Positioning guidance system and flying vehicle

Abstract

The application discloses a positioning and guiding system and a flying vehicle, and relates to the technical field of transportation. The flying vehicle comprises a land vehicle and an aircraft. The aircraft is moved into the land vehicle under the action of driving force along a first path. The positioning and guiding system comprises a guiding channel and a guiding element. The guiding channel is arranged on the land vehicle and extends along the first path. The guiding element is limitedly matched in the guiding channel along with the movement of the aircraft. The guiding channel forms at least two guiding sections with a limiting distance on a second path on the first path. The second path is perpendicular to the first path. The limiting distance of the at least two guiding sections decreases in turn along the first path, so as to drive the guiding element to gradually approach a preset position on the second path. The scheme controls the position deviation of the aircraft and the land vehicle in a lower order of magnitude range in the process of combination of the aircraft and the land vehicle in a step-by-step guiding and hierarchical positioning manner, and realizes the accurate positioning of the aircraft and the land vehicle.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and in particular to a positioning and guidance system and an air vehicle. Background Technology

[0002] For most two-part structures, the two separate structures need to be combined into a whole in some operating conditions. For example, in a split-type flying vehicle, the land vehicle and the aircraft need to be stored in the land vehicle after use to complete the combination of the aircraft and the land vehicle, and then the aircraft is transported away by the land vehicle.

[0003] The docking operation of an aircraft and a land vehicle requires a docking / separation mechanism. This mechanism can only provide driving force to the aircraft at a single point, propelling it along a single path towards the land vehicle. During the approach, it's difficult to adjust for positional deviations between the aircraft and the land vehicle in other directions using this mechanism. For land vehicles with limited internal space, significant positional deviations can prevent the aircraft from smoothly entering and docking with the land vehicle. Utility Model Content

[0004] The main objective of this application is to propose a positioning and guidance system that adjusts the positional deviation between the aircraft and the land vehicle in other directions during the process of driving the aircraft to approach the land vehicle through a separation and engagement mechanism, so that the aircraft can smoothly enter the land vehicle and complete the engagement.

[0005] To achieve the above objectives, the positioning and guidance system proposed in this application is applied to an air vehicle, which includes a land vehicle and an aircraft. The aircraft moves from the outside into the land vehicle under the action of a driving force along a first path. The positioning and guidance system includes:

[0006] A guideway is provided on the land vehicle and extends along the first path;

[0007] A guide element is disposed on the aircraft, and the guide element is positioned and engaged in the guide channel as the aircraft moves;

[0008] The guide channel forms at least two guide segments on the first path, and the guide segments have a limiting distance on the second path, which is perpendicular to the first path; the limiting distance of the at least two guide segments decreases sequentially along the first path, so as to drive the guide element that moves with the aircraft to gradually approach a preset position on the second path.

[0009] Optionally, the first path is a horizontal path, and the second path includes a second horizontal path;

[0010] The guide channel forms a first guide segment and a second guide segment sequentially along the first path. The first guide segment has a first limiting distance on the second horizontal path, and the second guide segment has a second limiting distance on the second horizontal path. The second limiting distance is less than the first limiting distance.

[0011] Optionally, the first guide section is a chute structure, and a first flared guide portion is provided at the end of the first guide section away from the second guide section. The width of the first flared guide portion on the second horizontal path gradually increases in the direction away from the second guide section.

[0012] Optionally, the second guide section is a chute structure, the first guide section is a chute structure, and the guide element includes a correction wheel that rotates about a vertical axis. The correction wheel rolls and engages with the vertical groove wall of the first guide section as the aircraft moves.

[0013] Optionally, the second guide segment is provided with a first limiting lock body, the first limiting lock body having a first locking structure and a first locking channel, the first end of the first locking channel being connected to the first locking structure, the second end of the first locking channel being connected to the first guide segment, and the width of the first locking channel on the second horizontal path being less than the first limiting distance;

[0014] The guide element includes a first limiting latch, which is used to move along the first locking channel to the first locking structure for locking.

[0015] Optionally, the second end of the first locking channel is provided with a second flared guide portion, the width of which gradually increases along the direction close to the first guide segment on the second horizontal path.

[0016] Optionally, the first path is a horizontal path, and the second path includes a second vertical path;

[0017] The guide channel forms a third guide segment and a fourth guide segment sequentially along the first path. The third guide segment has a third limiting distance on the second vertical path, and the fourth guide segment has a fourth limiting distance on the second vertical path. The fourth limiting distance is less than the third limiting distance.

[0018] Optionally, the third guide section is a groove structure, and the end of the third guide section away from the fourth guide section is provided with a first inclined portion, which is inclined downward in a direction away from the fourth guide section; the guide element is used to move along the first inclined portion into the third guide section.

[0019] Optionally, the guide element includes at least two sets of support rollers that rotate about a horizontal axis, and the at least two sets of support rollers are arranged at intervals along the first path; the at least two sets of support rollers roll sequentially onto the third guide section as the aircraft moves.

[0020] Optionally, the fourth guide section is provided with a second limiting lock body, the second limiting lock body has a second locking structure and a second locking channel, the first end of the second locking channel is connected to the second locking structure, the second end of the second locking channel is provided with a second inclined portion, the second inclined portion is inclined downward along the direction close to the third guide section and docks with the third guide section;

[0021] The guide element includes a second limiting latch, which moves sequentially along the second inclined portion and the second locking channel to the second locking structure for locking.

[0022] Optionally, the positioning and guidance system further includes a positioning pin structure and a positioning hole structure. The positioning pin structure is disposed on the land vehicle and extends along the first path. The positioning hole structure is disposed on the aircraft. The positioning hole structure is used to insert and cooperate with the positioning pin structure as the aircraft moves, so as to restrict the movement of the aircraft relative to the land vehicle along the second path.

[0023] Optionally, the guide channel is provided with a third limiting lock body, and the guide element includes a third limiting latch; when the third limiting latch passes through the third limiting lock body as the aircraft moves, the third limiting lock body is used to lock with the third limiting latch to prevent the aircraft from moving in the opposite direction on the first path.

[0024] Optionally, the positioning and guidance system further includes a limiting buffer block disposed on the land vehicle; the limiting buffer block is used to abut against the aircraft to prevent the aircraft from moving forward on the first path.

[0025] Optionally, the positioning and guidance system includes two guide channels and two guide elements. The two guide channels are arranged side by side on the land vehicle, and the two guide elements are correspondingly limited and matched in the two guide channels as the aircraft moves.

[0026] This application also proposes an air vehicle, which includes a land vehicle, an aircraft, and a positioning and guidance system as described above;

[0027] The aircraft moves from the outside into the land vehicle under the action of a driving force along the first path; the guide channel of the positioning and guidance system is disposed on the land vehicle and extends along the first path; the guide element of the positioning and guidance system is disposed on the aircraft, and the guide element is limited and matched in the guide channel as the aircraft moves.

[0028] Optionally, the flight vehicle further includes a separation and connection mechanism and a detection module; the separation and connection mechanism is connected to the aircraft and is used to provide the aircraft with driving force along the first path; the detection module is electrically connected to the separation and connection mechanism and is used to acquire the real-time load of the separation and connection mechanism.

[0029] When the detection module detects that the change in the real-time load within a preset time reaches a preset load threshold, the detection module sends a shutdown signal to the separation and engagement mechanism; the separation and engagement mechanism stops providing driving force along the first path to the aircraft upon receiving the shutdown signal.

[0030] The positioning and guidance system proposed in this application, through a limiting cooperation method that gradually improves the limiting accuracy between the guiding elements and the guiding channels, can gradually reduce the positional deviation of the aircraft relative to the land vehicle in other directions as the aircraft approaches the land vehicle under driving force. Thus, even when the initial positional deviation between the aircraft and the land vehicle is large, the aircraft can be gradually corrected to an ideal position where it can be combined with the land vehicle. In other words, by using a step-by-step guidance and graded positioning method, the positional deviation between the aircraft and the land vehicle is gradually controlled to a low level during the combination process. This achieves precise positioning between the aircraft and the land vehicle, enabling the aircraft to smoothly enter the relatively compact interior space of the land vehicle and complete the combination. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0032] Figure 1 A three-dimensional structural diagram of the land vehicle when the aircraft and the land vehicle are separated in one embodiment of the positioning and guidance system provided in this application;

[0033] Figure 2 A schematic diagram of the overall three-dimensional structure of the aircraft and the land vehicle after the positioning and guidance system provided in this application is fully combined;

[0034] Figure 3 for Figure 1 Enlarged view of point A in the middle;

[0035] Figure 4 for Figure 1 Enlarged view of point B in the middle;

[0036] Figure 5 for Figure 2 Enlarged view of point C in the middle;

[0037] Figure 6 for Figure 2 Enlarged view of point D in the middle;

[0038] Figure 7 A partial three-dimensional structural diagram of the aircraft and the land vehicle after the aircraft and the land vehicle are fully combined in one embodiment of the flying vehicle provided in this application;

[0039] Figure 8 This is a schematic diagram of the overall structure of an embodiment of the flight vehicle provided in this application.

[0040] Explanation of icon numbers:

[0041] 1000, Land vehicles; 2000, Aircraft;

[0042] 1. Guide channel; 11. First flared guide section; 12. First inclined section;

[0043] 2. Guide element; 21. Correcting wheel; 22. First limit lock; 23. Support roller; 24. Third limit lock;

[0044] 3. First limiting lock body; 31. First locking structure; 32. First locking channel; 321. Second flared guide portion; 322. Second tilting portion;

[0045] 4. Positioning pin structure; 5. Positioning hole structure; 6. Third limit lock body; 7. Limit buffer block.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0048] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0049] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0050] For most two-part structures, the two separate structures need to be combined into a whole in some operating conditions. For example, in a split-type flying vehicle, the land vehicle and the aircraft need to be stored in the land vehicle after use to complete the combination of the aircraft and the land vehicle, and then the aircraft is transported away by the land vehicle.

[0051] The docking operation of an aircraft and a land vehicle requires a docking / separation mechanism. This mechanism can only provide driving force to the aircraft at a single point, propelling it along a single path towards the land vehicle. During the approach, it's difficult to adjust for positional deviations between the aircraft and the land vehicle in other directions using this mechanism. For land vehicles with limited internal space, significant positional deviations can prevent the aircraft from smoothly entering and docking with the land vehicle.

[0052] The researchers of this application discovered that, during the process of an aircraft approaching a land vehicle, based on the land vehicle's autopilot strategy, the land vehicle can autonomously move according to the real-time position of the aircraft to reduce the positional deviation between them. However, this method can only control the positional deviation between the aircraft and the land vehicle within a relatively large range (approximately 50-80 mm). Given the extremely compact internal space of the land vehicle, a positioning accuracy of around 1 mm is required in a preset direction during the aircraft-land vehicle docking process. Therefore, an effective and precise positioning method is urgently needed during the aircraft-land vehicle docking process.

[0053] To address the aforementioned issues, this application proposes a positioning and guidance system. This system aims to effectively and accurately adjust the positional deviations between the aircraft and the land vehicle in other directions during the process of driving the aircraft closer to the land vehicle via a separation and engagement mechanism, enabling the aircraft to smoothly enter the land vehicle and complete the engagement.

[0054] Please see Figure 1 , Figure 2 , Figure 7 and Figure 8 An embodiment of this application provides a positioning and guidance system applied to an air vehicle, which includes a land vehicle 1000 and an aircraft 2000. The aircraft 2000 moves from the outside into the land vehicle 1000 under the action of a driving force along a first path. The positioning and guidance system includes:

[0055] Guide channel 1 is set on land vehicle 1000 and extends along the first path;

[0056] The guide element 2 is installed on the aircraft 2000 and is limited and matched in the guide channel 1 as the aircraft 2000 moves;

[0057] The guide channel 1 forms at least two guide segments on the first path, and the guide segments have a limiting distance on the second path, which is perpendicular to the first path. The limiting distance of the at least two guide segments decreases sequentially along the first path, so as to drive the guide element 2, which moves with the aircraft 2000, to gradually approach the preset position on the second path.

[0058] In this embodiment, the aircraft 2000 is initially located outside the land vehicle 1000. In some embodiments, a drive device and traction cable can be installed on the land vehicle 1000 to provide driving force to the aircraft 2000 by traction, thereby pulling the aircraft 2000 from the outside to the land vehicle 1000. In other embodiments, a conveying device can be installed outside the land vehicle 1000 to provide driving force to the aircraft 2000 by boosting, thereby pushing the aircraft 2000 from the outside to the land vehicle 1000. This is not limited here.

[0059] Guide channel 1 can refer to the part of a guide device such as a guide rail or slide rail used to achieve the guiding function; correspondingly, guide element 2 can refer to a slider, pulley, guide pin, or other device or structure used to limit and cooperate with the above-mentioned guide device. Taking a slide rail as an example, guide channel 1 can refer to the groove body formed by several groove walls of the slide rail, or guide channel 1 can refer to the channel body formed by the groove walls of the slide rail and other components set on the slide rail; based on this, the guide segment formed after the guide channel 1 is divided can refer to the groove body formed by several groove walls of the slide rail, or guide segment can refer to the channel body formed by the slide rail and other components set on the slide rail, without limitation here.

[0060] like Figure 1 , Figure 2 and Figure 7As shown, taking the front-back direction along the X-axis as the first path, the second path can be the left-right direction along the Y-axis and the up-down direction along the Z-axis. The limiting distance of the guide segment on the Y-axis refers to the distance the guide element 2 can move along the Y-axis under the limiting action of the guide segment; the limiting distance of the guide segment on the Z-axis refers to the distance the guide element 2 can move along the Z-axis under the limiting action of the guide segment. Taking the guide channel 1 forming three guide segments on the first path as an example, when the aircraft 2000 separates from the land vehicle 1000, the relationship between the limiting distance L1 of the guide segment closer to the aircraft 2000, the limiting distance L2 of the guide segment in the middle, and the limiting distance L3 of the guide segment farther from the aircraft 2000 is L1 > L2 > L3. That is to say, during the process of the aircraft 2000 entering the land vehicle 1000 from the outside, the limiting accuracy of the guide channel 1 for the guide element 2 is within... As the guide element 2 gradually moves towards a preset position on the Y-axis and / or Z-axis under the guidance of the guide channel 1, the moving aircraft 2000 gradually moves towards the preset position relative to the land vehicle 1000 on the Y-axis and / or Z-axis, thereby gradually reducing the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Y-axis and / or Z-axis. The preset position is the ideal position that ensures the aircraft 2000 can smoothly enter the land vehicle 1000 and complete the engagement.

[0061] Ideally, the aircraft 2000 can move along the positive X-axis to a preset position within the land vehicle 1000 under the action of driving force, thereby completing the docking of the aircraft 2000 and the land vehicle 1000. However, since there is usually a relative positional deviation between the aircraft 2000 and the land vehicle 1000 on the Y-axis and Z-axis, if the positional deviation on the Y-axis and Z-axis is not intervened during the movement of the aircraft 2000 along the X-axis, the aircraft 2000 may eventually fail to enter the land vehicle 1000 smoothly to complete the docking due to the excessive positional deviation. To address this issue, this embodiment employs a limiting fit method that progressively improves the limiting accuracy between the guide element 2 and the guide channel 1. This allows for the gradual reduction of the positional deviation of the aircraft 2000 relative to the land vehicle 1000 on the Y and / or Z axes as the aircraft 2000 moves along the X-axis. Consequently, even with a large initial positional deviation between the aircraft 2000 and the land vehicle 1000, the aircraft 2000 can be gradually corrected to an ideal position where it can be fully integrated with the land vehicle 1000. In other words, by using a step-by-step guiding and hierarchical positioning method, the positional deviation between the aircraft 2000 and the land vehicle 1000 is gradually controlled to a low level during the integration process. This achieves precise positioning between the aircraft 2000 and the land vehicle 1000, enabling the aircraft 2000 to smoothly enter the relatively compact interior space of the land vehicle 1000 and complete the integration.

[0062] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The first path is a horizontal path, and the second path includes the second horizontal path;

[0063] The guide channel 1 forms a first guide segment and a second guide segment sequentially along the first path. The first guide segment has a first limiting distance on the second horizontal path, and the second guide segment has a second limiting distance on the second horizontal path. The second limiting distance is less than the first limiting distance.

[0064] In this embodiment, as Figure 1 , Figure 2 and Figure 7 As shown, the front-to-back direction along the X-axis is taken as the first path, and the left-to-right direction along the Y-axis is taken as the second horizontal path. The first limiting distance refers to the distance that the guide element 2 can move along the Y-axis under the limiting action of the first guide section; the second limiting distance refers to the distance that the guide element 2 can move along the Y-axis under the limiting action of the second guide section; the first limiting distance and the second limiting distance decrease sequentially along the positive direction of the X-axis.

[0065] Under the driving force along the positive X-axis, the aircraft 2000 enters the land vehicle 1000 from the outside. During the movement of the aircraft 2000, the guide element 2 passes through the first guide section and the second guide section in sequence. Under the step-by-step guiding action of the first guide section and the second guide section, the positional deviation of the aircraft 2000 relative to the land vehicle 1000 on the Y-axis can be gradually reduced during the movement of the aircraft 2000 along the X-axis. Thus, even when the initial positional deviation between the aircraft 2000 and the land vehicle 1000 is large, the aircraft 2000 can be gradually corrected to an ideal position where it can be combined with the land vehicle 1000. This achieves precise positioning between the aircraft 2000 and the land vehicle 1000, allowing the aircraft 2000 to smoothly enter the relatively compact interior space of the land vehicle 1000 and complete the combination.

[0066] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The first guide section is a chute structure. The end of the first guide section away from the second guide section is provided with a first flared guide part 11. The groove width of the first flared guide part 11 on the second horizontal path gradually increases in the direction away from the second guide section.

[0067] Once the docking operation between the aircraft 2000 and the land vehicle 1000 begins, during the positive X-axis movement of the aircraft 2000, the guide element 2 can be guided into the first guide section via the first horn-shaped guide portion 11. This achieves the first level of positioning on the Y-axis (i.e., on the second horizontal path), reducing the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Y-axis from the order of 50-80 mm to the order of 5 mm. The guide element 2 can be a slider, pulley, guide pin, or other device that can slide or roll within the groove structure.

[0068] Optionally, refer to Figure 1 , Figure 2 , Figure 5 and Figure 7 The first guide section is a chute structure. The guide element 2 includes a correction wheel 21 that rotates around a vertical axis. The correction wheel 21 rolls and engages with the vertical chute wall of the first guide section as the aircraft 2000 moves.

[0069] After the aircraft 2000 and the land vehicle 1000 complete the first level of positioning on the Y-axis, the aircraft 2000 continues to move along the positive X-axis under the action of driving force. When the correction wheel 21 on the aircraft 2000 enters the first guide section, the rolling engagement between the correction wheel 21 and the vertical groove wall of the first guide section provides further guidance for the aircraft, further limiting the positional deviation of the aircraft on the Y-axis. Thus, the second level of positioning is achieved on the Y-axis (i.e., on the second horizontal path), reducing the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Y-axis from the order of 5mm to the order of 3mm. At the same time, the correction wheel 21 converts the sliding friction between the guide element 2 and the vertical groove wall of the chute structure into rolling friction, thereby reducing the moving resistance of the guide element 2 and effectively preventing the guide element 2 from getting stuck during the second level of positioning.

[0070] Optionally, refer to Figures 1 to 7 The second guide section is provided with a first limiting lock body 3. The first limiting lock body 3 has a first locking structure 31 and a first locking channel 32. The first end of the first locking channel 32 is connected to the first locking structure 31, and the second end of the first locking channel 32 is connected to the first guide section. The width of the first locking channel 32 on the second horizontal path is less than the first limiting distance.

[0071] The guide element 2 includes a first limiting latch 22, which is used to move along the first locking channel 32 to the first locking structure 31 for locking operation.

[0072] In this embodiment, the first limiting lock body 3 may include a first locking structure 31 and a base portion for mounting the first locking structure 31. The channel opened in the base portion for connecting the outside to the first locking structure 31 constitutes the first locking channel 32. The first locking structure 31 refers to the part that directly contacts the first limiting latch 22 to complete the locking. The first locking structure 31 can lock the first limiting latch 22 in any one or more directions of the X-axis, Y-axis, and Z-axis through devices such as a latch, buckle, pressure block, and positioning pin, so as to maintain the positional stability between the aircraft 2000 and the land vehicle 1000 after the aircraft 2000 and the land vehicle 1000 are combined.

[0073] After the aircraft 2000 and the land vehicle 1000 complete the second level of positioning on the Y-axis, the aircraft 2000 continues to move along the positive X-axis under the action of driving force. When the guide element 2 enters the second guide section from the first guide section, the first limiting latch 22 will enter the first locking channel 32. Since the width of the first locking channel 32 on the Y-axis is less than the first limiting distance, the positional deviation of the guide element 2 on the Y-axis can be further limited, thereby ensuring that the positional deviation of the guide element 2 on the Y-axis (i.e., on the second horizontal path) is correct. The third level of positioning is achieved, which can reduce the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Y-axis from 3 mm to less than 1 mm. After the first limit lock 22 moves from the first locking channel 32 to the first locking structure 31, the first locking structure 31 can lock the first limit lock 22, thereby maintaining the positional stability between the aircraft 2000 and the land vehicle 1000 after they are combined.

[0074] It is understandable that multiple first limiting lock bodies 3 can be configured and arranged at intervals along the X-axis. Taking three first limiting lock bodies 3 as an example, the three first limiting lock bodies 3 respectively form the front lock, middle lock, and rear lock of the land vehicle 1000 from back to front along the X-axis; correspondingly, the guide element 2 includes three first limiting lock buckles 22. During the movement of the aircraft 2000 along the X-axis, the three first limiting lock buckles 22 enter the first locking channels 32 of the three first limiting lock bodies 3 one by one, and after passing through the corresponding first locking channels 32, the three first limiting lock buckles 22 are locked and engaged with the first locking structures 31 of the three first limiting lock bodies 3 one by one.

[0075] Preferably, the guide element 2 includes a locking pin structure extending along the Z-axis, which engages with the first locking structure 31 after passing through the first locking channel 32. A bushing may be fitted onto the locking pin structure, which guides the pin structure and reduces resistance when it enters the first locking channel 32, preventing jamming. Preferably, the bushing may be made of copper, which improves the durability of the locking pin structure by utilizing its high wear resistance, thereby extending the service life of the guide element 2.

[0076] Optionally, refer to Figures 1 to 7 The second end of the first locking channel 32 is provided with a second flared guide portion 321, and the width of the second flared guide portion 321 on the second horizontal path gradually increases in the direction close to the first guide segment.

[0077] By setting the second horn-shaped guide section 321, the guide element 2 in the first guide section can be guided into the first locking channel 32, thereby achieving a smooth transition between the aircraft 2000 and the land vehicle 1000 on the Y-axis from the second-level positioning to the third-level positioning. Wherein, when the first locking channel 32 is... Figure 3 and Figure 4 In the slide groove structure shown, the second flared guide portion 321 refers to the inclined portion at the entrance of the slide groove structure; the guide element 2 can be a slider, pulley, guide pin or other device that can be slidably or rollingly engaged in the slide groove structure.

[0078] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The first path is a horizontal path, and the second path includes the second vertical path;

[0079] Guide channel 1 forms a third guide segment and a fourth guide segment sequentially along the first path. The third guide segment has a third limiting distance on the second vertical path, and the fourth guide segment has a fourth limiting distance on the second vertical path. The fourth limiting distance is less than the third limiting distance.

[0080] In this embodiment, as Figure 1 , Figure 2 and Figure 7 As shown, the front-to-back direction along the X-axis is taken as the first path, and the up-to-down direction along the Z-axis is taken as the second vertical path. The third limiting distance refers to the distance that the guide element 2 can move along the Z-axis under the limiting action of the third guide section; the fourth limiting distance refers to the distance that the guide element 2 can move along the Z-axis under the limiting action of the fourth guide section; the third limiting distance and the fourth limiting distance decrease sequentially along the positive direction of the X-axis.

[0081] Under the driving force along the positive X-axis, the aircraft 2000 enters the land vehicle 1000 from the outside. During the movement of the aircraft 2000, the guide element 2 passes through the third guide section and the fourth guide section in sequence. Under the step-by-step guidance of the third guide section and the fourth guide section, the positional deviation of the aircraft 2000 relative to the land vehicle 1000 on the Z-axis can be gradually reduced during the movement of the aircraft 2000 along the X-axis. Thus, even if the initial positional deviation between the aircraft 2000 and the land vehicle 1000 is large, the aircraft 2000 can be gradually corrected to an ideal position where it can be combined with the land vehicle 1000. This achieves precise positioning between the aircraft 2000 and the land vehicle 1000, allowing the aircraft 2000 to smoothly enter the relatively compact interior space of the land vehicle 1000 and complete the combination.

[0082] It is understood that the third and fourth guide segments in this embodiment may overlap with the first and second guide segments in the above embodiments. For example, for the first guide segment that has a limiting function on the Y-axis, a part of the first guide segment can be set to have a limiting function on the Z-axis, and the part of the first guide segment with the Z-axis limiting function can constitute the third guide segment. Similarly, for the second guide segment that has a limiting function on the Y-axis, a part of the second guide segment can be set to have a limiting function on the Z-axis, and the part of the second guide segment with the Z-axis limiting function can constitute the fourth guide segment.

[0083] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The third guide section is a chute structure. The end of the third guide section away from the fourth guide section is provided with a first inclined part 12. The first inclined part 12 is inclined downward in the direction away from the fourth guide section. The guide element 2 is used to move along the first inclined part 12 into the third guide section.

[0084] When the docking operation between the aircraft 2000 and the land vehicle 1000 begins, as the aircraft 2000 moves along the positive X-axis, the guide element 2 enters the third guide section along the first inclined part 12, thereby achieving the first level of positioning on the Z-axis (i.e., on the second vertical path), which can reduce the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Z-axis from the order of 30mm to the order of 5mm.

[0085] The guide element 2 can be a slider, pulley, guide pin, or other device that can slide or roll within the slide groove structure. Preferably, the guide element 2 is a bearing that rolls within the slide groove structure, which reduces the movement resistance of the aircraft 2000 and prevents jamming.

[0086] Optionally, refer to Figure 1 , Figure 2 , Figure 5 and Figure 7 The guide element 2 includes at least two sets of support rollers 23 that rotate around a horizontal axis. The at least two sets of support rollers 23 are arranged at intervals along the first path. The at least two sets of support rollers 23 roll sequentially on the third guide section as the aircraft 2000 moves.

[0087] After the first level of positioning on the Z-axis is completed between the aircraft 2000 and the land vehicle 1000, the aircraft 2000 continues to move along the positive X-axis under the action of driving force, so that at least two sets of support rollers 23 on the aircraft 2000 enter the third guide section in sequence along the first inclined part 12; when all the support rollers 23 are in contact with the horizontal groove surface of the third guide section, the second level of positioning is achieved on the Z-axis (i.e., on the second vertical path), which can reduce the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Z-axis from the order of 5mm to the order of 3mm.

[0088] Among them, at least two sets of support rollers 23 can be respectively set on the multiple first limit latches 22 in the above embodiment; the support rollers 23 can be bearings, so as to reduce the movement resistance of the aircraft 2000 through rolling cooperation and avoid jamming problems.

[0089] Optionally, refer to Figures 1 to 7 The fourth guide section is provided with a second limiting lock body (not shown in the figure). The second limiting lock body has a second locking structure (not shown in the figure) and a second locking channel (not shown in the figure). The first end of the second locking channel is connected to the second locking structure. The second end of the second locking channel is provided with a second inclined part 322. The second inclined part 322 is inclined downward along the direction close to the third guide section and docks with the third guide section.

[0090] The guide element 2 includes a second limiting latch (not shown in the figure). The second limiting latch moves sequentially along the second inclined portion 322 and the second locking channel to the second locking structure for locking operation.

[0091] In this embodiment, the second limiting lock body may include a second locking structure and a base portion for mounting the second locking structure. The channel opened in the base portion for connecting the outside to the second locking structure constitutes the second locking channel. The second locking structure refers to the part that directly contacts the second limiting latch to complete the locking. The second locking structure can lock the second limiting latch in any one or more directions of the X-axis, Y-axis, and Z-axis through devices such as a latch, buckle, pressure block, and positioning pin, so as to maintain the positional stability between the aircraft 2000 and the land vehicle 1000 after the aircraft 2000 and the land vehicle 1000 are combined.

[0092] After the aircraft 2000 and the land vehicle 1000 complete the second level of positioning on the Z-axis, the aircraft 2000 continues to move along the positive X-axis under the action of driving force. When the guide element 2 enters the fourth guide section from the third guide section, the second limit lock will enter the second locking channel along the second inclined part 322. In this way, the third level of positioning is achieved on the Z-axis (i.e., on the second vertical path), which can reduce the positional deviation between the aircraft 2000 and the land vehicle 1000 on the Z-axis from 3 mm to less than 0.5 mm. When the second limit lock moves from the second locking channel to the second locking structure, the second locking structure can lock the second limit lock, thereby maintaining the positional stability between the aircraft 2000 and the land vehicle 1000 after they are combined.

[0093] It is understood that the second limiting lock body can refer to the first limiting lock body 3 in the above embodiment, and the second limiting lock body can be set as multiple and arranged at intervals along the X-axis. Taking three second limiting lock bodies as an example, the three second limiting lock bodies form the front lock, middle lock and rear lock of the land vehicle 1000 respectively from back to front along the X-axis; correspondingly, the guide element 2 includes three second limiting lock buckles. During the movement of the aircraft 2000 along the X-axis, the three second limiting lock buckles enter the second locking channels of the three second limiting lock bodies respectively along the corresponding second inclined portion 322, and after passing through the corresponding second locking channels, the three second limiting lock buckles are locked and engaged one-to-one with the second locking structure of the three second limiting lock bodies.

[0094] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The positioning and guidance system also includes a positioning pin structure 4 and a positioning hole structure 5. The positioning pin structure 4 is disposed on the land vehicle 1000 and extends along the first path. The positioning hole structure 5 is disposed on the aircraft 2000. The positioning hole structure 5 is used to be inserted and fitted onto the positioning pin structure 4 as the aircraft 2000 moves, so as to limit the movement of the aircraft 2000 relative to the land vehicle 1000 along the second path.

[0095] In this embodiment, the positioning pin structure 4 can be positioned towards the front end of the aircraft 2000 to form a panel lock for the land vehicle 1000. Through the pin-hole engagement between the positioning pin structure 4 and the positioning hole structure 5, the moving aircraft 2000 can be positioned and guided. It can be combined with other guiding structures in the above embodiments to further limit the positional deviation of the aircraft 2000 on the Y-axis and / or Z-axis, thereby further improving positioning accuracy.

[0096] Optionally, refer to Figure 1 , Figure 2 , Figure 6 and Figure 7 The guide channel 1 is provided with a third limiting lock body 6, and the guide element 2 includes a third limiting latch 24. When the third limiting latch 24 passes through the third limiting lock body 6 as the aircraft 2000 moves, the third limiting lock body 6 is used to lock with the third limiting latch 24 to prevent the aircraft 2000 from moving in the opposite direction on the first path.

[0097] Specifically, the third limiting latch 24 can be configured as a locking pin structure, a slot structure, a hole structure, etc. The third limiting lock body 6 can lock the third limiting latch 24 on the X-axis through devices such as a locking tongue, a latch, a pressure block, and a positioning pin, so as to prevent the third limiting latch 24 from retracting in the opposite direction of the X-axis after passing the third limiting lock body 6. This can achieve the limiting of the aircraft 2000 in the opposite direction of the X-axis, and maintain the positional stability between the aircraft 2000 and the land vehicle 1000 after the aircraft 2000 and the land vehicle 1000 are combined.

[0098] Preferably, the third limiting lock body 6 can adopt a ratchet and pawl mechanism. This utilizes the unidirectional characteristic of the ratchet and pawl engagement, allowing the third limiting latch 24 to push the third limiting lock body 6 along the positive X-axis to a position that does not obstruct the third limiting latch 24. This ensures that the third limiting latch 24 can smoothly pass through the third limiting lock body 6 as the aircraft 2000 moves. After the third limiting latch 24 passes through the third limiting lock body 6, the third limiting lock body 6 will automatically reset and block the third limiting latch 24 in the opposite X-axis direction. Even if the third limiting latch 24 moves in the opposite X-axis direction and comes into contact with the third limiting lock body 6, the third limiting lock body 6 will not be pushed aside by the third limiting latch 24. This ensures that the third limiting latch 24 cannot pass through the third limiting lock body 6 in the opposite X-axis direction.

[0099] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The positioning and guidance system also includes a limiting buffer block 7, which is installed on the land vehicle 1000. The limiting buffer block 7 is used to abut against the aircraft 2000 to prevent the aircraft 2000 from moving forward on the first path.

[0100] Specifically, the limiting buffer block 7 can be set at the position of the front end of the aircraft 2000 when the engagement is completed. After the third limiting lock body 6 and the third limiting latch 24 in the previous embodiment complete the locking engagement, since there is usually a certain overtravel between the third limiting lock body 6 and the third limiting latch 24, the third limiting latch 24 will continue to move forward a certain distance relative to the third limiting lock body 6 along the X-axis as the aircraft 2000 moves; when the aircraft 2000 moves to the preset engagement position and abuts against the limiting buffer block 7 in front, the limiting buffer block 7 can prevent the aircraft 2000 from continuing to move in the positive direction of the X-axis, thereby realizing the limiting of the aircraft 2000 in the positive direction of the X-axis.

[0101] The limiting buffer block 7 can be made of flexible materials such as rubber and foam. In this way, the kinetic energy of the aircraft 2000 moving in the positive direction of the X-axis can be absorbed by the compression of the limiting buffer block 7 by the aircraft 2000, so that the moving aircraft 2000 can decelerate and stop smoothly, avoiding impact damage. The positional deviation on the X-axis that exists during the combination of the aircraft 2000 and the land vehicle 1000 can be absorbed and adapted by the change of compression amount.

[0102] Optionally, refer to Figure 1 , Figure 2 and Figure 7 The positioning and guidance system includes two guide channels 1 and two guide elements 2. The two guide channels 1 are arranged side by side on the land vehicle 1000, and the two guide elements 2 are correspondingly limited and matched in the two guide channels 1 as the aircraft 2000 moves.

[0103] By setting two sets of guide channels 1 and guide elements 2 arranged at intervals along the Y-axis, the actual center of gravity distribution of the aircraft 2000 can be better adapted, improving the accuracy and stability of positioning and guiding the aircraft 2000. Preferably, the two sets of guide channels 1 and guide elements 2 are arranged symmetrically with respect to the longitudinal symmetry plane of the aircraft 2000; wherein, the longitudinal symmetry plane of the aircraft 2000 refers to the vertical plane that can divide the aircraft 2000 into two symmetrical parts.

[0104] Please see Figures 1 to 8 This application also provides an air vehicle, which includes a land vehicle 1000, an aircraft 2000, and a positioning and guidance system as described in any of the above embodiments;

[0105] The aircraft 2000 moves from the outside into the land vehicle 1000 under the action of the driving force along the first path; the guide channel 1 of the positioning and guidance system is set on the land vehicle 1000 and extends along the first path; the guide element 2 of the positioning and guidance system is set on the aircraft 2000, and the guide element 2 is limited and matched in the guide channel 1 as the aircraft 2000 moves.

[0106] In this embodiment, the flying vehicle includes, but is not limited to, a split-type flying car; such as Figure 8 As shown, after use, the aircraft 2000 of the flying vehicle needs to be stored inside the land vehicle 1000 of the flying vehicle and transported away by the land vehicle 1000. During the process of storing the aircraft 2000 inside the land vehicle 1000, a positioning and guidance system is needed to correct the positional deviation between the aircraft 2000 and the land vehicle 1000 to ensure that the aircraft 2000 can smoothly enter the land vehicle 1000 and complete the docking.

[0107] For the specific settings of the positioning and guidance system, please refer to the above embodiments, which will not be repeated here. Since this flying vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments. That is, through the limiting cooperation form of gradually improving limiting accuracy between the guiding element 2 and the guiding channel 1, the positional deviation of the aircraft 2000 relative to the land vehicle 1000 in other directions can be gradually reduced as the aircraft 2000 approaches the land vehicle 1000 under the driving force. Thus, even if the initial positional deviation between the aircraft 2000 and the land vehicle 1000 is large, the aircraft 2000 can be gradually corrected to an ideal position where it can be combined with the land vehicle 1000. In other words, the positional deviation between the aircraft 2000 and the land vehicle 1000 is gradually controlled within a low range during the combination process by step-by-step guidance and graded positioning. This achieves precise positioning between the aircraft 2000 and the land vehicle 1000, allowing the aircraft 2000 to smoothly enter the relatively compact interior space of the land vehicle 1000 and complete the combination.

[0108] Optionally, refer to Figures 1 to 8 The flight vehicle also includes a separation and connection mechanism (not shown in the figure) and a detection module (not shown in the figure); the separation and connection mechanism is connected to the aircraft 2000 and is used to provide the aircraft 2000 with driving force along the first path; the detection module is electrically connected to the separation and connection mechanism and is used to obtain the real-time load of the separation and connection mechanism.

[0109] When the detection module detects that the change in real-time load within a preset time reaches a preset load threshold, the detection module sends a shutdown signal to the separation and engagement mechanism; the separation and engagement mechanism stops providing driving force along the first path to the aircraft 2000 when it receives the shutdown signal.

[0110] Specifically, the separation and engagement mechanism may include a motor and a matching transmission mechanism. The separation and engagement mechanism may be installed on the land vehicle 1000 or outside the land vehicle 1000, so that the aircraft 2000 can be driven to move along the positive X-axis by means of traction, pushing or other methods under the power provided by the motor, so that the aircraft 2000 enters the land vehicle 1000 and completes the engagement.

[0111] Once the aircraft 2000 moves to the preset engagement position and abuts against the front limiting buffer block 7, the limiting buffer block 7 prevents the aircraft 2000 from continuing to move along the positive X-axis, thus limiting the aircraft 2000 in the positive X-axis direction. The limiting buffer block 7 can be made of flexible materials such as rubber or foam, so that the compression of the limiting buffer block 7 by the aircraft 2000 can absorb the kinetic energy of the aircraft 2000 moving along the positive X-axis, allowing the moving aircraft 2000 to decelerate and stop smoothly, avoiding impact damage.

[0112] The detection module may include a sensing device for acquiring the load size and a control module for processing the acquired load data. The control module has basic functions such as data storage, data calculation, data comparison, and signal input / output. A preset load threshold can be stored in the control module. When the control module determines that the change in the real-time load acquired by the sensing device within a preset time reaches the preset load threshold, it indicates that the driving force required for the separation and engagement mechanism to drive the aircraft 2000 to move along the positive X-axis has increased sharply. Therefore, it can be determined that the aircraft 2000 has moved to the preset engagement position and is blocked by the limit buffer block 7. At this time, the control module can send a shutdown signal to the separation and engagement mechanism to lock the motor current, thereby cutting off the power output of the separation and engagement mechanism to the aircraft 2000. This allows the aircraft 2000 to stop moving quickly when it loses driving force without manual shutdown.

[0113] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A positioning and guidance system, characterized in that, The positioning and guidance system is applied to an air vehicle, which includes a land vehicle and an aircraft, wherein the aircraft moves from the outside into the land vehicle under the action of a driving force along a first path; The positioning and guidance system includes: A guideway is provided on the land vehicle and extends along the first path; A guide element is disposed on the aircraft, and the guide element is positioned and engaged in the guide channel as the aircraft moves; The guide channel forms at least two guide segments on the first path, and the guide segments have a limiting distance on the second path, which is perpendicular to the first path; the limiting distance of the at least two guide segments decreases sequentially along the first path, so as to drive the guide element that moves with the aircraft to gradually approach a preset position on the second path.

2. The positioning and guidance system according to claim 1, characterized in that, The first path is a horizontal path, and the second path includes a second horizontal path; The guide channel forms a first guide segment and a second guide segment sequentially along the first path. The first guide segment has a first limiting distance on the second horizontal path, and the second guide segment has a second limiting distance on the second horizontal path. The second limiting distance is less than the first limiting distance.

3. The positioning and guidance system according to claim 2, characterized in that, The first guide section is a chute structure. The end of the first guide section away from the second guide section is provided with a first flared guide portion. The width of the first flared guide portion on the second horizontal path gradually increases in the direction away from the second guide section.

4. The positioning and guidance system according to claim 2, characterized in that, The first guide section is a groove structure, and the guide element includes a correction wheel that rotates about a vertical axis. The correction wheel rolls and engages with the vertical groove wall of the first guide section as the aircraft moves.

5. The positioning and guidance system according to claim 2, characterized in that, The second guide section is provided with a first limiting lock body. The first limiting lock body has a first locking structure and a first locking channel. The first end of the first locking channel is connected to the first locking structure, and the second end of the first locking channel is connected to the first guide section. The width of the first locking channel on the second horizontal path is less than the first limiting distance. The guide element includes a first limiting latch, which is used to move along the first locking channel to the first locking structure for locking.

6. The positioning and guidance system according to claim 5, characterized in that, The second end of the first locking channel is provided with a second flared guide portion, and the width of the second flared guide portion on the second horizontal path gradually increases in the direction close to the first guide segment.

7. The positioning and guidance system according to claim 1, characterized in that, The first path is a horizontal path, and the second path includes a second vertical path; The guide channel forms a third guide segment and a fourth guide segment sequentially along the first path. The third guide segment has a third limiting distance on the second vertical path, and the fourth guide segment has a fourth limiting distance on the second vertical path. The fourth limiting distance is less than the third limiting distance.

8. The positioning and guidance system according to claim 7, characterized in that, The third guide section is a chute structure, and a first inclined portion is provided at the end of the third guide section away from the fourth guide section. The first inclined portion is inclined downward in the direction away from the fourth guide section. The guide element is used to move along the first inclined portion into the third guide section.

9. The positioning and guidance system according to claim 8, characterized in that, The guiding element includes at least two sets of support rollers that rotate about a horizontal axis, and the at least two sets of support rollers are arranged at intervals along the first path; the at least two sets of support rollers roll sequentially onto the third guide section as the aircraft moves.

10. The positioning and guidance system according to claim 7, characterized in that, The fourth guide section is provided with a second limiting lock body, the second limiting lock body has a second locking structure and a second locking channel, the first end of the second locking channel is connected to the second locking structure, the second end of the second locking channel is provided with a second inclined part, the second inclined part is inclined downward along the direction close to the third guide section and docks with the third guide section; The guide element includes a second limiting latch, which moves sequentially along the second inclined portion and the second locking channel to the second locking structure for locking.

11. The positioning and guidance system according to claim 1, characterized in that, The positioning and guidance system further includes a positioning pin structure and a positioning hole structure. The positioning pin structure is disposed on the land vehicle and extends along the first path. The positioning hole structure is disposed on the aircraft. The positioning hole structure is used to insert and cooperate with the positioning pin structure as the aircraft moves, so as to restrict the movement of the aircraft relative to the land vehicle along the second path.

12. The positioning and guidance system according to claim 1, characterized in that, The guide channel is provided with a third limiting lock body, and the guide element includes a third limiting latch; when the third limiting latch passes through the third limiting lock body as the aircraft moves, the third limiting lock body is used to lock with the third limiting latch to prevent the aircraft from moving in the opposite direction on the first path; And / or, the positioning and guidance system further includes a limiting buffer block disposed on the land vehicle; the limiting buffer block is used to abut against the aircraft to prevent the aircraft from moving forward on the first path.

13. The positioning and guidance system according to any one of claims 1 to 12, characterized in that, The positioning and guidance system includes two guidance channels and two guidance elements. The two guidance channels are arranged side by side on the land vehicle, and the two guidance elements are correspondingly limited and matched in the two guidance channels as the aircraft moves.

14. An air vehicle, characterized in that, The flying vehicles include land vehicles, aircraft, and positioning and guidance systems as described in any one of claims 1 to 13; The aircraft moves from the outside into the land vehicle under the action of a driving force along the first path; the guide channel of the positioning and guidance system is disposed on the land vehicle and extends along the first path; the guide element of the positioning and guidance system is disposed on the aircraft, and the guide element is limited and matched in the guide channel as the aircraft moves.

15. The flying vehicle according to claim 14, characterized in that, The flight vehicle also includes a separation and connection mechanism and a detection module; the separation and connection mechanism is connected to the aircraft and is used to provide the aircraft with driving force along the first path; the detection module is electrically connected to the separation and connection mechanism and is used to acquire the real-time load of the separation and connection mechanism. When the detection module detects that the change in the real-time load within a preset time reaches a preset load threshold, the detection module sends a shutdown signal to the separation and engagement mechanism; the separation and engagement mechanism stops providing driving force along the first path to the aircraft upon receiving the shutdown signal.

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