An aircraft connection assembly and an aircraft

Abstract

The application discloses an aircraft connecting assembly and an aircraft, and relates to the technical field of aircraft connection, aiming to solve the problem of connecting two or more aircrafts. The aircraft connecting assembly comprises a first connecting unit and a second connecting unit. The first connecting unit comprises a first magnetic docking piece. The second connecting unit comprises a receiving tube, a second magnetic docking piece and a main driving mechanism. The second magnetic docking piece is a variable-diameter magnetic docking piece. The receiving tube has an opening in communication with the internal space of the receiving tube. The main driving mechanism is connected with the second magnetic docking piece. The main driving mechanism is used for driving the first magnetic docking piece to enter or exit the receiving tube through the opening. The aircraft comprises the technical solution. The aircraft connecting assembly is used for connecting two or more aircrafts.

Description

Technical Field

[0001] This invention relates to the field of aircraft connection technology, and more particularly to an aircraft connection component and an aircraft. Background Technology

[0002] Multi-body combined UAVs are composed of multiple UAVs, and the wings of adjacent UAVs can be docked and separated through a detachable structure. Compared with a single UAV, multi-body combined UAVs have a larger aspect ratio and a higher lift-to-drag ratio, thus having better aerodynamic performance and increased range. However, there is currently no technical solution that can achieve stable articulation. Summary of the Invention

[0003] The purpose of this invention is to provide an aircraft connection assembly and an aircraft for connecting two or more aircraft.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] An aircraft connection assembly includes: a first connection unit and a second connection unit, wherein the first connection unit includes a first magnetic docking member;

[0006] The second connection unit includes: a storage tube, a second magnetic docking component, and a main drive mechanism. The second magnetic docking component is a variable diameter magnetic docking component. The storage tube has an opening that communicates with the internal space of the storage tube. The main drive mechanism is connected to the second magnetic docking component and is used to drive the first magnetic docking component to enter and exit the storage tube through the opening.

[0007] The aircraft connection assembly has a first state and a second state; when the aircraft connection assembly is in the first state, the second magnetic docking member is located outside the receiving tube, and the first magnetic docking member and the second magnetic docking member are magnetically connected; when the aircraft connection assembly is in the second state, the second magnetic docking member is located inside the receiving tube, and the first magnetic docking member and the second magnetic docking member are magnetically connected.

[0008] Furthermore, the first magnetic docking member includes a mounting rod and a first magnetic element disposed on the mounting rod.

[0009] Furthermore, the first connecting unit also includes an auxiliary driving mechanism, which is a telescopic driving mechanism, and the auxiliary driving mechanism is connected to the mounting rod.

[0010] Furthermore, the mounting rod includes a first mounting section, a second mounting section, and a third mounting section connected in sequence. The first mounting section is connected to the drive end of the auxiliary drive mechanism. One end of the second mounting section is hinged to the end of the first mounting section away from the drive mechanism, and the other end of the second mounting section is hinged to the third mounting section. The first magnetic docking member is rotatably disposed at the end of the third mounting section away from the second mounting section, and the third mounting section is connected to the first magnetic member.

[0011] Furthermore, the main drive mechanism is flexibly connected to the second magnetic docking component.

[0012] Furthermore, the second magnetic docking member includes a base, a second magnetic element, and a plurality of blades. The base has a first surface and a second surface facing each other. The magnetic element and the plurality of blades are disposed on the first surface. The plurality of blades are hinged to the first surface along the circumference of the base. The second magnetic element is located in the area enclosed by the plurality of blades.

[0013] When the aircraft connection assembly is in the first state, the angle between the blade surfaces of the plurality of blades and the first surface is an obtuse angle, and the second surface is close to the opening; when the aircraft connection assembly is in the second state, the angle between the blade surfaces of the plurality of blades and the second surface is less than or equal to 90°, and the first surface is close to the opening.

[0014] Furthermore, the main drive mechanism includes: a winding element and an elastic thrust element, wherein the elastic thrust element is disposed inside the receiving tube, one end of the elastic thrust element abuts against the side wall of the receiving tube, and the other end abuts against the second magnetic docking element; the winding line is connected to the base.

[0015] Furthermore, the second magnetic coupling also includes a flexible film formed between two adjacent blades.

[0016] Compared with existing technologies, the aircraft connection assembly provided by this invention has a receiving tube with an opening communicating with its internal space. A main drive mechanism is connected to a second magnetic docking member to drive the second magnetic docking member through the opening into and out of the receiving tube. When the main drive mechanism pushes the second magnetic docking member out of the receiving tube, the second magnetic docking member connects with the first magnetic docking member. After connection, when the main drive mechanism drives the second magnetic docking member through the opening into the receiving tube, the diameter of the second magnetic docking member decreases under the action of the receiving tube, causing it to be stuck in the receiving tube. This achieves the connection between the first and second magnetic docking members, thereby enabling the connection of two aircraft in the air or on the ground. The docking assembly of this invention connects the first and second magnetic docking members using magnetic force. Magnetic connections have a relatively high allowable error, do not require high-precision control of the aircraft, and can improve connection efficiency. During connection, the two aircraft are connected by mutual magnetic attraction, and there is no rigid connection, which can reduce the impact on the flight of the aircraft during the connection process.

[0017] The present invention also provides an aircraft, including two or more aircraft and an aircraft connection assembly, wherein two of the aircraft are connected by the aircraft connection assembly;

[0018] The two adjacent aircraft include a first aircraft and a second aircraft. The aircraft connection assembly includes a first connection unit disposed on the wing of the first aircraft and a second connection unit disposed on the wing of the second aircraft.

[0019] Furthermore, the first aircraft has a first protrusion on its wing, and the second aircraft has a second protrusion on its wing. The first protrusion and the second protrusion are staggered and adapted to each other.

[0020] Compared with the prior art, the beneficial effects of the aircraft provided by the present invention are the same as those of the aircraft connection components described in the above technical solutions, and will not be repeated here. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 This is a schematic diagram of the structure of the first connecting unit in an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the structure of the second connection unit in an embodiment of the present invention;

[0024] Figure 3 for Figure 2 Enlarged view of point A in the middle;

[0025] Figure 4 This is a schematic diagram of the mounting rod in an embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram of the structure of the second magnetic docking member in an embodiment of the present invention;

[0027] Figure 6 This is a schematic diagram of the aircraft structure after connection in an embodiment of the present invention;

[0028] Figure 7 For this Figure 6 Enlarged view of point B in the middle.

[0029] Figure label:

[0030] 100-Connecting assembly, 10-First connecting unit, 20-First magnetic docking component, 21-Mounting rod, 211-First mounting section, 212-Second mounting section, 213-Third mounting section, 22-Auxiliary drive mechanism, 30-Second connecting unit, 31-Second magnetic docking component, 311-Base, 3111-First surface, 3112-Second surface, 312-Second magnetic component, 313-Blade, 32-Receiving tube; 33-Main drive mechanism; 331-Winding component, 332-Elastic thrust component, 34-Film, 200-Aircraft, 40-First aircraft, 41-First wing, 411-First protrusion, 50-Second aircraft, 51-Second wing, 511-Second protrusion. Detailed Implementation

[0031] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0032] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0033] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. "Several" means one or more, unless otherwise explicitly specified.

[0034] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0035] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] Multi-body combined UAVs are composed of multiple UAVs, and the wings of adjacent UAVs can be docked and separated through a detachable structure. Compared with a single UAV, multi-body combined UAVs have a larger aspect ratio and a higher lift-to-drag ratio, thus having better aerodynamic performance and increasing range. However, there is currently no technical solution that can achieve stable articulation in the air.

[0037] Please see Figures 1 to 3 The aircraft connection assembly 100 provided in this embodiment of the invention includes: a first connection unit 10 and a second connection unit 30. The first connection unit 10 and the second connection unit 30 are respectively disposed on the wings of different aircraft. When the first connection unit 10 and the second connection unit 30 are connected together, the connection between the two aircraft is realized. Of course, multiple sets of the first connection unit 10 and the second connection unit 30 can be provided. By connecting multiple sets of the first connection unit 10 and the second connection unit 30, the connection of multiple aircraft can be realized.

[0038] The first connecting unit 10 includes a first magnetic docking member 20; the second connecting unit 30 includes a receiving tube 32, a second magnetic docking member 31, and a main drive mechanism, wherein the second magnetic docking member 31 is a variable-diameter magnetic docking member; the receiving tube 32 has an opening communicating with the internal space of the receiving tube 32, and the main drive mechanism 33 is connected to the second magnetic docking member 31, and the main drive mechanism 33 is used to drive the first magnetic docking member 20 to enter and exit the receiving tube 32 through the opening. The aircraft connecting assembly 100 has a first state and a second state.

[0039] When the aircraft is in the first state, the main drive mechanism 33 drives the second magnetic docking member 31 to move inside the second pipe and pushes the second magnetic docking member 31 out of the receiving tube 32. Since the second magnetic docking member 31 is no longer restricted by the tube wall of the receiving tube 32, the diameter of the second magnetic docking member 31 becomes larger. The increased diameter of the second magnetic docking member 31 can limit the range of motion of the first magnetic docking member 20 during connection, making it easier for the second magnetic member 312 to capture the first magnetic docking member 20, thereby facilitating the connection between the first magnetic docking member 20 and the second magnetic docking member 31.

[0040] When the aircraft is in the second state, the main drive mechanism 33 drives the second magnetic docking member 31 from the outside of the receiving tube 32 into the inside of the receiving tube 32. As the second magnetic docking member 31 gradually enters the receiving tube 32, it begins to be constrained by the tube wall of the receiving tube 32, causing the diameter of the second magnetic docking member 31 to decrease. Since the first magnetic docking member 20 and the second magnetic docking member 31 attract each other through magnetic force, when the tube wall of the second magnetic docking member 31 decreases, it also engages the first magnetic docking member 20 in the receiving tube 32, completing the connection between the two aircraft.

[0041] As can be seen, the docking assembly in this embodiment is a connection between the first magnetic docking component 20 and the second magnetic docking component 31 through magnetic force. The magnetic connection allows for a relatively high error, does not require high-precision control of the aircraft, and can improve the connection efficiency of the two aircraft during the connection process. In this process, the two aircraft do not need to be in rigid contact or connected, which can reduce the impact on the flight of the aircraft during the connection process.

[0042] In some embodiments, the first magnetic docking member 20 includes a mounting rod 21 and a first magnetic element disposed on the mounting rod 21. The mounting rod 21 can extend the connection range of the first magnetic docking member 20 during the connection process of the two aircraft, so that the two aircraft can dock when they are far apart, thereby reducing the possibility of collision during the connection process of the two aircraft and ensuring that the magnetic docking member can be connected to the second magnetic docking member 31 more safely and quickly.

[0043] In some embodiments, the first connecting unit 10 further includes a third mounting section 213, which can be a telescopic drive mechanism and is connected to the mounting rod 21. Optionally, the third mounting section 213 can be an electric telescopic rod, a pneumatic telescopic rod, a hydraulic telescopic rod, or other telescopic rods capable of telescopic functions.

[0044] Understandably, the third mounting section 213 is hinged to the mounting rod 21 and is used to drive the mounting rod 21 to move along the axial extension line of the auxiliary drive device. The third mounting section 213 is provided with a foot spring to limit the rotation of the mounting rod 21, so the mounting rod 21 can rotate about 180° on the third mounting section 213. The mounting rod 21 can be closely attached to the wing where the first connecting unit 10 is located, which can reduce the drag of the first connecting unit 10 located behind the aircraft and improve the aerodynamics of the aircraft.

[0045] In normal operation (i.e., when the aircraft is in a single state or not connected), the mounting rod 21 is close to the wing of the aircraft and parallel to the wing. When the aircraft needs to be connected, the third mounting section 213 pushes the mounting rod 21 away from the wing, so that the first magnetic docking member 20 provided on the mounting rod 21 is close to the second magnetic docking member 31, which facilitates the connection between the first magnetic docking member 20 and the second magnetic docking member 31.

[0046] After the first magnetic connector is connected to the second magnetic component 312, the mounting rod 21 can also rotate 90° to be in the same direction as the third mounting section 213 (when the main drive mechanism 33 pulls the second magnetic docking component 31, the mounting rod 21 rotates after being pulled by the main drive mechanism 33). The third mounting section 213 drives the mounting rod 21 to move towards the direction closer to the wing, so as to reduce the relative distance between the two aircraft and facilitate the splicing between the wings after connection.

[0047] In some embodiments, please refer to Figure 4 The mounting rod 21 includes a first mounting segment 211, a second mounting segment 212, and a third mounting segment 213 connected in sequence. The first mounting segment 211 is connected to the drive end of the third mounting segment 213. One end of the second mounting segment 212 is hinged to the end of the first mounting segment 211 away from the drive mechanism, and the other end of the second mounting segment 212 is hinged to the third mounting segment 213. A first magnetic coupling member 20 is rotatably disposed at the end of the third mounting segment 213 away from the second mounting segment 212, and the third mounting segment 213 is connected to the first magnetic member.

[0048] Understandably, the first mounting segment 211, the second mounting segment 212, and the third mounting segment 213 are all arranged sequentially along the length of the mounting rod 21. One end of the first mounting segment 211 is hinged to the third mounting segment 213, allowing the mounting rod 21 to rotate around the third mounting segment 213 within a specific angle, thus enabling the mounting rod 21 to cover a larger connection range and adapt to connection needs in different directions, facilitating the connection between the first magnetic mating member 20 and the second magnetic mating member 31; thereby improving the connection efficiency of the first connecting unit 10. The second mounting segment 212 is hinged to the first mounting segment 211, allowing the mounting rod 21 to cover a larger connection range and complementing the rotation of the first mounting segment 211 and the third mounting segment 213, increasing the rotatable angle of the entire rotating rod, so that the second magnetic mating member 31 can be connected from multiple angles during connection.

[0049] The second mounting section 212 and the third mounting section 213 are rotatably connected. Specifically, a bearing is provided at the end of the second mounting section 212 away from the first mounting section 211, and the third mounting section 213 is connected to the bearing. The rotatable connection is achieved through the bearing. During the docking process, the rotatable connection can reduce the damage to the aircraft caused by the different flight attitudes of the two aircraft or changes in flight attitude during the docking process, thereby improving the safety of the connection component 100 during the docking process.

[0050] In some embodiments, the main drive mechanism 33 is flexibly connected to the second magnetic docking member 31. This flexible connection allows the position of the second magnetic docking member 31 to change freely when docking with the first magnetic member, without being affected by the main drive mechanism. This makes the connection between the first magnetic docking member 20 and the second magnetic docking member 31 more flexible, facilitating their connection. At the same time, the flexible connection also reduces the need for high-precision operation during docking, reduces the time required for docking, and improves docking efficiency.

[0051] In some embodiments, please refer to Figure 5 The second magnetic coupling member 31 includes a base 311, a second magnetic member 312, and a plurality of blades 313. The base 311 has opposing first surfaces 3111 and second surfaces 3112. The second magnetic member 312 and the plurality of blades 313 are disposed on the first surface 3111. The plurality of blades 313 are elastically hinged to the first surface 3111 along the circumference of the base 311. The second magnetic member 312 is located within the area enclosed by the plurality of blades 313. It should be understood that the base 311 can be configured as any one of a cylinder, cuboid, or cone.

[0052] When the aircraft connection assembly 100 is in the first state, the angle between the blade surface of the plurality of blades 313 and the first surface 3111 is an obtuse angle, and the second surface 3112 is close to the opening; when the aircraft connection assembly 100 is in the second state, the angle between the blade surface of the plurality of blades 313 and the second surface 3112 is less than or equal to 90°, and the first surface 3111 is close to the opening.

[0053] Understandably, the base 311 is used to support the magnetic component and the blade 313. The surface of the base 311 on which the blade 313 and the second magnetic component 312 are set is the first surface 3111, and the surface opposite to the first surface 3111 is the second surface 3112. The blade 313 is connected to the base 311 through a limiting spring. Therefore, the blade 313 set on the base 311 can rotate around the limiting spring within a certain range, so that the blade 313 changes under pressure, thereby realizing the function of changing the diameter of the second magnetic docking component 31.

[0054] When all blades 313 are retracted, the radial dimension of the second magnetic coupling member 31 is small, and the second magnetic coupling member 312 can be located inside the receiving tube 32. All blades 313 are always in a retracted state due to the constraint of the receiving tube 32. Under the influence of the receiving tube 32, the blades 313 possess elastic potential energy and can abut against the wall of the receiving tube 32, thereby confining the second magnetic coupling member 31 within the receiving tube 32 and preventing it from uncontrollably detaching from the receiving tube 32. It is understandable that when all blades 313 are retracted, the shape of the second magnetic coupling member 31 can be similar to a rod; therefore, the angle between the blade surface of each blade 313 and the second surface 3112 is less than or equal to 90°.

[0055] When the first connecting unit 10 and the second connecting unit 30 need to dock, the second magnetic docking member 31 can be driven by the main drive mechanism 33 to detach from the outlet of the receiving tube 32. At this time, since the second magnetic docking member 31 is located outside the receiving tube 32, the blades 313 are no longer constrained by the tube wall of the receiving tube 32 and then unfold. Therefore, all the blades 313 open, the radial dimension of the second magnetic docking member 31 is large, and the unfolded blades 313 are similar to a funnel shape; and the blades 313 form an angle with the first surface 3111, the angle being an obtuse angle. The obtuse angle allows the second magnetic member 312 to capture a larger range of the first magnetic member when the first magnetic member and the second magnetic member 312 are engaged, and the blades 313 can also play a guiding role, allowing the first magnetic member to gradually approach the second magnetic member 312 and engage with the second magnetic member 312, which can improve the connection speed between the first magnetic member and the second magnetic member 312, and also facilitate the connection between the first connecting unit 10 and the second connecting unit 30.

[0056] After the first connecting unit 10 and the second connecting unit 30 are docked, the main drive mechanism 33 can drive the second magnetic docking member 31 to move towards the direction of the receiving tube 32. Under the action of the tube wall of the receiving tube 32, the blade 313, which is in the open state, will be retracted until the second magnetic docking member 31 enters the receiving tube 32. The receiving tube 32 then limits the second magnetic docking member 31, ensuring a tighter and more stable connection between the first connecting unit 10 and the second connecting unit 30. During this process, the third mounting section 213 in the first connecting unit 10 can drive the first magnetic docking member 20 to move towards the side closer to the third mounting section 213.

[0057] In some embodiments, the main drive mechanism 33 includes: a winding member 331 and an elastic thrust member. The elastic thrust member is disposed in the receiving tube 32. One end of the elastic thrust member abuts against the side wall of the receiving tube 32, and the other end abuts against the second magnetic docking member 31. The winding member 331 is connected to the base 311.

[0058] Understandably, the elastic thrust member is located on the side of the receiving tube 32 away from the opening, providing an outward thrust to the second magnetic member 312. This elastic thrust member can be a spring or other component capable of providing elasticity.

[0059] The aforementioned winding member 331 needs to cooperate with the elastic thrust member 332 to push the second magnetic docking member 31 out of the receiving tube 32. Specifically, the winding member 331 may include a motor and a winding post mounted on the motor shaft. The wire is placed on the winding post and connected to the base 311 included in the second magnetic docking member 31. At this time, the motor can drive the winding post to rotate, thereby pulling the base 311 to move.

[0060] Under normal conditions, the second magnetic component 312 is located inside the receiving tube 32. At this time, the second magnetic docking component 31 compresses the elastic thrust component 332 after being pulled by the winding component 331, giving the elastic thrust component 332 elastic potential energy. When the second magnetic docking component 31 needs to dock with the first magnetic component, the winding component 331 releases the wire so that the base 311 is not restricted by the pulling force of the winding component 331. The elastic potential energy of this elastic thrust component 332 is converted into kinetic energy, pushing the second magnetic docking component 31 out of the receiving tube 32. After the second magnetic docking component 31 docks with the first magnetic docking component 20, the winding component 331 retracts the wire so that the second magnetic docking component 31 is located inside the receiving tube 32 again, completing the connection between the first magnetic docking component 20 and the second magnetic docking component 31.

[0061] When the aircraft connection assembly 100 is in the second state, the base 311 has a first surface 3111 close to the opening, and multiple blades 313 are provided on the first surface 3111. Therefore, when the elastic thrust member 332 abuts against the second magnetic docking member 31, in reality, the elastic thrust member 332 abuts against the second surface 3112 of the base 311, and the winding member 331 is also connected to the base 311. By pulling the base 311, the second magnetic docking member 31 can enter and exit the storage tube 32.

[0062] In some embodiments, the second magnetic docking member 31 further includes a flexible film 34 formed between two adjacent blades 313. The film 34 can reduce the installation rod 21 from being pulled out of the gap between the blades 313 during the docking process, thereby improving the docking efficiency of the first magnetic docking member 20 and the second magnetic docking member 31 during docking.

[0063] Please see Figures 6 to 7 The present invention also provides an aircraft 200, including two or more aircraft and an aircraft connection assembly 100, wherein the two aircraft are connected by the aircraft connection assembly 100.

[0064] The two adjacent aircraft include a first aircraft 40 and a second aircraft 50. The aircraft connection assembly 100 includes a first connection unit 10 disposed on the wing of the first aircraft 40 and a second connection unit 30 disposed on the wing of the second aircraft 50.

[0065] Understandably, the aircraft connection assembly 100 is used to connect two or more aircraft. This embodiment takes two aircraft as an example. The two aircraft are a first aircraft 40 and a second aircraft 50. The second aircraft 50 has a first wing 41 and a second wing 51. A first connection unit 10 is provided on the first wing 41 and a second connection unit 30 is provided on the second wing 51. The first connection unit 10 and the second connection unit 30 are connected to realize the connection between the first aircraft 40 and the second aircraft 50. The specific connection method is the same as the connection method in the above embodiment.

[0066] In some embodiments, the first wing 41 has a first protrusion 411 and the second wing 51 has a second protrusion 511. The first protrusion 411 and the second protrusion 511 are arranged alternately and are adapted to each other.

[0067] Understandably, the first protrusion 411 on the first wing 41 and the second protrusion 511 on the second wing 51 are arranged alternately. The first protrusion 411 is positioned towards the direction in which the second protrusion 511 is positioned on the second wing, and the second protrusion 511 is positioned towards the direction in which the first protrusion 411 is positioned towards the direction in which the second protrusion 511 is positioned. That is, the first protrusion 411 and the second protrusion 511 are arranged opposite to each other. The shapes of the first protrusion 411 and the second protrusion 511 are determined according to the shapes of the first wing 41 and the second wing 51, respectively. When the first connecting unit 10 is connected to the second connecting unit 30, the first protrusion 411 and the second protrusion 511 form a plane. The staggered protrusions can restrict the relative movement of the first wing 41 and the second wing 51 in their forward direction. This not only makes the two aircraft more stable after connection, but also reduces the load-bearing capacity that the aircraft connecting assembly 100 needs to withstand after connection, thereby improving the service life of the aircraft connecting assembly 100.

[0068] In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0069] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An aircraft connection assembly, characterized by The application relates to a flight vehicle connecting assembly. The flight vehicle connecting assembly comprises a first connecting unit and a second connecting unit, the first connecting unit comprises a first magnetic counterpiece; the second connecting unit comprises a receiving tube, a second magnetic counterpiece and a main driving mechanism, the second magnetic counterpiece is a variable-diameter magnetic counterpiece; the receiving tube has an opening in communication with an internal space of the receiving tube, the main driving mechanism is connected with the second magnetic counterpiece, and the main driving mechanism is used for driving the first magnetic counterpiece to enter or exit the receiving tube through the opening; the flight vehicle connecting assembly has a first state and a second state; when the flight vehicle connecting assembly is in the first state, the second magnetic counterpiece is located outside the receiving tube, and the first magnetic counterpiece is magnetically connected with the second magnetic counterpiece; when the flight vehicle connecting assembly is in the second state, the second magnetic counterpiece is located inside the receiving tube, and the first magnetic counterpiece is magnetically connected with the second magnetic counterpiece; the first magnetic counterpiece comprises a mounting rod and a first magnetic piece arranged on the mounting rod; the second magnetic counterpiece comprises a base, a second magnetic piece and a plurality of blades, the base has opposite first and second surfaces, the magnetic piece and the plurality of blades are arranged on the first surface, the plurality of blades are hinged on the first surface along the circumference of the base, and the second magnetic piece is located in a region surrounded by the plurality of blades; when the flight vehicle connecting assembly is in the first state, the included angle between the blade surface of the plurality of blades and the first surface is obtuse, and the second surface is close to the opening; when the flight vehicle connecting assembly is in the second state, the included angle between the blade surface of the plurality of blades and the second surface is less than or equal to 90 degrees, and the first surface is close to the opening.

2. The aircraft connection assembly of claim 1, wherein, The first connecting unit further comprises an auxiliary driving mechanism, the auxiliary driving mechanism is a telescopic driving mechanism, and the auxiliary driving mechanism is connected with the mounting rod.

3. The aircraft connection assembly of claim 2, wherein, The mounting rod comprises a first mounting section, a second mounting section and a third mounting section connected in sequence, the first mounting section is connected with a driving end of the auxiliary driving mechanism, one end of the second mounting section is hinged with one end of the first mounting section away from the driving mechanism, the other end of the second mounting section is hinged with the third mounting section, the first magnetic counterpiece is rotatably arranged at one end of the third mounting section away from the second mounting section, and the third mounting section is connected with the first magnetic piece.

4. The aircraft connection assembly of claim 1, wherein, The main driving mechanism is flexibly connected with the second magnetic counterpiece.

5. The aircraft connection assembly of Claim 1, wherein, The main driving mechanism comprises a winding piece and an elastic thrust piece, the elastic thrust piece is arranged in the receiving tube, one end of the elastic thrust piece abuts against the side wall of the receiving tube, the other end of the elastic thrust piece abuts against the second magnetic counterpiece, and the winding piece is connected with the base.

6. The aircraft connection assembly of claim 5, wherein, The second magnetic counterpiece further comprises a flexible film formed between adjacent two blades.

7. An aircraft, characterized in that The application relates to two or more flight vehicles and the flight vehicle connecting assembly in any one of claims 1 to 6, and the two flight vehicles are connected through the flight vehicle connecting assembly. The two adjacent aircrafts include a first aircraft and a second aircraft, and the aircraft connecting assembly includes a first connecting unit arranged on a wing of the first aircraft and a second connecting unit arranged on a wing of the second aircraft.

8. The aircraft of claim 7, wherein, The wing of the first aircraft has a first protruding part, and the wing of the second aircraft has a second protruding part, the first protruding part and the second protruding part are staggered, and the first protruding part and the second protruding part are matched.

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