in the horizontal direction. In this manner, the plurality of bracket load bars 18 help to better support the sliding bracket 12 such that the sliding bracket 12 is less prone to deformation.

In some embodiments, the plurality of stent carrier bars 18 may be symmetrically distributed about the center of the sliding stent 12. In this way, the plurality of bracket bearing bars 18 can be distributed more uniformly under the sliding bracket 12, and the supporting force on the bottom of the sliding bracket 12 can be more uniform.

In some embodiments, the number of stent carrier bars 18 is two, with two stent carrier bars 18 being symmetrically distributed about the center of the sliding stent 12.

In some embodiments, referring to fig. 17, the telescopic traction mechanism 10 may further include a bracket driving assembly 19, the bracket driving assembly 19 is assembled to the carrying case 11, and the bracket driving assembly 19 is adapted to drive the sliding bracket 12 to move relative to the carrying case 11.

In some embodiments, the rack drive assembly 19 may include a rack drive motor 191, a rack drive gear 192, and a rack drive rack 193, the rack drive motor 191 being mounted to the sliding rack 12, the rack drive gear 192 being connected to the drive end of the rack drive motor 191, the rack drive rack 193 being mounted to the carrying case 11, the rack drive rack 193 being meshed with the rack drive gear 192, the rack drive motor 191 being capable of driving the rack drive gear 192 to rotate, which in turn enables the sliding rack 12 to move relative to the rack drive rack 193 and the carrying case 11.

Therefore, the gear rack is stable in transmission mode and high in transmission precision, and the sliding stability of the sliding support 12 relative to the bearing box 11 is improved.

In some embodiments, the carriage drive motor 191 and the carriage drive rack 193 may be located on opposite sides of the carriage 12, respectively, e.g., the carriage drive rack 193 may be located on one side of the bottom of the carriage 12 and the carriage drive motor 191 may be located on one side of the top of the carriage 12. So for support transmission rack 193, sliding support 12 and support driving motor 191 can be in proper order along vertical direction Z distribution, and support driving motor 191 can not occupy the spatial position of one side of the bottom of sliding support 12, conveniently arranges structures such as support transmission rack 193, guide rail 141, guide rail slider 142 to support transmission rack 193 can not occupy the spatial position of one side at the top of sliding support 12, conveniently arranges support driving motor 191.

In some embodiments, the carriage drive gear 192 may be located on one side of the bottom of the sliding carriage 12. In this way, the rack transmission gear 192 does not occupy a space position of one side of the top of the sliding rack 12, and the rack driving motor 191 is conveniently arranged.

In some embodiments, a portion of the rack drive gear 192 may be located within the sliding rack 12 and another portion of the rack drive gear 192 may be located on one side of the bottom of the sliding rack 12. In this way, on one hand, the bracket transmission gear 192 does not occupy the space position of one side of the top of the sliding bracket 12, so that the bracket driving motor 191 is conveniently arranged; on the other hand, the support transmission gear 192 reduces the space position of one side occupying the bottom of the sliding support 12, which is helpful for reducing the height reserved for the support transmission gear 192 by one side of the bottom of the sliding support 12, and thus is helpful for reducing the height of the telescopic traction mechanism 10 and also is helpful for improving the space utilization rate of the interior of the sliding support 12.

In some embodiments, the telescopic traction mechanism 10 may adopt a gear rack structure to realize transmission, and may also adopt a hydraulic telescopic rod, a synchronous belt, a screw rod or a chain and other movement mechanisms to realize transmission instead.

In some embodiments, the telescopic traction mechanism 10 may further include a bracket limiter 194, where the bracket limiter 194 is located in the moving path of the sliding bracket 12, and the bracket limiter 194 is relatively fixed to the carrier box 11. In this way, the bracket limiting member 194 can limit the sliding bracket 12, so that in the process that the telescopic traction mechanism 10 or the linear motion mechanism 20 drives the aircraft 300 to move, the bracket limiting member 194 can bear a part of acting force of the aircraft 300, so that the bracket driving assembly 19 is not easy to deform, for example, the structures of the bracket driving motor 191, the bracket transmission gear 192, the bracket transmission rack 193 and the like in the bracket driving assembly 19 are not easy to deform.

Wherein the bracket stopper 194 may be located at one side of at least one of the direction of the sliding bracket 12 toward the rear or the direction of the head of the road vehicle 200.

For example, the bracket limiting member 194 may be located at one side of the sliding bracket 12 in the direction toward the tail of the road vehicle 200, so that the bracket limiting member 194 can limit the sliding bracket 12 in the process that the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, for example, the sliding bracket 12 can abut against the bracket limiting member 194 to enable the bracket limiting member 194 to bear the pulling force of the aircraft 300 reversely acting on the telescopic traction mechanism 10, so as to help avoid the concentration of the reverse acting force of the aircraft 300 on the structures such as the bracket driving motor 191, the bracket driving gear 192, the bracket driving rack 193 and the like in the bracket driving assembly 19.

For example, the bracket limiting piece 194 may be located at one side of the sliding bracket 12 towards the direction of the vehicle head, and when the telescopic traction mechanism 10 or the linear motion mechanism 20 pushes the aircraft 300, the bracket limiting piece 194 may limit the sliding bracket 12, for example, the sliding bracket 12 may be abutted against the bracket limiting piece 194 to enable the bracket limiting piece 194 to bear the thrust of the aircraft 300 reversely acting on the telescopic traction mechanism 10, so as to help avoid that the reverse acting force of the aircraft 300 is concentrated on the structures such as the bracket driving motor 191, the bracket driving gear 192, the bracket driving rack 193 and the like in the bracket driving assembly 19.

For another example, the number of the bracket stoppers 194 is plural, and the bracket stoppers 194 are disposed on both the side of the sliding bracket 12 in the direction toward the tail of the road vehicle 200 and the side of the sliding bracket 12 in the direction toward the head of the road vehicle 200, so that the bracket stoppers 194 can better disperse the force of the aircraft 300.

In some embodiments, the bracket limiting member 194 may directly abut the sliding bracket 12, or may abut the rail block 142 to limit the sliding bracket 12.

In some embodiments, a bracket stop 194 may be coupled to an end of the rail 141 such that the bracket stop 194 can stop the rail block 142, thereby allowing the sliding bracket 12 to be stopped. Wherein, both ends of the guide rail 141 in the length direction may be connected with bracket stoppers 194.

In some embodiments, the bracket stop 194 may be located at least partially inside the rail 141, e.g., the bracket stop 194 may be located at least partially on the side of the rail 141 facing the traction member 13. In this way, the space utilization of the side of the rail 141 facing the traction member 13 is improved, and the height of the telescopic traction mechanism 10 is reduced, and the size of the telescopic traction mechanism 10 in the horizontal direction is reduced.

In some embodiments, referring to fig. 11 and 22, the separation and coupling device 100 may further include a case carrier bar 30, the case carrier bar 30 may be located between the bottom of the carrier case 11 and the vehicle body 201, and the case carrier bar 30 may have a gap with the bottom of the carrier case 11. In this way, in the case where the carrying case 11 is deformed or deformed due to an excessive load and is in contact with the case carrying bar 30, the case carrying bar 30 may provide support for the carrying case 11, so that the deformation or deformation of the carrying case 11 is not excessive, and the case carrying bar 30 also helps to bear a part of the load of the carrying case 11, so that the carrying case 11 is not transmitted to the linear motion mechanism 20 by all excessive load force, and helps to reduce the degree of deformation or deformation of the linear motion mechanism 20. In addition, in the case where the carrying case 11 is not deformed or deformed, since the bottom of the case carrying bar 30 and the bottom of the carrying case 11 have a gap, the resistance of the case carrying bar 30 to the carrying case 11 is reduced, and the telescopic traction mechanism 10 can slide more smoothly with respect to the vehicle body 201.

The length direction of the box body carrying bar 30 may be the sliding direction of the carrying box 11. The cartridge carrier bar 30 may be located within the aircraft receiving bin 2011.

In some embodiments, the gap between the cassette carrier bar 30 and the bottom of the carrier cassette 11 may be greater than 0 and less than or equal to 3mm, for example, the gap between the cassette carrier bar 30 and the bottom of the carrier cassette 11 may be 3mm, 2.5mm, 2mm, 1.5mm, 1mm, 0.5mm, 0.1mm, or any value between any two adjacent values. In this way, the gap between the box body bearing bar 30 and the bottom of the bearing box 11 is designed reasonably, which is helpful for the box body bearing bar 30 to support the bearing box 11 under the condition that the bearing box 11 is deformed or deformed.

In some embodiments, the box carrier bar 30 may be assembled to the vehicle body 201, the box carrier bar 30 may include a box abutment curved surface 31, the box abutment curved surface 31 may be located on a side of the box carrier bar 30 facing the carrier box 11, and the box abutment curved surface 31 may be a convex curved surface. In this way, in the case where the carrying case 11 deforms or deforms to contact with the case carrying bar 30, the case abutting curved surface 31 helps to reduce the resistance between the case carrying bar 30 and the carrying case 11, so that the case carrying bar 30 can reduce the influence on the smoothness of sliding of the carrying case 11 while providing support for the carrying case 11.

In some embodiments, the cassette abutment curved surface 31 may be a spherical surface. In this way, the structure of the box body carrying rod 30 is simplified, and the box body carrying rod 30 is convenient to manufacture and mold.

In some embodiments, the box abutment curved surface 31 may be an elliptical sphere. In this way, it also helps to simplify the structure of the box-carrying bar 30, facilitating the manufacturing and shaping of the box-carrying bar 30.

In some embodiments, the box carrier bar 30 may further include a body connection plane 32, the body connection plane 32 may be located on a side of the box carrier bar 30 facing away from the box abutment curved surface 31, and the body connection plane 32 may be connected to the body 201. As such, the body attachment plane 32 helps to increase the area of the box carrier bar 30 attached to the body 201, thereby helping to increase the stability of the box carrier bar 30 attached to the body 201.

In some embodiments, the body connection plane 32 may be connected to the box abutment curved surface 31, helping to simplify the structure of the box carrier bar 30, and also helping to reduce the height of the box carrier bar 30, and thus the height of the breakaway coupling device 100.

In some embodiments, the number of the box carrier bars 30 may be plural, and the plural box carrier bars 30 may be distributed between the bottom of the carrier box 11 and the vehicle body 201 at intervals in the horizontal direction. In this way, the plurality of case carrying bars 30 help to support the carrying case 11 well, so that the carrying case 11 is not easily deformed.

In some embodiments, a plurality of cassette carrier bars 30 may be symmetrically distributed about the center of the carrier cassette 11. In this way, the plurality of box body bearing bars 30 can be uniformly distributed below the bearing box 11, and the supporting force born by the bottom of the bearing box 11 can be more uniform.

In some embodiments, the number of cassette carrier bars 30 is two, and the two cassette carrier bars 30 are symmetrically distributed about the center of the carrier cassette 11.

In some embodiments, referring to fig. 11, the separation and combination device 100 may further include a guide base 40, where the guide base 40 may be disposed on the body 201 of the road vehicle 200, for example, the guide base 40 may be assembled on the body 201 and located in the aircraft receiving compartment 2011, and the guide base 40 is used to move the aircraft 300 in a predetermined direction.

In some embodiments, the linear motion mechanism 20 may drive the aircraft 300 into the guide base 40, so that the guide base 40 can guide the aircraft 300, which is conducive to not easily shifting the movement direction of the aircraft 300 in the process of driving the aircraft 300 by the linear motion mechanism 20 and the telescopic traction mechanism 10.

In some embodiments, the number of guide bases 40 may be one or more. The plurality of guide bases 40 may be disposed on the body 201 of the road vehicle 200, and the plurality of guide bases 40 may be disposed on opposite sides of the telescopic traction mechanism 10 in a horizontal direction, for example, the guide bases 40 may be disposed on left and right sides of the telescopic traction mechanism 10 in a horizontal direction. In this way, the positions of the telescopic traction mechanism 10 and the plurality of guide bases 40 are reasonably arranged, so that the telescopic traction mechanism 10 and the plurality of guide bases 40 are compactly arranged.

In some embodiments, the number of guide bases 40 may be two, and the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 may be distributed between the two guide bases 40.

In some embodiments, referring to fig. 23, the guiding base 40 may be provided with a wheel guiding slot 41, and a notch of the wheel guiding slot 41 may extend through a top surface of the guiding base 40, so as to facilitate the wheel of the aircraft 300 to enter into the wheel guiding slot 41, and also facilitate the guiding base 40 to limit the wheel of the aircraft 300, for example, limit the left and right sides of the wheel of the aircraft 300.

In some embodiments, the wheel guide slot 41 may include a first slot diameter section 42 and a second slot diameter section 43, the first slot diameter section 42 and the second slot diameter section 43 being in communication, the wheel of the aircraft 300 being adapted to enter the wheel guide slot 41 from the first slot diameter section 42 toward the second slot diameter section 43. For example, the second channel section 43 may be located at an end of the first channel section 42 facing the rear of the road vehicle 200, and the wheels of the aircraft 300 may be moved from the first channel section 42 in the direction of the second channel section 43 during pulling of the aircraft 300 into the road vehicle 200 by the breakaway coupling device 100; during the process of the separation and coupling device 100 pushing the aircraft 300 out of the road vehicle 200, the wheels of the aircraft 300 may be moved from the second channel section 43 in the direction of the first channel section 42.

In some embodiments, the width of the first groove diameter section 42 may taper from the first groove diameter section 42 to the second groove diameter section 43. In this manner, the first channel section 42 facilitates a gradual limit steering of the wheels of the aircraft 300 such that the wheels of the aircraft 300 may enter the wheel guide channel 41 with greater error, thereby helping to reduce the error requirements of the wheels of the aircraft 300 entering the wheel guide channel 41.

In some embodiments, the width of the second groove diameter section 43 may remain the same and the width of the second groove diameter section 43 may be less than or equal to the minimum width of the first groove diameter section 42. In this manner, the second channel section 43 may be better directed towards the wheels of the aircraft 300.

In some embodiments, the first groove diameter section 42 may have a groove bottom slope 420, the height of the groove bottom slope 420 in the vertical direction Z gradually increasing from the first groove diameter section 42 in the direction of the second groove diameter section 43. In this way, the groove bottom slope 420 is conducive to adapting the arrangement mode of the second groove diameter section 43 with the linear motion mechanism 20, the telescopic traction mechanism 10, and other mechanisms having a height difference along the vertical direction Z, so that the wheels of the aircraft 300 can move relatively stably from the height of the first groove diameter section 42 to the height of the second groove diameter section 43.

In some embodiments, the second groove diameter section 43 may have a groove bottom plane 430, the height of the groove bottom plane 430 in the vertical direction Z being uniform from the first groove diameter section 42 in the direction of the second groove diameter section 43, the height of the groove bottom plane 430 being greater than or equal to the highest height of the groove bottom slope 420. In this manner, the wheels of the aircraft 300 are allowed to move relatively smoothly along the second channel section 43.

In some embodiments, referring to fig. 24, the guide base 40 may include a first wheel limiter 44 and a second wheel limiter 45, each of the first wheel limiter 44 and the second wheel limiter 45 may be connected to the second channel section 43 and located above the notch of the wheel guide slot 41, the first wheel limiter 44 and the second wheel limiter 45 may be opposite and spaced apart, and a space between the first wheel limiter 44 and the second wheel limiter 45 may be smaller than a width of the second channel section 43. In this way, in the case of jolting, the first wheel limiter 44 and the second wheel limiter 45 can limit the wheels of the aircraft 300, so as to help avoid the wheels of the aircraft 300 from being separated from the guide base 40 along the vertical direction Z.

In some embodiments, the first wheel limiter 44 may include a first limiting plate 441 and a first reinforcing plate 442, and the first limiting plate 441 and the first reinforcing plate 442 may be distributed and connected along the length direction of the wheel guide groove 41. The second wheel restraint 45 may include a second restraint plate 451 and a second reinforcing plate 452, the second restraint plate 451 and the second reinforcing plate 452 may be distributed and connected along a length direction of the wheel guide groove 41, the second restraint plate 451 is spaced apart from the first restraint plate 441, and the second reinforcing plate 452 is spaced apart from the first reinforcing plate 442. During the pulling of the aircraft 300 into the road vehicle 200 by the separation and coupling device 100, the wheels of the aircraft 300 may be moved from the first reinforcing plate 442 in the direction of the first limiting plate 441, or the wheels of the aircraft 300 may be moved from the second reinforcing plate 452 in the direction of the second limiting plate 451.

In some embodiments, the spacing between the first and second reinforcing plates 442, 452 may be gradually reduced from the first restriction plate 441 toward the first reinforcing plate 442 or from the second restriction plate 451 toward the second reinforcing plate 452; the interval between the first and second limiting plates 441 and 451 may be maintained from the first limiting plate 441 to the first reinforcing plate 442, or the interval between the first and second limiting plates 441 and 451 may be maintained from the second limiting plate 451 to the second reinforcing plate 452; the spacing between the first and second restriction plates 441 and 451 may be less than or equal to the minimum spacing between the first and second reinforcement plates 442 and 452. In this manner, the first reinforcing plate 442 helps to increase the strength of the first wheel limiter 44, so that the first limiting plate 441 can better limit the wheels of the aircraft 300 without being easily deformed. The second reinforcing plate 452 helps to improve the strength of the second wheel limiter 45, so that the second limiting plate 451 can better limit the wheels of the aircraft 300 without being easily deformed.

In some embodiments, the first wheel limiter 44 and the second wheel limiter 45 may be limiting assemblies, the guide base 40 may include one or more limiting assemblies, and the plurality of limiting assemblies may be distributed along the length of the guide base 40 in the second groove diameter section 43.

In some embodiments, the aircraft 300 may include one or more types of wheels.

In some embodiments, referring to fig. 3 and 23, an aircraft 300 may include a guide wheel 80, the guide wheel 80 being mounted to a bottom of a fuselage 301 of the aircraft 300, the guide wheel 80 for mating guidance with the guide base 40, the wheel guide slot 41 of the guide base 40 being adapted for entry of the guide wheel 80. For example, the guide wheel 80 is adapted to enter the wheel guide slot 41 from the first channel section 42 in the direction of the second channel section 43 so that the breakaway attachment 100 can better pull the aircraft 300 into the road vehicle 200. For example, the guide wheel 80 is adapted to move from the second channel section 43 to the first channel section 42 and out of the wheel guide channel 41, so that the separation and combination device 100 can better push the aircraft 300 out of the road vehicle 200.

In some embodiments, referring to fig. 25, the guide wheel 80 may include a first strut 81, a first roller 82, and a first bushing 83, the first strut 81 may be located at the bottom of the aircraft 300, e.g., the first strut 81 may be mounted to the bottom of the fuselage 301. The first roller 82 may be rollably mounted to the first support 81, the rotational axis of the first roller 82 may be substantially perpendicular to the horizontal direction, or the rotational axis of the first roller 82 may be substantially parallel to the vertical direction Z. The first bushing 83 is rotatably sleeved on the first support 81. As such, in the case where the guide wheel 80 enters the wheel guide groove 41 of the guide base 40, the first roller 82 can reduce the resistance and the wear degree with the guide base 40 by rotating, and the first bushing 83 can also reduce the resistance and the wear degree with the guide base 40 by rotating.

In some embodiments, the width of the first roller 82 may be less than the width of the second channel section 43 and greater than the spacing between the first wheel limiter 44 and the second wheel limiter 45. In this way, in the case that the first roller 82 is located below the first wheel limiter 44 and the second wheel limiter 45, the first wheel limiter 44 and the second wheel limiter 45 can limit the first roller 82, so as to help avoid the first roller 82 from being separated from the guide base 40 along the vertical direction Z. The width of the first roller 82 may be greater than the distance between the first and second limiting plates 441 and 451.

In some embodiments, the outer diameter of the first bushing 83 may be less than the spacing between the first wheel limiter 44 and the second wheel limiter 45. In this way, in the case where the guide wheel 80 moves to the first wheel limiter 44 and the second wheel limiter 45, the first bushing 83 can reduce the resistance and the wear degree with the first wheel limiter 44 and can also reduce the resistance and the wear degree with the second wheel limiter 45 by rotating. Wherein, the outer diameter of the first bushing 83 may be smaller than the interval between the first and second limiting plates 441 and 451.

In some embodiments, the first roller 82 may be located between both ends of the first strut 81, and an end surface of the first strut 81 facing away from the body 301 may be curved. As such, in the case of sliding friction between the first leg 81 and the guide base 40, the curved surface of the first leg 81 helps to reduce the resistance between the first leg 81 and the guide base 40.

In some embodiments, the number of guide wheels 80 may be plural, and the plurality of guide wheels 80 may be spaced apart at the bottom of the body 301. For example, the plurality of guide wheels 80 may be distributed in two rows along the width direction of the body 301 to be adapted to the layout of the two guide bases 40 such that each row of guide wheels can enter the wheel guide groove 41 of a corresponding one of the guide bases 40. Wherein each column of guide wheels may include a plurality of guide wheels 80 spaced along the length of the fuselage 301.

In some embodiments, referring to fig. 3 and 23, the aircraft 300 may include a carrier wheel 90, the carrier wheel 90 being mounted to the bottom of the fuselage 301 of the aircraft 300, and the carrier wheel 90 may be spaced apart from the guide wheel 80. The carrying wheel 90 is used for being matched with the guiding base 40, and the wheel guiding groove 41 of the guiding base 40 is suitable for being used for allowing the carrying wheel 90 to enter, so that the separation and combination device 100 can well pull the aircraft 300 into the road vehicle 200 or push the aircraft 300 out of the road vehicle 200.

In some embodiments, the bottom of the carrier wheel 90 may be lower than the bottom of the guide wheel 80, or the bottom of the carrier wheel 90 may be at the same height as the bottom of the guide wheel 80. In this way, the bearing wheel 90 is helpful to ensure that the bearing wheel 90 plays a role in bearing and supporting the fuselage 301, and is helpful to avoid serious deformation of the guide wheel 80 caused by concentration of gravity of the fuselage 301 on the guide wheel 80, so as to help to improve stability of the guide wheel 80 guiding the aircraft 300.

In some embodiments, the carrier wheel 90 and the guide wheel 80 may be distributed adjacent to each other along the rear of the road vehicle 200 toward the nose, for example, the carrier wheel 90 and the guide wheel 80 may be sequentially distributed along the direction in which the separation and combination device 100 provides the pulling force to the aircraft 300, or the guide wheel 80 and the carrier wheel 90 may be sequentially distributed along the direction in which the separation and combination device 100 provides the pulling force to the aircraft 300. In this manner, during the process of pulling the aircraft 300 into the road vehicle 200 by the separation and combination device 100, the guide wheel 80 is guaranteed to enter the wheel guide groove 41 of the guide base 40 before the bearing wheel 90, so that the guide wheel 80 and the guide base 40 can be matched and guided to align the angle of the aircraft 300 entering the wheel guide groove 41.

In some embodiments, referring to fig. 26, the carrier wheel 90 may include a second strut 91, a second roller 92, and a second bushing 93. The second strut 91 may be located at the bottom of the aircraft 300, for example the first strut 81 may be fitted to the bottom of the fuselage 301. The second roller 92 is rollably fitted to the end of the second pillar 91 facing away from the main body 301, and the rotation axis of the second roller 92 may be substantially parallel to the horizontal direction, or the rotation axis of the second roller 92 may be substantially perpendicular to the vertical direction Z. The second bushing 93 is rotatably sleeved on the second support post 91. As such, in the case where the carrier wheel 90 enters the wheel guide groove 41 of the guide base 40, the second roller 92 can reduce the resistance and the wear degree with the guide base 40 by rotating, and the second bush 93 can also reduce the resistance and the wear degree with the guide base 40 by rotating.

In some embodiments, the width of the second roller 92 may be smaller than the width of the second groove diameter section 43 and larger than the spacing between the first and second limiting plates 441 and 451. In this way, in the case that the second roller 92 is located below the first wheel limiter 44 and the second wheel limiter 45, the first wheel limiter 44 and the second wheel limiter 45 can limit the second roller 92, so as to help avoid the second roller 92 from being separated from the guide base 40 along the vertical direction Z.

In some embodiments, the outer diameter of the second bushing 93 may be smaller than the spacing between the first and second limiting plates 441, 451. In this way, in the case where the carrier wheel 90 is moved to the first wheel limiter 44 and the second wheel limiter 45, the second bush 93 can reduce the resistance and the wear degree with the first wheel limiter 44, and also the resistance and the wear degree with the second wheel limiter 45 by rotating.

In some embodiments, the number of carrying wheels 90 may be plural, and the plurality of carrying wheels 90 may be spaced apart at the bottom of the fuselage 301. In this manner, the plurality of load wheels 90 facilitate increasing the support force to the fuselage 301, and facilitate the separation and coupling device 100 to more easily move the aircraft 300.

In some embodiments, the plurality of carrying wheels 90 may be spaced apart along the length of the fuselage 301 at the bottom of the fuselage 301, and also spaced apart along the width of the fuselage 301 at the bottom of the fuselage 301, so that the plurality of carrying wheels 90 can better carry the fuselage 301.

In some embodiments, the plurality of carrier wheels 90 may be distributed in two rows along the width of the fuselage 301 to fit the layout of two guide bases 40 such that each row of carrier wheels can enter the wheel guide slot 41 of a corresponding one of the guide bases 40. Wherein each column of carrier wheels may include a plurality of carrier wheels 90 spaced along the length of the fuselage 301.

Referring to fig. 11, in some embodiments, the separation and combination device 100 may further include a supporting mechanism 50, where the supporting mechanism 50 may be disposed on the body 201 of the road vehicle 200, and the supporting mechanism 50 is used to support the bottom of the aircraft 300. The support top 51 of the support mechanism 50 may be higher than or equal to at least one of the top of the telescopic traction mechanism 10 and the top of the linear motion mechanism 20.

For example, the support tip 51 of the support mechanism 50 may be higher than or equal to the tip of the telescoping traction mechanism 10. In this way, the supporting top end 51 of the supporting mechanism 50 is helpful to bear a part of the gravity of the aircraft 300 for the telescopic traction mechanism 10, so that the gravity of the aircraft 300 is not concentrated on the telescopic traction mechanism 10 too much, and the situation that the telescopic traction mechanism 10 deforms to cause jamming and cannot work normally is reduced.

For another example, the support top 51 of the support mechanism 50 may be higher than or equal to the top of the linear motion mechanism 20. In this way, the supporting top end 51 of the supporting mechanism 50 is helpful to bear a part of the gravity of the aircraft 300 for the linear motion mechanism 20, so that the gravity of the aircraft 300 is not concentrated on the linear motion mechanism 20 too much, and the situation that the linear motion mechanism 20 deforms to cause jamming and cannot work normally is reduced.

For example, the supporting top end 51 of the supporting mechanism 50 may be higher than or equal to the top end of the telescopic traction mechanism 10 and higher than or equal to the top end of the linear motion mechanism 20, so that the supporting mechanism 50 can better reduce the situation that the telescopic traction mechanism 10 and the linear motion mechanism 20 cannot work normally due to deformation.

In some embodiments, the supporting mechanism 50 and the telescopic traction mechanism 10 and the linear motion mechanism 20 may be distributed along a horizontal direction, for example, the supporting mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 may all be disposed on the same horizontal plane, where any two or three of the supporting mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 may have a height difference along the vertical direction Z within a set error range. In this way, the height of the separation and combination device 100 is reduced, the bearing mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 are prevented from being distributed in a stacked manner along the vertical direction Z, so that the height of the separation and combination device 100 is increased, and the overall height of the aircraft 300 and the road vehicle 200 after being combined is prevented from being excessively high.

In some embodiments, where a plurality of linear motion mechanisms 20 are horizontally disposed on opposite sides of the telescoping traction mechanism 10, the support mechanism 50 may be disposed between two adjacent linear motion mechanisms 20. In this way, the utilization of the space between the adjacent two linear motion mechanisms 20 is facilitated to be improved.

In some embodiments, the number of support mechanisms 50 may be one or more. The plurality of supporting mechanisms 50 may be distributed along a horizontal direction. In this way, the plurality of supporting mechanisms 50 helps to improve the supporting effect on the aircraft 300, and the plurality of supporting mechanisms 50 are distributed along the horizontal direction to further help to reduce the height of the separation and combination device 100, so that the plurality of supporting mechanisms 50 are prevented from being distributed in a stacked manner along the vertical direction Z to increase the height of the separation and combination device 100.

In some embodiments, referring to fig. 27, the support mechanism 50 may include a support base 52 and a support carriage 53, the support base 52 may be mounted to the vehicle body 201, the support carriage 53 may be slidably mounted to the support base 52, and the support top 51 of the support mechanism 50 may be located on the support carriage 53. As shown in fig. 28, the support top 51 of the support carriage 53 can slide to the front of the telescopic traction mechanism 10 and the front of the linear motion mechanism 20 with respect to the support base 52, and for example, the support top 51 of the support carriage 53 can slide to the side protruding from the rear of the road vehicle 200 with respect to the support base 52. In this way, in the process of pulling the aircraft 300 into the vehicle body 201 by the separation and combination device 100, the supporting top end 51 of the supporting sliding frame 53 can support the bottom of the aircraft 300 before the mechanisms such as the telescopic traction mechanism 10 and the linear motion mechanism 20, so that the supporting sliding frame 53 can better reduce the situation that the telescopic traction mechanism 10 and the linear motion mechanism 20 cannot work normally due to deformation.

The front of the telescopic traction mechanism 10 means the direction in which the telescopic traction mechanism 10 faces the rear of the road vehicle 200, and the front of the linear motion mechanism 20 means the direction in which the linear motion mechanism 20 faces the rear of the road vehicle 200.

In some embodiments, the support top 51 of the support carriage 53 is also capable of sliding relative to the support base 52 to a position at least partially within the vehicle body 201. In this way, the degree to which the bearing tips 51 of the bearing carriages 53 protrude beyond the vehicle body 201 is reduced without the bearing carriages 53 bearing the aircraft 300.

In some embodiments, the sliding direction of the supporting carriage 53, the moving direction of the output end of the linear motion mechanism 20, and the stretching direction of the stretching end of the stretching traction mechanism 10 may be the same, the supporting top end 51 of the supporting carriage 53 may be located on the path of the linear motion mechanism 20 driving the stretching traction mechanism 10 to move, and the movement of the stretching traction mechanism 10 may drive the supporting top end 51 of the supporting carriage 53 to slide to a side protruding from the tail of the road vehicle 200 relative to the supporting base 52. In this way, the supporting top end 51 of the supporting sliding frame 53 is driven to protrude from the tail side of the road vehicle 200 by using the movement of the telescopic traction mechanism 10, so that a driving structure for the supporting sliding frame 53 is not required to be additionally arranged, which is helpful for expanding the functions of the telescopic traction mechanism 10 and reducing the number of parts of the separation and combination device 100. The telescopic traction mechanism 10 can touch the supporting sliding frame 53 through the bearing box 11 in the moving process, and can drive the supporting top end 51 of the supporting sliding frame 53 to move.

In some embodiments, the support slide 53 may include a support slide 531 and a support tray 532, the support slide 531 slidably mounted to the support base 52, the support tray 532 may be connected to the support slide 531, the support tray 532 may be disposed above the support slide 531, and the support tip 51 of the support mechanism 50 may be disposed on the support tray 532. In this way, the support slide 53 can be assembled to the support base 52 by the support slide 531 and can support the bottom of the aircraft 300 by the support tray 532, which is helpful for the support slide 531 and the support tray 532 to be designed in different sizes according to different requirements. The telescopic traction mechanism 10 can drive the supporting top end 51 of the supporting sliding frame 53 to move by touching the supporting sliding rod 531, and can drive the supporting top end 51 of the supporting sliding frame 53 to move by touching the supporting tray 532.

In some embodiments, the support slide 531 and the support tray 532 may be an integrally formed structure. In this way, the number of parts of the bearing carriage 53 is reduced. In other embodiments, the support slide 531 and the support plate 532 may be formed separately and then fastened together with screws, bolts, screws, rivets or other fasteners.

In some embodiments, the support base 52 may be provided with a slide bar chute 520, and the support slide bar 531 slidably fits within the slide bar chute 520. The slide bar chute 520 may be generally T-shaped and the support slide bar 531 may be generally H-shaped or T-shaped. In this way, the supporting base 52 can limit the supporting slide bar 531, so that the supporting slide bar 531 is not easy to separate from the slide bar chute 520 of the supporting base 52 along the vertical direction Z.

In some embodiments, the supporting mechanism 50 may further include a first sliding bar limiter 54 and a second sliding bar limiter 55, and the first sliding bar limiter 54 and the second sliding bar limiter 55 may be respectively assembled at opposite ends of the supporting sliding bar 531. The length of the supporting base 52 is smaller than that of the supporting slide bar 531, and the width of the first slide bar limiting member 54 and the width of the second slide bar limiting member 55 are both larger than that of the slide bar chute 520. Therefore, the first slide bar limiting member 54 and the second slide bar limiting member 55 can limit the supporting slide bar 531, so that the supporting slide bar 531 is not easy to separate from the supporting base 52 along the length direction thereof.

In some embodiments, the support pan 532 may be attached to the end of the support slide 531 facing away from the telescoping traction mechanism 10, or it may be understood that the support pan 532 is attached to the end of the support slide 531 facing toward the rear of the road vehicle 200. In this manner, the support carriage 53 is slidably supported relative to the support base 52 to a position in which the support tray 532 projects to the rear of the road vehicle 200, so that the support tray 532 supports the aircraft 300.

In some embodiments, the width of the bearing tray 532 may be greater than the width of the bearing slide bar 531. In this way, the width of the support tray 532 is larger than the width of the support slide bar 531, which is helpful to increase the contact area between the support tray 532 and the bottom of the aircraft 300, and the width of the support slide bar 531 may not be designed to be larger, so as to save the manufacturing materials of the support slide bar 531 and the support base 52.

In some embodiments, the support tray 532 may be generally disk-shaped, and the support tray 532 may also be generally oval-shaped. In this way, the structure of the tray 532 is facilitated to be simplified.

In some embodiments, the support mechanism 50 may further include a cushion cover 56, and the cushion cover 56 may be sleeved over the tray 532. As such, cushion cover 56 helps to reduce the occurrence of snagging between pallet 532 and the bottom of aircraft 300, which may result in a scoring of each other.

In some embodiments, the cushion cover 56 may be a nylon cushion cover or other material.

Referring to fig. 4 and 15, in some embodiments, the towing docking mechanism 70 of the aircraft 300 is adapted to be coupled to or uncoupled from the tow member 13 of the telescopic towing mechanism 10. The traction docking mechanism 70 may include a body mount 71, a pull ring 72, a first stop 73, and a second stop 74.

The fuselage mount 71 may be located at the bottom of the aircraft 300, for example the fuselage mount 71 may be mounted to the bottom of the fuselage 301 of the aircraft 300. The body mount 71 may be welded to the body 301, and the body mount 71 and the body 301 may be fixed together by screws, bolts, screws, rivets or other fasteners.

The pull ring 72 is adapted for mating connection with a pulling end of the telescopic pulling mechanism 10, e.g. the pull ring 72 is adapted for mating connection with a pulling element 13 of the telescopic pulling mechanism 10.

In some embodiments, with the traction member 13 of the telescoping traction mechanism 10 rotated to the limit position, the traction member 13 is able to connect (or hook) the pull ring 72 and limit the pull ring 72 within the limit space 130 of the telescoping traction mechanism 10. In the case where the traction member 13 of the telescopic traction mechanism 10 is rotated to the unlock position, the traction member 13 and the tab 72 are in the unhooked state so as to facilitate the separation of the traction docking mechanism 70 from the telescopic traction mechanism 10, or the traction member 13 and the tab 72 are in the unhooked state so as to facilitate the connection of the traction docking mechanism 70 and the telescopic traction mechanism 10.

In some embodiments, the pull ring 72 is rotatably mounted to the body mount 71, so that the pull ring 72 can rotate relative to the body mount 71 to perform a yaw, for example, the pull ring 72 can rotate relative to the body mount 71 in the first direction D1 under an external force, and for example, the pull ring 72 can rotate relative to the body mount 71 in the second direction D2 under an external force to perform a yaw. Wherein the first direction D1 is opposite to the second direction D2, for example, the first direction D1 may be a counterclockwise direction and the second direction D2 may be a clockwise direction; the first direction D1 may be a clockwise direction, and the second direction D2 may be a counterclockwise direction. In this way, the traction piece 13 is skillfully matched with the pull ring 72 capable of deflecting, so that the problem of blocking caused by an error included angle between the road vehicle 200 and the aircraft 300 is solved, the error range allowed by separation and combination of the traction piece and the aircraft 300 is effectively improved, the difficulty of automatic driving is reduced, and the full-automatic separation and combination is easier to realize.

The first limiting member 73 and the second limiting member 74 may be respectively located at two opposite sides of the deflection of the pull ring 72 relative to the body mount 71. In this way, the first limiting member 73 and the second limiting member 74 can limit the degree of deflection of the pull ring 72 relative to the body mounting seat 71, so as to help limit the deflection of the pull ring 72 within a certain range, help reduce the excessive deflection of the pull ring 72 caused by excessive external force, and help reduce the difficulty of pulling the aircraft into the road vehicle 200 (or the aircraft accommodating cabin 2011) by the road vehicle 200 (or the separation and combination device 100).

The restriction of the tab 72 by the first stopper 73 and the second stopper 74 may be different according to the structure of the two stoppers.

Referring to fig. 6, in some embodiments, the first limiting member 73 and the second limiting member 74 may be springs, the first limiting member 73 may be located at one side of the pull ring 72 that deflects along the first direction D1, one end of the first limiting member 73 may be connected to the pull ring 72, and the other end of the first limiting member 73 may be connected to the body mount 71; the second stopper 74 may be located at a side of the tab 72 biased in the second direction D2, one end of the second stopper 74 may be connected to the tab 72, and the other end of the second stopper 74 may be connected to the body mount 71.

In this way, under the condition that the first limiting member 73 and the second limiting member 74 can both be tension springs, the first limiting member 73 can limit the deflection of the pull ring 72 along the second direction D2, so that the amplitude of the deflection of the pull ring 72 along the second direction D2 is not too large under the action of external force. The second limiting member 74 can limit the deflection of the pull ring 72 along the first direction D1, so that the amplitude of the deflection of the pull ring 72 along the first direction D1 is not excessively large under the action of external force. In addition, the first limiting piece 73 and the second limiting piece 74 can provide pulling force for the pull ring 72 from two opposite sides of the pull ring 72, so that the pull ring 72 can be automatically aligned under the condition that the external force is lost, the pull ring 72 cannot be excessively deviated to one side of the first limiting piece 73 or one side of the second limiting piece 74, and therefore manual alignment or additional alignment structure is not needed.

Under the condition that both the first limiting piece 73 and the second limiting piece 74 can be compressed, the first limiting piece 73 can limit the deflection of the pull ring 72 along the first direction D1, so that the amplitude of the deflection of the pull ring 72 along the first direction D1 is not too large under the action of external force. The second limiting member 74 can limit the deflection of the pull ring 72 along the second direction D2, so that the amplitude of the deflection of the pull ring 72 along the second direction D2 is not excessively large under the action of external force. In addition, the first limiting piece 73 and the second limiting piece 74 can provide pressure for the pull ring 72 from two opposite sides of the pull ring 72, so that the pull ring 72 can be automatically aligned under the condition that the external force is lost, the pull ring 72 cannot be excessively deviated to one side of the first limiting piece 73 or one side of the second limiting piece 74, and therefore manual alignment or additional alignment structure is not needed.

The first stopper 73 and the second stopper 74 may be replaced with the following structures in addition to the structures of the springs of the above embodiments.

Referring to fig. 4 and 5, in some embodiments, the first stop member 73 and the second stop member 74 may each be a stop plate. The first limiting member 73 and the second limiting member 74 may be assembled on the body assembling seat 71, the first limiting member 73 and the second limiting member 74 may be spaced relatively, and the pull ring 72 may be located in a spacing space 75 between the first limiting member 73 and the second limiting member 74. In this way, the first limiting member 73 can limit the deflection of the pull ring 72 along the first direction D1, so that the amplitude of the deflection of the pull ring 72 along the first direction D1 is not excessively large under the action of external force. The second limiting member 74 can limit the deflection of the pull ring 72 along the second direction D2, so that the amplitude of the deflection of the pull ring 72 along the second direction D2 is not excessively large under the action of external force.

In some embodiments, tab 72 may include a tab body 721 and a tab spindle 722, with tab body 721 and tab spindle 722 being connected. The tab shaft 722 is rotatably mounted to the body mount 71, and the tab shaft 722 may be located in a space 75 between the first stopper 73 and the second stopper 74.

The pull ring body 721 is adapted to be coupled to the traction element 13 of the telescopic traction mechanism 10, and the pull ring body 721 may at least partially protrude out of the space 75 between the first and second limiting elements 73, 74, e.g. the pull ring body 721 may at least partially protrude out of the space 75 between the first and second limiting elements 73, 74 in a direction away from the body mount 71. In this way, the first stopper 73, the second stopper 74, the body mount 71, etc. contribute to a reduction in blocking the pulling piece 13, and the tab body 721 contributes to easy connection with the pulling piece 13.

In some embodiments, tab body 721 and tab spindle 722 may be an integrally formed structure. In this manner, the number of parts of the tab 72 is facilitated to be reduced, facilitating assembly of the traction interface mechanism 70. In other embodiments, tab body 721 and tab shaft 722 may be formed separately and then fastened together by screws, bolts, screws, rivets or other fasteners.

In some embodiments, the tab body 721 may be generally annular, semi-circular, elliptical, semi-elliptical, rectangular, or other shape.

In some embodiments, the first limiting member 73 may be assembled to the body assembly seat 71 in various manners. For example, the first limiting member 73 may be welded to the body mount 71, and for example, the first limiting member 73 and the body mount 71 may be fixed to one body by screws, bolts, screws, rivets or other fasteners. In other embodiments, the first limiting member 73 and the body mount 71 may be integrally formed.

In some embodiments, the first stop 73 may have a first transition surface 731, the first transition surface 731 facing the second stop 74 or the tab 72, the first transition surface 731 may be located on a side of the first stop 73 away from the fuselage mount 71, and the distance between the first transition surface 731 and the second stop 74 may gradually increase in a direction away from the fuselage mount 71. In this way, the first limiting member 73 is beneficial to reducing the deflection of the pull ring 72, so that the space between the first limiting member 73 and the second limiting member 74 is not required to be reserved too much, and the pull ring 72 can deflect relative to the body assembly seat 71 conveniently, thereby being beneficial to reducing the size of the traction docking mechanism 70.

In some embodiments, the first transition face 731 may be planar. In this way, the structure of the first transition surface 731 is simplified, which facilitates manufacturing and molding of the first stopper 73.

In some embodiments, the first transition surface 731 may be curved. For example, the first transition surface 731 may be a spherical or elliptical surface. This also helps to simplify the structure of the first transition surface 731, facilitating the manufacturing and shaping of the first stop 73. Where the first transition surface 731 is a curved surface, the first transition surface 731 is a concave curved surface.

In some embodiments, the first limiting member 73 may be provided with a first sliding hole 732, and the lowest part of the height of the first sliding hole 732 may be located between both ends of the first sliding hole 732.

For example, the first sliding hole 732 may have a first end, a second end, and a third end, where the first end and the second end may be opposite ends of the first sliding hole 732 in the horizontal direction, respectively, and the third end may be located between the first end and the second end. The third end may be the lowest position of the first sliding hole 732, and the first end and the second end are both higher than the third end.

The traction docking mechanism 70 may further include a first slider 76, where the first slider 76 may be connected to the tab spindle 722, and the first slider 76 may be slidably inserted into the first sliding hole 732 along the extending direction of the two ends of the first sliding hole 732, so that the first slider 76 may drive the tab 72 to slide synchronously when sliding along the first sliding hole 732.

In this way, in the case that the pull ring 72 is not acted by an external force, the first slider 76 can slide and return to the lowest position in the first sliding hole 732 under the action of its own weight and the gravity of the pull ring 72, for example, the first slider 76 slides from the first end to the third end, and for example, the first slider 76 slides from the second end to the third end; and the first sliding piece 76 can also enable the pull ring 72 to be automatically aligned in the process of sliding to the lowest position in the first sliding hole 732, so that the pull ring 72 cannot be excessively deviated to one side of the first limiting piece 73 or one side of the second limiting piece 74, and the automatic alignment of the pull ring 72 under the condition of losing the action of external force can be realized without manual alignment or additional alignment structure.

In some embodiments, first slide hole 732 may be generally arcuate, e.g., first slide hole 732 may be generally circular or elliptical in shape. Thus, the molding of first slide hole 732 is simplified, and first slide hole 732 is facilitated.

In some embodiments, the first sliding hole 732 may be formed by connecting two linear elongated holes, where the two linear elongated holes have an included angle, and the connecting point of the two linear elongated holes may be at the lowest position in the first sliding hole 732. Thus, the shaping of first slide hole 732 is simplified, and first slide hole 732 is facilitated.

In some embodiments, the first sliding hole 732 may be a through hole, and the first sliding hole 732 may penetrate through opposite sides of the first limiting member 73. In this way, the first slider 76 is connected to the tab shaft 722 and inserted into the first sliding hole 732.

In other embodiments, the first sliding hole 732 may be a blind hole, and the first sliding hole 732 may be formed on a surface of the first limiting member 73 facing the tab spindle 722 or the second limiting member 74.

In some embodiments, first slider 76 may include a first screw 761 and a first polished rod 762, and first screw 761 and first polished rod 762 may be axially coupled.

First screw 761 may be mounted to tab shaft 722, e.g., tab shaft 722 may be provided with internal threads that mate with external threads of first screw 761, which are coupled with external threads of first screw 761.

The first polish rod 762 may be slidably inserted into the first slide hole 732 along an extending direction of both ends of the first slide hole 732. As such, the first polish rod 762 helps reduce drag between the first slider 76 and the first stopper 73, so that the first slider 76 is easily slid within the first slide hole 732, and also helps reduce wear between the first slider 76 and the first stopper 73. In addition, since the first polish rod 762 is not provided with external threads, the first polish rod 762 can also be used as the first slider 76 to be assembled to the limit structure of the tab rotating shaft 722, so that the first screw 761 in the first slider 76 is completely screwed into the tab rotating shaft 722 to achieve the assembly in place, and the structure of the first slider 76 is also facilitated to be simplified.

In some embodiments, the first slider 76 may be a threaded pin.

In some embodiments, the second limiting member 74 may be mounted on the body mount 71 in a variety of manners. For example, the second limiting member 74 may be welded to the body mount 71, and for example, the second limiting member 74 and the body mount 71 may be fixed to one body by screws, bolts, screws, rivets or other fasteners. In other embodiments, the second limiting member 74 and the body mount 71 may be integrally formed.

In some embodiments, the second limiting member 74 may have a second transition surface 741, the second transition surface 741 facing the first limiting member 73 or the tab 72, the second transition surface 741 may be located at a side of the second limiting member 74 away from the body mount 71, and the distance between the second transition surface 741 and the first limiting member 73 may gradually increase in a direction away from the body mount 71. In this way, the second limiting member 74 is beneficial to reducing the deflection of the pull ring 72, so that the space between the second limiting member 74 and the first limiting member 73 is not required to be reserved too much, and the pull ring 72 can deflect relative to the machine body assembling seat 71 conveniently, thereby being beneficial to reducing the size of the traction docking mechanism 70.

In some embodiments, the second transition surface 741 may be planar. In this way, the structure of the second transition surface 741 is simplified, and the second stopper 74 is easily manufactured and molded.

In some embodiments, the second transition surface 741 may be a curved surface. For example, the second transition surface 741 may be a spherical surface or an elliptical surface. This also helps to simplify the structure of the second transition surface 741, and facilitates the manufacturing and molding of the second stopper 74. In the case where the second transition surface 741 is a curved surface, the second transition surface 741 is a concave curved surface.

In some embodiments, the second limiting member 74 may be provided with a second sliding hole 742, and the lowest part of the second sliding hole 742 may be located between two ends of the second sliding hole 742.

For example, the second sliding hole 742 may have a fourth end, a fifth end, and a sixth end, where the fourth end and the fifth end may be opposite ends of the second sliding hole 742 in the horizontal direction, respectively, and the sixth end may be located between the fourth end and the fifth end. The sixth end may be the lowest position of the second sliding hole 742, and the height of the fourth end and the height of the fifth end are higher than the height of the sixth end.

The traction docking mechanism 70 may further include a second slider 77, where the second slider 77 may be connected to the tab shaft 722, and the second slider 77 may be slidably inserted into the second sliding hole 742 along the extending direction of the two ends of the second sliding hole 742, so that the second slider 77 can drive the tab 72 to slide synchronously when sliding along the second sliding hole 742.

In this way, in the case that the pull ring 72 is not acted by the external force, the second slider 77 can slide and return to the lowest position in the second sliding hole 742 under the action of the gravity of the second slider 77 and the gravity of the pull ring 72, for example, the second slider 77 slides from the fourth end to the sixth end, and for example, the second slider 77 slides from the fifth end to the sixth end; and the second sliding piece 77 can also enable the pull ring 72 to be automatically aligned in the process of sliding to the lowest position in the second sliding hole 742, so that the pull ring 72 cannot be excessively deviated to one side of the first limiting piece 73 or one side of the second limiting piece 74, thereby being beneficial to realizing that the pull ring 72 can be automatically aligned under the condition of losing the action of external force without manually aligning or additionally adding an aligning structure. In addition, since the two sides of the pull ring 72 are respectively provided with the first sliding piece 76 matched with the first sliding hole 732 and the second sliding piece 77 matched with the second sliding hole 742, the stability of automatic alignment of the pull ring 72 is improved, and the situation that the sliding piece and the sliding hole on one side are damaged and automatic alignment cannot be realized is avoided.

In some embodiments, the second slide hole 742 may be generally arcuate, e.g., the second slide hole 742 may be generally circular or elliptical in shape. In this way, the second slide hole 742 is simplified, and the second slide hole 742 is shaped.

In some embodiments, the second sliding hole 742 may be formed by connecting two linear elongated holes, where the two linear elongated holes have an included angle, and the connecting point of the two linear elongated holes may be at the lowest position in the second sliding hole 742. Thus, the second slide hole 742 is also simplified, and the second slide hole 742 is shaped.

In some embodiments, the second sliding hole 742 may be a through hole, and the second sliding hole 742 may extend through opposite sides of the second limiting member 74. In this way, the second slider 77 is connected to the tab shaft 722 and inserted into the second sliding hole 742.

In other embodiments, the second sliding hole 742 may be a blind hole, and the second sliding hole 742 may be formed on a surface of the second stopper 74 facing the tab shaft 722 or the first stopper 73.

In some embodiments, second slider 77 may include a second screw 771 and a second polish rod 772, and second screw 771 and second polish rod 772 may be axially connected.

The second screw 771 may be fitted to the tab spindle 722, for example, the tab spindle 722 may be provided with internal threads that mate with external threads of the second screw 771, which internal threads are connected with external threads of the second screw 771.

The second polish rod 772 may be slidably inserted into the second slide hole 742 along the extending direction of both ends of the second slide hole 742. As such, second polish rod 772 helps reduce drag between second slider 77 and second limiter 74 such that second slider 77 is easily slid within second slide hole 742, as well as helps reduce wear between second slider 77 and second limiter 74. In addition, since the second polish rod 772 is not provided with external threads, the second polish rod 772 can also be used as the second slider 77 to be assembled on the limit structure of the tab shaft 722, so that the second screw 771 in the second slider 77 is completely screwed into the tab shaft 722 to realize the assembly in place, and the structure of the second slider 77 is also facilitated to be simplified.

In some embodiments, the second slider 77 may be a threaded pin.

In some embodiments, the traction interface 70 may further include an elastic restoring member 78, where the elastic restoring member 78 and the tab shaft 722 may be distributed along the axial direction of the tab shaft 722, and the elastic restoring member 78 may abut between the tab shaft 722 and the body mount 71. Thus, the elastic restoring member 78 can provide an elastic force for the tab shaft 722, which is conducive to the tab shaft 722 to drive the first slider 76 to slide and restore to the lowest position in the first sliding hole 732 under the action of the elastic force, and drive the second slider 77 to slide and restore to the lowest position in the second sliding hole 742, so that the tab 72 is effectively ensured to be automatically aligned under the condition of losing the action of the external force.

In some embodiments, the resilient return member 78 may be a spring, a compression spring, or other structure.

In some embodiments, referring to fig. 2 and 3, the breakaway coupling device 100 can further include a locking mechanism 60, and the locking mechanism 60 can be mounted to the vehicle body 201. The aircraft 300 may further include a limiting mechanism 303, the limiting mechanism 303 may be assembled to the fuselage 301, and the limiting mechanism 303 is adapted to be locked by cooperating with the locking mechanism 60, so that the aircraft 300 and the road vehicle 200 can be relatively fixed and not easily separated from each other.

In some embodiments, the spacing mechanism 303 may be located at least one of the bottom, sides of the fuselage 301. For example, the spacing mechanism 303 may be located at the bottom of the body 301; for another example, the spacing mechanism 303 may be located on a side of the fuselage 301; for another example, the spacing mechanism 303 may be located at the bottom and sides of the fuselage 301.

Referring to fig. 29 and 30, the locking mechanism 8500 includes a lock body 8510, a lock lever 8520, and a controllable force application structure, where the lock body 8510 is provided with a first connection notch 8511; the first connection notch 8511 is used for allowing the limiting mechanism 9540 to move in along a preset direction, the lock rod 8520 is used for moving to cover at least part of the first connection notch 8511 and is used for abutting against a side wall surface of the limiting mechanism 9540, and the controllable force application structure is used for connecting the lock rod 8520 and preventing the lock rod 8520 from being far away from the first connection notch 8511, so that connection stability of the flying body 9000 after being combined to the form body 8000 is improved. In this embodiment, it is understood that the controllable force applying structure may keep the locking bar 8520 covering the first connection notch 8511 or keep the locking bar 8520 away from the first connection notch 8511 according to the electrical signal. Wherein, the limiting mechanism 9540 may be a limiting pin.

In some embodiments, the locking bar 8520 is configured to rotate to cover at least a portion of the first attachment notch 8511; the controllable force applying structure comprises a driving device 8530 and a transmission piece 8540, wherein the transmission piece 8540 is in transmission connection with the driving device 8530; the driving device 8530 may be provided as a driving motor or the like that can be controlled by an electric signal. When the lock bar 8520 covers the first connection notch 8511, the transmission member 8540 is configured to move to abut against a side of the lock bar 8520 facing away from the first connection notch 8511, where the movement of the transmission member 8540 includes rotation and translation, such as connection through a rotating shaft structure or a sliding slot structure. The driving member 8540 can prevent the force of the spacing mechanism 9540 from directly acting on the driving device 8530, thereby improving the service life of the driving device 8530.

In some embodiments, the driving member 8540 is rotatably coupled to the lock body 8510, and the driving device 8530 is configured to rotate the driving member 8540 in a first circumferential direction W1 or a circumferential direction, and the first and second circumferential directions are opposite to each other. When the lock lever 8520 covers the first connection notch 8511, the transmission member 8540 is configured to rotate along the first circumferential direction W1 to abut against a side of the lock lever 8520 facing away from the first connection notch 8511; the lock body 8510 is provided with a blocking block 8550, and the blocking block 8550 is used for abutting against the transmission member 8540 in front of the first circumferential direction W1 so as to block the lock rod 8520 to drive the transmission member 8540 to rotate along the first circumferential direction W1. In this embodiment, when the spacing mechanism 9540 has a tendency to disengage outwardly, the stop 8550 can block the transmission member 8540, thereby blocking the lock lever 8520 via the transmission member 8540, allowing the lock lever 8520 to lock the spacing mechanism 9540 securely.

In some embodiments, the locking mechanism 8500 further includes a detection member 8560, e.g., the detection member 8560 may be configured to include a third travel switch. The detecting member 8560 is electrically connected to the driving device 8530, and the detecting member 8560 is used for detecting that the lock lever 8520 rotates to cover the first connection notch 8511 or detecting that the limiting mechanism 9540 moves into the connection notch, so that the driving device 8530 stops power output when the limiting mechanism 9540 is located at the locking position, and power consumption is reduced.

In some embodiments, referring to fig. 31, the lock lever 8520, the transmission member 8540 and the detection member 8560 are disposed on the same surface of the lock body 8510, and the driving device 8530 is disposed on the other surface of the lock body 8510 facing away from the transmission member 8540, thereby improving space utilization. The lock body 8510 may be provided as a plate.

In some embodiments, referring to fig. 30, an arc surface 8541 is disposed on a side of the transmission member 8540 facing the lock rod 8520, and when the transmission member 8540 rotates to a preset position in a circumferential direction, it can be understood that the center of the arc surface 8541 corresponds to the rotation center of the lock rod 8520 and the radius of the arc surface 8541 is equal to or greater than the maximum rotation radius R of the lock rod 8520 facing the side of the transmission member 8540, so that the lock rod 8520 can be smoothly opened, and meanwhile, the structural compactness is improved through the arc surface 8541.

In some embodiments, referring to fig. 32, 33 and 34, one end of the locking lever 8520 is rotatably connected to the lock body 8510, and the other end of the locking lever 8520 is provided with a second connection notch 8521; the locking mechanism 8500 further comprises a first elastic member 8570, two ends of the first elastic member 8570 are respectively connected with the lock body 8510 and the lock rod 8520, and the first elastic member 8570 is used for enabling the lock rod 8520 to rotate away from the first connection notch 8511 and away from the second connection notch 8521 for allowing the limiting mechanism 9540 to enter; wherein the first elastic member 8570 may be provided as a spring, a shrapnel, or the like. The inner sidewall of the second connection notch 8521 is used for the limiting mechanism 9540 to abut along the preset direction X, so as to drive the lock lever 8520 to rotate until at least part of the first connection notch 8511 is covered. In this embodiment, when the limiting mechanism 9540 enters the first connection notch 8511 along the preset direction X, energy can be stored for the first elastic member 8570, so that the first elastic member 8570 can provide a power source for the lock lever 8520, and power consumption of the locking mechanism 8500 is reduced.

In some embodiments, the first buffer layer 8512 is disposed on the inner sidewall of the first connection notch 8511, and the first buffer layer 8512 may be made of rubber or the like to reduce the risk of the stop mechanism 9540 crashing into the first connection notch 8511. The second connection notch 8521 has a buffer layer 8522 on an inner sidewall thereof, and the buffer layer 8522 may be made of rubber or the like to reduce the risk of the limiting mechanism 9540 crashing into the second connection notch 8521.

In the present application, the terms "mounted," "connected," and the like should be construed broadly unless otherwise specifically indicated or defined. For example, the connection can be fixed connection, detachable connection, integral connection or transmission connection; may be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for understanding as a specific or particular structure. The description of the term "some embodiments" means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In the present application, the schematic representations of the above terms are not necessarily for the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the various embodiments or examples described herein, as well as the features of the various embodiments or examples, may be combined and combined by those skilled in the art without contradiction.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. A traction docking mechanism for a two-piece flying vehicle including a road vehicle and an aircraft, the traction docking mechanism comprising:

the aircraft comprises an aircraft body assembly seat, a control seat and a control seat, wherein the aircraft body assembly seat is arranged on an aircraft body of the aircraft;

the pull ring is rotatably assembled on the machine body assembly seat;

The first limiting piece and the second limiting piece are respectively positioned on two opposite sides of the pull ring, which are opposite to the deflection of the machine body assembly seat.

2. The traction docking mechanism as defined in claim 1, wherein the first and second limiting members are springs, the first limiting member is located at one side of the tab that deflects in a first direction, one end of the first limiting member is connected to the tab, and the other end of the first limiting member is connected to the body mount; the second limiting piece is located on one side of the pull ring, which deflects along the second direction, one end of the second limiting piece is connected with the pull ring, the other end of the second limiting piece is connected with the machine body assembly seat, and the first direction is opposite to the second direction.

3. The traction docking mechanism of claim 1, wherein the first and second limiting members are limiting plates, the first and second limiting members are mounted to the body mount, the first and second limiting members are spaced apart relatively, and the tab is located in a spacing space between the first and second limiting members.

4. A traction docking mechanism as claimed in claim 3 wherein said first stop member has a first transition surface facing either said second stop member or said tab, said first transition surface being on a side of said first stop member remote from said body mount, the spacing of said first transition surface from said second stop member increasing in a direction away from said body mount;

The second limiting part is provided with a second transition surface, the second transition surface faces the first limiting part or the pull ring, the second transition surface is positioned on one side, away from the body assembly seat, of the second limiting part, and the distance between the second transition surface and the first limiting part is gradually increased along the direction away from the body assembly seat.

5. The traction interface as claimed in claim 4, wherein said first transition surface is a planar or curved surface and said second transition surface is a planar or curved surface.

6. The tow docking mechanism of claim 3, wherein the tab includes a tab body and a tab spindle, the tab body and the tab spindle being connected, the tab spindle being rotatably mounted to the fuselage mount, the tab spindle being located in a spacing space between the first stop and the second stop, the tab body protruding at least partially out of the spacing space between the first stop and the second stop.

7. The traction docking mechanism as recited in claim 6, wherein said first stop member is provided with a first slide aperture, a lowest of a height of said first slide aperture being located between two ends of said first slide aperture; the traction butt joint mechanism further comprises a first sliding piece, the first sliding piece is connected to the pull ring rotating shaft, and the first sliding piece is slidably inserted into the first sliding hole along the extending direction of the two ends of the first sliding hole.

8. The traction docking mechanism as recited in claim 7, wherein said second limiting member is provided with a second slide aperture, a lowest position of a height of said second slide aperture being located between two ends of said second slide aperture; the traction butt joint mechanism further comprises a second sliding piece, the second sliding piece is connected to the pull ring rotating shaft, and the second sliding piece is slidably inserted into the second sliding hole along the extending direction of the two ends of the second sliding hole.

9. The traction docking mechanism as recited in claim 8, wherein said first slider comprises a first screw and a first polish rod, said first screw and said first polish rod being axially connected, said first screw being mounted to said tab spindle, said first polish rod being slidably inserted into said first slide hole along a direction of extension of both ends of said first slide hole;

The second sliding piece comprises a second screw rod and a second polished rod, the second screw rod is axially connected with the second polished rod, the second screw rod is assembled on the pull ring rotating shaft, and the second polished rod is slidably inserted into the second sliding hole along the extending direction of the two ends of the second sliding hole.

10. The traction docking mechanism of claim 6, further comprising an elastic return member, wherein the elastic return member and the tab shaft are axially distributed along the tab shaft, and wherein the elastic return member abuts between the tab shaft and the body mount.

11. An aircraft, comprising:

a body; and

The towing attachment in accordance with any one of claims 1 to 10 being mounted to the fuselage and located at the bottom of the aircraft.

12. A two-piece flying vehicle comprising:

the aircraft of claim 11; and

The vehicle comprises a road vehicle, wherein an aircraft accommodating bin is arranged on the vehicle body of the road vehicle, the aircraft accommodating bin is positioned on one side, facing the tail of the road vehicle, of the cabin of the road vehicle, and the aircraft accommodating bin is suitable for accommodating the aircraft.