Arm assembly and aircraft

Abstract

The application provides a wing assembly and an aircraft. The wing assembly is applied to an aircraft with a fuselage. The wing assembly comprises a wing, a first supporting mechanism and a second supporting mechanism. The wing has opposite first and second ends, and first and second connecting portions between the first and second ends. The second connecting portion is close to the second end. The first end is hinged to the fuselage. The wing has a storage position and a deployed position relative to the fuselage. When the wing rotates from the deployed position to the storage position, the second end is driven to be close to the fuselage. When the wing is in the deployed position, the first supporting mechanism is hinged between the fuselage and the second connecting portion. The first supporting mechanism is used for providing a supporting force along a first direction for the wing. When the wing is in the deployed position, the second supporting mechanism is hinged between the fuselage and the first connecting portion. The second supporting mechanism is used for providing a supporting force along a second direction for the wing. The first direction and the second direction intersect, thereby improving the dynamic stiffness of the wing.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a wing assembly and an aircraft. BACKGROUND

[0002] With the continuous development of the aircraft industry, the structure and function of the aircraft are also being optimized. The aircraft generally refers to a flying car or other land and air dual-purpose aircraft. The aircraft generally has two working conditions, flight working condition and land working condition. In the land working condition, the wing is stored in the fuselage to protect the wing when the aircraft is driving on land. In the flight working condition, the wing is unfolded to drive the aircraft to realize the flight function.

[0003] In the current aircraft, the dynamic stiffness of the wing is poor, which is difficult to meet the needs of people for the aircraft. SUMMARY

[0004] The purpose of the present application is to provide a wing assembly or an aircraft to improve at least one of the above technical problems. The present application achieves the above purpose through the following technical solutions.

[0005] In a first aspect, the present application provides a wing assembly applied to an aircraft having a fuselage, the wing assembly comprising a wing, a first supporting mechanism and a second supporting mechanism, the wing having opposite first and second ends, and first and second connecting portions located between the first and second ends, the second connecting portion being close to the second end; the first end being hinged to the fuselage, the wing having a storage position and an unfolded position relative to the fuselage, the wing being driven to move from the unfolded position to the storage position, and the second end being close to the fuselage; when the wing is in the unfolded position, one end of the first supporting mechanism is hinged to the fuselage, and the other end is hinged to the second connecting portion, the first supporting mechanism being used to provide a supporting force along a first direction for the wing; when the wing is in the unfolded position, one end of the second supporting mechanism is hinged to the fuselage, and the other end is hinged to the first connecting portion, the second supporting mechanism being used to provide a supporting force along a second direction for the wing, the first direction and the second direction intersecting.

[0006] In some embodiments, the first supporting mechanism comprises a first supporting rod, a supporting rod driving mechanism and a limiting seat, the limiting seat being connected to the fuselage, the supporting rod driving mechanism being connected to the wing, when the wing is in the unfolded position, the supporting rod driving mechanism drives the first supporting rod to be hinged between the supporting rod driving mechanism and the limiting seat; when the wing is in the storage position, the supporting rod driving mechanism drives the first supporting rod to be separated from the limiting seat, and drives the first supporting rod to be stored in the wing.

[0007] In some embodiments, the support rod driving mechanism comprises a support rod driving member, a first connecting rod and a second connecting rod, the support rod driving member is hinged to the arm, the end of the first connecting rod, the end of the second connecting rod and the driving end of the support rod driving member are hinged to each other, the other end of the first connecting rod is hinged to the arm, and the other end of the second connecting rod is hinged to the first support rod.

[0008] In some embodiments, the first end of the first support rod is provided with a first hooking part, the limiting seat is provided with a second hooking part, the first hooking part and the second hooking part are hooked when the arm is in the unfolded position, and the first hooking part is disengaged from the second hooking part when the arm is in the storage position.

[0009] In some embodiments, the first end is hinged to the top of the fuselage, and the limiting seat is located below the first end.

[0010] In some embodiments, the second support mechanism comprises a second support rod, a sliding block and a sliding rail, the sliding rail is arranged on the fuselage, the sliding block is slidably connected to the sliding rail, and the second support rod is hinged between the sliding block and the first connecting part.

[0011] In some embodiments, the second support mechanism further comprises a locking seat, the locking seat is arranged on the fuselage and located in the movement path of the sliding block, the locking seat and the second support rod are locked when the arm is in the unfolded position, and the second support rod is disengaged from the locking seat when the arm rotates from the unfolded position to the storage position.

[0012] In some embodiments, the sliding rail is arranged on the top of the fuselage, the first end and the sliding rail are distributed along the length direction of the fuselage, and the sliding rail extends along the length direction of the fuselage.

[0013] In some embodiments, the arm assembly further comprises an arm driving mechanism, the arm driving mechanism is arranged on the fuselage, and the arm driving mechanism is used to drive the arm to rotate to the storage position or the unfolded position.

[0014] In some embodiments, the first end is provided with a first hinge part and a first locking part, the fuselage is provided with a second hinge part and a second locking part, the first hinge part is hinged to the second hinge part, the first locking part and the second locking part are locked when the arm is in the unfolded position, and the first locking part is disengaged from the second locking part when the arm rotates from the unfolded position to the storage position.

[0015] In the second aspect, the embodiments of the present application provide a flying vehicle, the flying vehicle comprises a fuselage and at least two arm assemblies according to any one of the above embodiments, and the arms of the two arm assemblies are respectively hinged to the two sides of the fuselage along the width direction.

[0016] The arm assembly and the aircraft provided by the embodiments of the present application have the following advantages. The arm has opposite first and second ends, the first end is hinged to the fuselage, the arm has a stowed position and a deployed position relative to the fuselage, and when the arm rotates from the deployed position to the stowed position, the second end is driven to be close to the fuselage. The arm further includes a first connecting portion and a second connecting portion between the first and second ends, the second connecting portion is close to the second end, when the arm is in the deployed position, one end of a first support mechanism is hinged to the fuselage and the other end is hinged to the second connecting portion, the first support mechanism is used to provide a support force in a first direction for the arm, when the arm is in the deployed position, one end of a second support mechanism is hinged to the fuselage and the other end is hinged to the first connecting portion, the second support mechanism is used to provide a support force in a second direction for the arm, so that when the arm is subjected to a vibration force, the arm can transmit the vibration force to the fuselage through the first end, the first support mechanism and the second support mechanism, the dynamic stiffness of the arm is improved, and the situation that the arm is vibrated and deformed when the aircraft is flying is improved. The first direction and the second direction intersect, so that the first support mechanism and the second support mechanism can provide support forces for the arm from different directions, which helps to further improve the dynamic stiffness of the arm. In addition, since the second connecting portion is close to the second end, the hinged position of the first support mechanism and the arm can be closer to the end of the arm away from the fuselage, so that the first support mechanism can better support the arm, which helps to further improve the dynamic stiffness of the arm, and thus the situation that the arm is vibrated and deformed when the aircraft is flying can be further improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0018] Figure 1 A structural schematic diagram of an arm of an aircraft in a deployed position is shown.

[0019] Figure 2 A structural schematic diagram of an arm of an aircraft in a stowed position is shown. Figure 1

[0020] A structural schematic diagram of a fuselage, an arm and a first support mechanism is shown. Figure 3 Figure 1 Another structural schematic diagram of a fuselage, an arm and a first support mechanism is shown.

[0021] Figure 4 Figure 3 Another structural schematic diagram of a fuselage, an arm and a first support mechanism is shown.

[0022] Figure 5 A structural schematic diagram of a fuselage, an arm and a first support mechanism is shown.​​Figure 1 FIG. 2 shows a structural schematic view of the fuselage, the arm and the second support mechanism of the aircraft according to the embodiment of the present application.

[0023] Figure 6 FIG. 3 shows another structural schematic view of the fuselage, the arm and the second support mechanism of the aircraft according to the embodiment of the present application. Figure 5

[0024] Figure 7 FIG. 4 shows a structural schematic view of the fuselage, the arm and the arm driving mechanism of the aircraft according to the embodiment of the present application. Figure 1

[0025] FIG. 5 shows a comparative schematic view of the deformation amount of the arm along the fore-aft direction of the aircraft according to the embodiment of the present application and the arm in the related art. Figure 8

[0026] FIG. 6 shows a comparative schematic view of the deformation amount of the arm along the width direction of the aircraft according to the embodiment of the present application and the arm in the related art. Figure 9

[0027] FIG. 7 shows a comparative schematic view of the deformation amount of the arm along the gravity direction of the arm according to the embodiment of the present application and the arm in the related art. Figure 10 DETAILED DESCRIPTION

[0028] The embodiments of the present application will be described in detail below with reference to the drawings, in which the same or similar components have the same or similar reference numbers throughout the drawings and a repeated description thereof will be omitted. The embodiments described below are merely examples for explaining the present application and should not be construed as limiting the present application.

[0029] In order for those skilled in the art to better understand the scheme of the present application, the technical scheme of the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0030] Referring to FIG. 1, Figures 1-2 The arm assembly 10 according to the embodiment of the present application is applied to an aircraft 1 having a fuselage 30. The aircraft 1 can be a flying car for land and air use or a flying car for sea, land and air use, etc. In other embodiments, the aircraft 1 can also be other types of flying devices. For the convenience of understanding, the aircraft 1 is described as a flying car below.

[0031] ​​The arm assembly 10 comprises an arm 100, a first supporting mechanism 300 and a second supporting mechanism 500, the first supporting mechanism 300 and the second supporting mechanism 500 can provide supporting force for the arm 100 to improve the dynamic stiffness of the arm 100, and help to improve the situation that the arm 100 vibrates and deforms when the aircraft 1 is flying.

[0032] The arm 100 has opposite first and second ends 110 and 130, the first end 110 is hinged to the fuselage 30, and the arm 100 has a stowed position and a deployed position relative to the fuselage 30, when the arm 100 rotates from the deployed position to the stowed position, the second end 130 is driven to be close to the fuselage 30, so that the arm 100 can rotate relative to the fuselage 30 through the first end 110, so that the arm 100 can rotate between the deployed position and the stowed position. The second end 130 can be used to connect a motor for driving the rotation of the propeller.

[0033] The arm 100 also has a first connecting portion 150 and a second connecting portion 170 between the first and second ends 110 and 130, the second connecting portion 170 is close to the second end 130, when the arm 100 is in the deployed position, one end of the first supporting mechanism 300 is hinged to the fuselage 30, and the other end is hinged to the second connecting portion 170, the first supporting mechanism 300 is used to provide supporting force for the arm 100 in the first direction, so that when the arm 100 is subjected to a vibration force, part of the vibration force can be transmitted to the fuselage 30 through the first end 110, and the other part of the vibration force can be transmitted to the first supporting mechanism 300, which helps to avoid the arm 100 becoming a cantilever beam structure, improves the dynamic stiffness of the arm 100, and improves the situation that the arm 100 vibrates and deforms when the aircraft 1 is flying. In addition, since the second connecting portion 170 is close to the second end 130, the hinged position of the first supporting mechanism 300 and the arm 100 can be closer to the end of the arm 100 away from the fuselage 30, so that the first supporting mechanism 300 can better support the arm 100, which helps to further improve the dynamic stiffness of the arm 100.

[0034] When the arm 100 is in the deployed position, one end of the second supporting mechanism 500 is hinged to the fuselage 30, and the other end is hinged to the first connecting portion 150, the second supporting mechanism 500 is used to provide supporting force for the arm 100 in the second direction, so that when the arm 100 is subjected to a vibration force, the arm 100 can transmit the vibration force to the fuselage 30 through the first end 110, the first supporting mechanism 300 and the second supporting mechanism 500, which further improves the dynamic stiffness of the arm 100 and further improves the situation that the arm 100 vibrates and deforms when the aircraft 1 is flying.

[0035] The first and second directions intersect, so that the first and second supporting mechanisms 300 and 500 can provide supporting force for the arm 100 in multiple directions, which helps to further improve the dynamic stiffness of the arm 100.

[0036] It can be understood that the longer the length of the arm, the worse the dynamic stiffness of the arm, and in order to solve the problem of poor dynamic stiffness of the arm, the size of the arm is generally increased to improve the dynamic stiffness of the arm, but the larger the size of the arm, the heavier the weight of the arm, the greater the load borne by the aircraft, and the greater the lift required by the aircraft when flying, so that the aircraft necessarily needs a larger propeller or a larger number of propellers to provide the power of the lift. Larger propellers will further increase the load of the aircraft, and larger propellers require more powerful drive motors and more noise. More propellers require more arms and more drive motors, which will increase the load of the aircraft, increase the noise of the aircraft, and increase the difficulty of the structural layout of the aircraft. The embodiments of the present application provide multi-directional support force for the arm 100 by setting the first support mechanism 300 and the second support mechanism 500, so that the length of the arm 100 can be extended under the premise of ensuring the dynamic stiffness of the arm 100, so that the aircraft 1 can realize a large propeller structure, and the large propeller structure can provide greater lift for the aircraft 1, so that the aircraft 1 can bear greater load, for example, the aircraft 1 can carry more passengers. And the vibration force received by the arm 100 can be transmitted to the fuselage 30 through the first support mechanism 300 and the second support mechanism 500, so that the arm 100 can be set as a lightweight structure, reducing the load of the aircraft 1, so that smaller drive motors can be selected to drive the propeller, reducing the noise.

[0037] Please refer to Figures 3-4 In some embodiments, the first support mechanism 300 can include a first support rod 310, a support rod driving mechanism 330, and a limiting seat 350, the limiting seat 350 is connected to the fuselage 30, the support rod driving mechanism 330 is connected to the arm 100, when the arm 100 is in the unfolded position, the support rod driving mechanism 330 drives the first support rod 310 to be hinged between the support rod driving mechanism 330 and the limiting seat 350, when the arm 100 is in the storage position, the support rod driving mechanism 330 drives the first support rod 310 to be separated from the limiting seat 350, and drives the first support rod 310 to be stored in the arm 100, so that the support rod driving mechanism 330 can drive the first support rod 310 to rotate relative to the arm 100, so that the first support rod 310 can be supported between the arm 100 and the fuselage 30 to provide support force for the arm 100. The support rod driving mechanism 330 can also drive the first support rod 310 to be separated from the limiting seat 350 and be stored for the arm 100, so that the first support rod 310 can avoid occupying the external space of the aircraft 1 when the aircraft 1 is driving on land, affecting the driving and parking of the aircraft 1.

[0038] In some embodiments, the first support rod 310 can be received in the robot arm 100, or the first support rod 310 can also be received below or beside the robot arm 100, for example, the first support rod 310 can be located below the robot arm 100 and abut or have a gap with the robot arm 100.

[0039] In some embodiments, the support rod driving mechanism 330 can include a support rod driving member 331, a first connecting rod 333 and a second connecting rod 335, the support rod driving member 331 is hinged to the robot arm 100, the end of the first connecting rod 333, the end of the second connecting rod 335 and the driving end of the support rod driving member 331 are hinged to each other, the other end of the first connecting rod 333 is hinged to the robot arm 100, and the other end of the second connecting rod 335 is hinged to the first support rod 310, so that the first connecting rod 333 and the second connecting rod 335 can act as a force structure, which helps to avoid the support rod driving member 331 from being stressed, so that a support rod driving member 331 with high strength does not need to be selected, the production cost is reduced, and the service life of the support rod driving member 331 is also prolonged. The first connecting rod 333 and the second connecting rod 335 can also limit the first support rod 310, so that the first support rod 310 can be more stably supported between the robot arm 100 and the fuselage 30.

[0040] Specifically, when the robot arm 100 rotates from the receiving position to the unfolded position, the support rod driving mechanism 330 drives the first connecting rod 333 and the second connecting rod 335 to rotate, the first connecting rod 333 rotates relative to the robot arm 100, and the second connecting rod 335 rotates relative to the first support rod 310, so that the first support rod 310 can rotate relative to the robot arm 100, so that the first support rod 310 can be hinged to the limiting seat 350, and the first support rod 310 can be supported between the robot arm 100 and the fuselage 30. When the robot arm 100 is in the unfolded position, the first connecting rod 333 and the second connecting rod 335 can be in the same straight line, at this time, the first connecting rod 333 and the second connecting rod 335 are both two-force bar structures, and the first connecting rod 333 and the second connecting rod 335 form dead point positions, so that the first connecting rod 333 and the second connecting rod 335 can provide resistance to the first support rod 310, so as to avoid the first support rod 310 from rotating and separating from the limiting seat 350 under vibration, causing the first support rod 310 to fail when the robot arm 100 is in the unfolded position.

[0041] In some embodiments, the support rod driving member 331 can be a telescopic driving member, one end of the telescopic driving member is hinged to the robot arm 100, the telescopic end of the telescopic driving member, one end of the first connecting rod 333 and one end of the second connecting rod 335 are hinged to each other, and when the telescopic end of the telescopic driving member telescopes, it drives the first connecting rod 333 to rotate relative to the robot arm 100, and drives the second connecting rod 335 to rotate relative to the first support rod 310.

[0042] In some embodiments, the support rod driving mechanism 330 can include two link mechanisms, each of which includes a first link 333 and a second link 335, and a middle link. The two ends of the middle link are hingedly connected to the two link mechanisms, i.e., the two ends of the middle link are hingedly connected to the first links 333 and the second links 335 of the two link mechanisms, respectively. The telescopic end of the support rod driving member 331 can be hingedly connected to the middle link, so that the telescopic driving member can simultaneously drive the two link mechanisms to move through the middle link, thereby increasing the resistance applied to the first support rod 310 when the link mechanism is at the dead point position, and improving the reliability of the first support mechanism 300.

[0043] In some embodiments, the support rod driving mechanism 330 can further include a first detection member and a second detection member. The first detection member can be connected to the main body of the support rod driving member 331, and the second detection member can be connected to the telescopic end of the support rod driving member 331. The first detection member and the second detection member can detect the extension length of the telescopic end, which can correspond to the rotation angle of the first support rod 310. Therefore, the first detection member and the second detection member can be used to detect the position of the first support rod 310 relative to the robot arm 100, so that the support rod driving mechanism 330 can more accurately drive the first support rod 310 to rotate, thereby ensuring the reliability of the first support mechanism 300.

[0044] As an example, the first detection member and the second detection member have an initial distance therebetween, and at this time, the first support rod 310 is accommodated in the robot arm 100, and the robot arm 100 is in the stowed position. For example, the initial distance is 10 cm, the included angle between the first support rod 310 and the robot arm 100 is 0, or the first support rod 310 is accommodated in the robot arm 100. When the robot arm 100 rotates from the stowed position to the deployed position, the telescopic end of the support rod driving member 331 extends, and the distance between the first detection member and the second detection member changes. Each distance corresponds to a different rotation angle of the first support rod 310. For example, when the distance detected by the first detection member and the second detection member is 20 cm, the first support rod 310 rotates by 10 degrees, i.e., the included angle between the first support rod 310 and the robot arm 100 is 10 degrees. When the distance detected by the first detection member and the second detection member is 60 cm, the included angle between the first support rod 310 and the robot arm 100 is 60 degrees, and at this time, the end of the first support rod 310 away from the robot arm 100 is hingedly connected to the limiting seat 350, and the first support rod 310 supports between the robot arm 100 and the robot body 30. It can be understood that when the robot arm 100 rotates from the deployed position to the stowed position, the first detection member and the second detection member can also detect whether the first support rod 310 is accommodated in the robot arm 100, which will not be described herein again.

[0045] It should be noted that the numerical values in the above examples are only examples for understanding.

[0046] In some embodiments, the first detecting member and the second detecting member can be microswitches, sensors, detecting switches, or the like.

[0047] In some embodiments, an end of the first support rod 310 away from the arm 100 can be provided with a first hooking part 311, and the limiting seat 350 can be provided with a second hooking part 351. When the arm 100 is in the unfolded position, the first hooking part 311 and the second hooking part 351 are hooked. When the arm 100 is in the storage position, the first hooking part 311 is disengaged from the second hooking part 351, thereby simplifying the hinging mode between the first support rod 310 and the limiting seat 350.

[0048] For example, an end of the first support rod 310 can be provided with a hooking groove, and the limiting seat 350 can be provided with a connecting shaft matched with the hooking groove. The support rod driving member 331 can drive the first support rod 310 to rotate relative to the arm 100, so that the hooking groove can hook the connecting shaft, thereby enabling the first support rod 310 to be supported between the arm 100 and the fuselage 30.

[0049] In some embodiments, the first end 110 can be hinged to the top of the fuselage 30, so that when the arm assembly 10 is in the storage position, the arm assembly 10 can be stored in the top of the fuselage 30, which helps to reduce the space occupied by the arm assembly 10 on both sides of the aircraft 1, thereby avoiding the influence of the arm assembly 10 on the driving and parking of the aircraft 1 on land. In addition, since the arm assembly 10 can be stored in the top of the fuselage 30, the fuselage 30 can be designed to be wider or longer, thereby increasing the internal space of the fuselage 30.

[0050] In some embodiments, the limiting seat 350 can be located below the first end 110, so that the first support rod 310 can be located below the arm 100, so that the first support rod 310 can better support the arm 100.

[0051] Please refer to Figures 5-6In some embodiments, the second supporting mechanism 500 can include a second supporting rod 510, a sliding block 530, and a sliding rail 550, the sliding rail 550 is arranged on the fuselage 30, the sliding block 530 is slidably connected to the sliding rail 550, and the second supporting rod 510 is hingedly connected between the sliding block 530 and the first connecting part 150, so that when the arm 100 rotates from the rotating position to the storage position, the arm 100 drives the second supporting rod 510 to slide on the sliding rail 550 through the sliding block 530, and when the arm 100 is in the storage position, the second supporting rod 510 can be stored between the sliding rail 550 and the arm 100. When the arm 100 rotates from the storage position to the unfolded position, the arm 100 drives the second supporting rod 510 to slide on the sliding rail 550 through the sliding block 530, and when the arm 100 is in the unfolded position, the second supporting rod 510 is unfolded and supported between the arm 100 and the fuselage 30 to provide a supporting force for the arm 100. Moreover, the end of the second supporting rod 510 can move with the sliding block 530 on the sliding rail 550, so that the second supporting rod 510 can have a certain movement track when being stored and unfolded, thereby facilitating control.

[0052] In some embodiments, the second supporting mechanism 500 can further include a locking seat 570, the locking seat 570 is arranged on the fuselage 30 and located in the moving path of the sliding block 530, and the locking seat 570 and the second supporting rod 510 are locked when the arm 100 is in the unfolded position. When the arm 100 rotates from the unfolded position to the storage position, the second supporting rod 510 is separated from the locking seat 570, so that the locking seat 570 can limit the second supporting rod 510, so that when the arm 100 is in the unfolded position, the second supporting rod 510 can be stably supported between the arm 100 and the fuselage 30, which helps to avoid the sliding block 530 sliding on the sliding rail 550 when the aircraft 1 flies, and improves the reliability of the second supporting mechanism 500.

[0053] As an example, the locking seat 570 can be provided with a first locking driving mechanism, which can include a first locking driving member and a first locking pin. The first locking driving member can control the first locking pin to extend and retract. An end of the second support rod 510 can be provided with a first locking hole. When the arm 100 rotates from the stowed position to the deployed position, the arm 100 drives the second support rod 510 to rotate between the arm 100 and the fuselage 30, and drives the second support rod 510 to slide on the slide rail 550 through the sliding block 530. When the second support rod 510 slides to the locking seat 570, the first locking driving member drives the first locking pin to extend, and the first locking pin is inserted into the first locking hole. The locking seat 570 and the second support rod 510 are locked. When the arm 100 rotates from the deployed position to the stowed position, the first locking driving member drives the first locking pin to retract, so that the second support rod 510 and the locking seat 570 are unlocked. The second support rod 510 slides on the slide rail 550 through the sliding block 530, and the second support rod 510 rotates between the arm 100 and the fuselage 30. When the arm 100 is actively moved to the stowed position, the second support rod 510 is stowed between the arm 100 and the slide rail 550.

[0054] In some embodiments, the arm assembly 10 can further include a third detection member electrically connected to the first locking driving member. The third detection member is arranged on the locking seat 570 and located in the moving path of the sliding block 530. When the arm 100 is in the deployed position, the second support rod 510 or the sliding block 530 contacts the third detection member. The third detection member sends a signal. After receiving the signal, the first locking driving member controls the first locking pin to extend, and the first locking pin is inserted into the first locking hole. The second support rod 510 and the locking seat 570 are locked. When the arm 100 rotates from the deployed position to the stowed position, after receiving the signal, the first locking driving member controls the first locking pin to retract, and the first locking pin is separated from the first locking hole. The second support rod 510 and the locking seat 570 are unlocked.

[0055] In some embodiments, the second support mechanism 500 can include two locking seats 570 located on both sides of the slide rail 550 along the length direction, corresponding to the stowed position and the deployed position of the arm 100 respectively. Thus, when the arm 100 is in the stowed position or the deployed position, the second support rod 510 can be locked by the locking seat 570, which helps to avoid the second support rod 510 from shaking and improves the reliability of the second support mechanism 500.

[0056] In some embodiments, the slide rail 550 can be arranged on the top of the fuselage 30. The first end 110 and the slide rail 550 are distributed along the length direction of the fuselage 30. The slide rail 550 extends along the length direction of the fuselage 30, so that the arm 100 and the second support rod 510 can be stowed on the top of the fuselage 30. Thus, the arm assembly 10 can not affect the driving and parking of the aircraft 1 on land.

[0057] The slide rail 550 extends along the length direction of the fuselage 30, which means that the length of the slide rail 550 is parallel to the length direction of the fuselage 30, or the length of the slide rail 550 forms an angle less than 90 degrees with the length direction of the fuselage 30. The length direction of the fuselage 30 can be the direction from the front end to the rear end of the flying car. Correspondingly, the first end 110 and the slide rail 550 are distributed along the length direction of the fuselage 30, which means that the distribution direction of the first end 110 and the slide rail 550 is parallel to the length direction of the fuselage 30, or the distribution direction of the first end 110 and the slide rail 550 forms an angle less than 90 degrees with the length direction of the fuselage 30.

[0058] Please refer to Figure 7 In some embodiments, the arm assembly 10 can further include an arm driving mechanism 700 arranged on the fuselage 30, and the arm driving mechanism 700 is configured to drive the arm 100 to rotate to the stowed position or the unfolded position, so that the aircraft 1 can drive the arm 100 to rotate relative to the fuselage 30 through the arm driving mechanism 700, avoiding manual control and improving convenience. The arm driving mechanism 700 can be an electric driving mechanism.

[0059] In some embodiments, the arm driving mechanism 700 can include an arm driving member 710, a third connecting rod 730, and a fourth connecting rod 750. The arm driving member 710 can be connected to the top of the fuselage 30. One end of the third connecting rod 730, one end of the fourth connecting rod 750, and a driving end of the arm driving member 710 can be hingedly connected to each other. The other end of the third connecting rod 730, the fuselage 30, and the first end 110 of the arm 100 are hingedly connected to each other. The other end of the fourth connecting rod 750 is hingedly connected to the arm 100. Thus, the arm driving member 710 can drive the third connecting rod 730 and the fourth connecting rod 750 to rotate. The third connecting rod 730 can simultaneously rotate relative to the arm 100 and the fuselage 30. The fourth connecting rod 750 can rotate between the arm 100 and the third connecting rod 730. When the third connecting rod 730 and the fourth connecting rod 750 rotate, the fourth connecting rod 750 is driven to push the arm 100 to rotate relative to the fuselage 30, so that the arm driving mechanism 700 can drive the arm 100 to rotate between the stowed position and the unfolded position.

[0060] In addition, the arm driving mechanism 700 can be installed between the first end 110 of the arm 100 and the fuselage 30, which helps to avoid arranging the arm driving mechanism 700 between the side of the arm 100 and the fuselage 30, improves the appearance of the aircraft 1, and is more convenient for structural layout. For example, the top of the fuselage 30 can be provided with a cross beam which is hollow inside and has two ends connected. The arm driving mechanism 700 can be arranged in the cross beam, and the arm 100 can be hingedly connected to the end of the cross beam.

[0061] In some embodiments, the arm driving member 710 can be a telescopic driving member. The arm assembly 10 can further comprise a fourth detecting member and a fifth detecting member. The fourth detecting member can be connected to the main body of the telescopic driving member, and the fifth detecting member can be connected to the telescopic end of the telescopic driving member. The fourth detecting member and the fifth detecting member can detect the extension length of the telescopic end, and the extension length of the telescopic end can correspond to the rotation angle of the arm 100. Thus, the fourth detecting member and the fifth detecting member can be used to detect the position of the arm 100 relative to the fuselage 30, so that the arm driving mechanism 700 can drive the arm 100 to rotate more accurately, thereby ensuring the reliability of the rotation of the arm 100. The detection method of the fourth detecting member and the fifth detecting member can refer to the detection method of the first detecting member and the second detecting member, which will not be described here.

[0062] In other embodiments, the arm driving member 710 can also be a gear and rack mechanism. For example, the gear can be rotatably connected to the fuselage 30, the rack can be engaged with the gear, and one end of the rack can be hinged to the third connecting rod 730 and the fourth connecting rod 750. Thus, when the gear rotates, it can drive the rack to move linearly, thereby driving the third connecting rod 730 and the fourth connecting rod 750 to rotate, and further driving the arm 100 to rotate.

[0063] In addition, the arm driving member 710 can also adopt other driving structures, such as a hydraulic push rod, a rotary driving member, etc., which are not limited in the present application.

[0064] Please refer to Figures 1-2 In some embodiments, the first end 110 can be provided with a first hinge part 111 and a first locking part 113, and the fuselage 30 can be provided with a second hinge part 31 and a second locking part 33. The first hinge part 111 can be hinged to the second hinge part 31. When the arm 100 is in the unfolded position, the first locking part 113 and the second locking part 33 are locked. When the arm 100 rotates from the unfolded position to the storage position, the first locking part 113 is separated from the second locking part 33. Thus, when the arm 100 is in the storage position, the arm 100 can rotate around the hinge position of the first hinge part 111 and the second hinge part 31, so that the arm 100 can rotate relative to the fuselage 30 to the unfolded position. When the arm 100 is in the unfolded position, the first locking part 113 and the second locking part 33 are locked, thereby limiting the rotation of the arm 100 relative to the fuselage 30, so that the arm 100 can stably be in the unfolded position, which is helpful for the aircraft 1 to fly stably.

[0065] The first hinge part 111 and the second hinge part 31 can be a hole shaft hinge or other hinge structure. The first locking part and the second locking part 33 can be locked by various locking methods.

[0066] As an example, the first locking part 113 can be provided with a second locking hole, the second locking part 33 can be provided with a second locking driving mechanism, the second locking driving mechanism can include a second locking driving piece and a second locking pin, the second locking driving piece can control the second locking pin to extend and retract. When the arm 100 rotates from the storage position to the unfolded position, the second locking driving piece drives the second locking pin to extend and insert into the second locking hole, and the first locking part 113 and the second locking part 33 are locked. When the arm 100 rotates from the unfolded position to the storage position, the second locking driving piece drives the second locking pin to retract, the first locking part 113 and the second locking part 33 are unlocked, and the arm 100 can rotate from the unfolded position to the storage position.

[0067] In some embodiments, the arm assembly 10 can further include a sixth detection piece, the sixth detection piece and the second locking driving piece are electrically connected, the sixth detection piece is arranged on the second locking part 33 and located in the rotation path of the first locking part 113. When the arm 100 is in the unfolded position, the first locking part 113 and the sixth detection piece are in contact, the sixth detection piece sends a signal, and the second locking driving piece controls the second locking pin to extend after receiving the signal. The second locking pin is inserted into the second locking hole, and the first locking part 113 and the second locking part 33 are locked. When the arm 100 rotates from the unfolded position to the storage position, the second locking driving piece controls the second locking pin to retract after receiving the signal, the second locking pin is separated from the second locking hole, and the first locking part 113 and the second locking part 33 are unlocked.

[0068] Please refer to Figures 8-10 , the upper half of the figure represents the arm assembly 10 provided with the first support mechanism 300 and the second support mechanism 500 in the embodiments of the present application, and the lower half of the figure represents the arm assembly in the related art without the first support mechanism and the second support mechanism. The value of Value in the figure represents the deformation amount of the arm 100. As can be seen from the figure, in the arm assembly 10 provided by the embodiments of the present application, the deformation amount of the arm 100 along the direction from the nose to the tail, the deformation amount of the arm 100 along the width direction of the aircraft 1, and the deformation amount of the arm 100 along the weight direction are all less than the deformation amount of the arm in the related art. Therefore, the arm assembly 10 provided by the embodiments of the present application can improve the dynamic stiffness of the arm 100 and improve the deformation of the arm 100 by providing the first support mechanism 300 and the second support mechanism 500.

[0069] The embodiments of the present application also provide an aircraft 1, which includes a fuselage 30 and at least two arm assemblies 10 in any of the above embodiments, and the arms 100 of the two arm assemblies 10 are respectively hinged to the two sides of the fuselage 30 along the width direction.

[0070] In some embodiments, the aircraft 1 can include two arm assemblies 10, three arm assemblies 10, four arm assemblies 10, five arm assemblies 10, etc.

[0071] In some embodiments, the arm assemblies 10 can be arranged in pairs on the aircraft 1.

[0072] In some embodiments, the pairs of arm assemblies 10 can be symmetrically arranged on both sides of the fuselage 30 along the width direction.

[0073] Here, the width direction of the fuselage 30 is generally the distribution direction of the left and right doors in the flying car.

[0074] In some embodiments, the plurality of arm assemblies 10 can be sequentially stored and deployed. For example, taking the case where the aircraft 1 includes four arm assemblies 10, the two arm assemblies 10 closer to the front direction of the vehicle can be rotated first from the storage position to the deployment position, and the other two arm assemblies 10 closer to the rear direction of the vehicle can be rotated first from the deployment position to the storage position, so as to avoid the interference between the arm assemblies 10 and the arm assemblies 10. Specifically, when the four arm assemblies 10 are all in the storage position, the two arm assemblies 10 closer to the rear of the vehicle can be arranged between the two arm assemblies 10 closer to the front of the vehicle.

[0075] It can be understood that the sequence of deployment and storage between the plurality of arm assemblies 10 can be designed according to actual needs.

[0076] The arm assembly 10 and the aircraft 1 provided by the embodiments of the present application have the arm 100 with the first end 110 and the second end 130 opposite to each other, the first end 110 is hinged to the fuselage 30, the arm 100 has the stowed position and the unfolded position relative to the fuselage 30, when the arm 100 rotates from the unfolded position to the stowed position, the second end 130 is driven to be close to the fuselage 30. The arm 100 further comprises the first connecting portion 150 and the second connecting portion 170 between the first end 110 and the second end 130, the second connecting portion 170 is close to the second end 130, when the arm 100 is in the unfolded position, one end of the first supporting mechanism 300 is hinged to the fuselage 30, and the other end is hinged to the second connecting portion 170, the first supporting mechanism 300 is used to provide the supporting force along the first direction for the arm 100, when the arm 100 is in the unfolded position, one end of the second supporting mechanism 500 is hinged to the fuselage 30, and the other end is hinged to the first connecting portion 150, the second supporting mechanism 500 is used to provide the supporting force along the second direction for the arm 100, so that when the arm 100 is subjected to the vibration force, the arm 100 can transmit the vibration force to the fuselage 30 through the first end 110, the first supporting mechanism 300 and the second supporting mechanism 500, the dynamic stiffness of the arm 100 is improved, and the situation that the arm 100 is vibrated and deformed when the aircraft 1 is in flight is improved. The first direction and the second direction intersect, so that the first supporting mechanism 300 and the second supporting mechanism 500 can provide the supporting force for the arm 100 in multiple directions, which helps to further improve the dynamic stiffness of the arm 100. In addition, since the second connecting portion 170 is close to the second end 130, the hinged position of the first supporting mechanism 300 and the arm 100 can be closer to the end of the arm 100 away from the fuselage 30, so that the first supporting mechanism 300 can better support the arm 100, which helps to further improve the dynamic stiffness of the arm 100, so that the situation that the arm 100 is vibrated and deformed when the aircraft 1 is in flight can be further improved.

[0077] In the present application, unless otherwise explicitly specified or limited, the terms "mounting", "connecting" and the like should be understood in a broad sense. For example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection; it can be direct connection, or indirect connection through intermediate medium, or communication inside two elements, or only surface contact, or surface contact connection through intermediate medium. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0078] In addition, the terms "first", "second", and the like are used only to distinguish descriptions, and cannot be understood as specifically or particularly indicating or specifying a certain structure. The description of the terms "some embodiments", "other embodiments", and the like means that the specific features, structures, materials or characteristics described in connection with the embodiments or examples are contained in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in the present application and the features of the different embodiments or examples without contradiction.

[0079] The above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A robot arm assembly, characterized by, Applied to an aircraft with a fuselage, the aircraft arm assembly comprises: an arm having opposite first and second ends, and first and second connecting portions between the first and second ends, the second connecting portion being close to the second end; the first end being hinged to the fuselage, the arm having a stowed position and an unfolded position relative to the fuselage, the arm being rotated from the unfolded position to the stowed position, and the second end being brought close to the fuselage; a first supporting mechanism, one end of the first supporting mechanism being hinged to the fuselage and the other end being hinged to the second connecting portion when the arm is in the unfolded position, the first supporting mechanism being used to provide a supporting force in a first direction for the arm; and a second supporting mechanism, one end of the second supporting mechanism being hinged to the fuselage and the other end being hinged to the first connecting portion when the arm is in the unfolded position, the second supporting mechanism being used to provide a supporting force in a second direction for the arm, the first direction and the second direction being intersected; the first supporting mechanism comprising a first supporting rod, a supporting rod driving mechanism and a limiting seat, the limiting seat being connected to the fuselage, the supporting rod driving mechanism being connected to the arm, the supporting rod driving mechanism driving the first supporting rod to be hinged between the supporting rod driving mechanism and the limiting seat when the arm is in the unfolded position, the supporting rod driving mechanism driving the first supporting rod to be separated from the limiting seat and the first supporting rod being stowed in the arm when the arm is in the stowed position; the supporting rod driving mechanism comprising a supporting rod driving member, a first connecting rod, a second connecting rod, a first detecting member and a second detecting member, the supporting rod driving member being a telescopic driving member, one end of the supporting rod driving member being hinged to the arm, the end of the first connecting rod, the end of the second connecting rod and the driving end of the supporting rod driving member being hinged to each other, the other end of the first connecting rod being hinged to the arm, the other end of the second connecting rod being hinged to the first supporting rod, the first detecting member being connected to the main body of the supporting rod driving member, the second detecting member being connected to the telescopic end of the supporting rod driving member, the first detecting member and the second detecting member being used to detect the length of the telescopic end of the supporting rod driving member, to further obtain the rotation angle of the first supporting rod and the position of the first supporting rod relative to the arm.

2. The arm assembly of claim 1, wherein, one end of the first supporting rod away from the arm being provided with a first hooking portion, the limiting seat being provided with a second hooking portion, the first hooking portion and the second hooking portion being hooked when the arm is in the unfolded position, the first hooking portion being separated from the second hooking portion when the arm is in the stowed position.

3. The arm assembly of claim 1, wherein, the first end being hinged to the top of the fuselage, the limiting seat being below the first end.

4. The arm assembly of claim 1, wherein, the second supporting mechanism comprising a second supporting rod, a sliding block and a sliding rail, the sliding rail being provided on the fuselage, the sliding block being slidably connected to the sliding rail, the second supporting rod being hinged between the sliding block and the first connecting portion.

5. The arm assembly of claim 4, wherein, The second supporting mechanism further comprises a locking seat arranged on the fuselage and located in the moving path of the sliding block, the locking seat and the second supporting rod are locked when the arm is in the unfolded position, and the second supporting rod is separated from the locking seat when the arm rotates from the unfolded position to the storage position.

6. The arm assembly of claim 4, wherein, The sliding rail is arranged on the top of the fuselage, the first end and the sliding rail are distributed along the length direction of the fuselage, and the sliding rail extends along the length direction of the fuselage.

7. The robotic arm assembly of claim 1, wherein, The arm assembly further comprises an arm driving mechanism arranged on the fuselage, the arm driving mechanism is used to drive the arm to rotate to the storage position or the unfolded position.

8. The robotic arm assembly of claim 1, wherein, The first end is provided with a first hinge part and a first locking part, the fuselage is provided with a second hinge part and a second locking part, the first hinge part is hinged to the second hinge part, the first locking part and the second locking part are locked when the arm is in the unfolded position, and the first locking part is separated from the second locking part when the arm rotates from the unfolded position to the storage position.

9. An aircraft, characterized in that The application further provides a fuselage assembly comprising: a fuselage; and at least two arm assemblies according to any one of claims 1-8, the arms of the two arm assemblies are respectively hinged to the two sides of the fuselage along the width direction.

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