Separating and combining device, road car and two-split flying car

Abstract

The invention provides a separation and combination device, a road car and a two-split hovercar. The separating and combining device is used for the two-split hovercar comprising a road vehicle and an aircraft, the separating and combining device comprises a telescopic traction mechanism and a plurality of linear motion mechanisms, the telescopic traction mechanism is arranged on a vehicle body of the road vehicle, and the linear motion mechanisms are arranged on the vehicle body of the road vehicle. The multiple linear motion mechanisms are distributed on the two opposite sides of the telescopic traction mechanism in the horizontal direction, the output end of each linear motion mechanism is connected to the telescopic traction mechanism, and the motion direction of the output ends of the multiple linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism. And the plurality of linear motion mechanisms are distributed along the horizontal direction, so that the height of the separating and combining device can be reduced, and the situation that the plurality of linear motion mechanisms are stacked along the vertical direction to increase the height of the separating and combining device is avoided.

Description

Technical Field

[0001] The present application relates to the technical field of flying cars, and in particular to a separation and combination device, a road-going car and a two-part flying car. Background Art

[0002] Flying cars have always been a key research direction. With the development of pure electric vertical take-off and landing aircraft, flying cars have ushered in a new research boom. In addition to integrated flying cars, some studies have proposed the research direction of split flying cars, which is to split the functions of flying cars into a land part and a flying part, including a variety of different configurations such as two-part and three-part.

[0003] The two-part flying car in the related art includes a road-going vehicle and an aircraft. The road-going vehicle can drive the aircraft to move through a separation and combination device, and can combine the road-going vehicle and the aircraft into one or separate them.

[0004] However, since the overall height of the road vehicle carrying the aircraft must comply with the height limit standards stipulated by the road, it is necessary to consider the low-height design of the separation and combination device. Summary of the invention

[0005] The embodiments of the present application provide a separation and combination device, a road-going car or a two-part flying car to improve at least one of the above-mentioned problems.

[0006] The embodiments of the present application achieve the above-mentioned objectives through the following technical solutions.

[0007] An embodiment of the present application provides a separation and combination device, which is used for a two-part flying car including a road-going vehicle and an aircraft. The separation and combination device includes a telescopic traction mechanism and a plurality of linear motion mechanisms. The telescopic traction mechanism is arranged on the body of the road-going vehicle, and the plurality of linear motion mechanisms are arranged on the body of the road-going vehicle. The plurality of linear motion mechanisms are distributed on opposite sides of the telescopic traction mechanism in a horizontal direction, and the output end of each linear motion mechanism is connected to the telescopic traction mechanism. The movement direction of the output ends of the plurality of linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism.

[0008] In some embodiments, the linear motion mechanism includes a load-bearing housing, a lead screw, a lead screw nut, a nut support and a support slider. The load-bearing housing is disposed on the body of a road vehicle. A slide is provided in the load-bearing housing. The lead screw is rotatably mounted on the load-bearing housing. The lead screw nut is mounted on the lead screw. The nut support is located in the slide groove. The nut support is spaced apart from the inner wall of the slide. The nut support is connected to the lead screw nut. The output end of the linear motion mechanism is disposed on the nut support and is located on one side of the load-bearing housing along the horizontal direction. The support slider is disposed between the nut support and the inner wall of the slide.

[0009] In some embodiments, the telescopic traction mechanism includes a carrying box, a sliding bracket, a traction member, a bracket driving assembly and a bracket limiting member. The sliding bracket can be slidably assembled on the carrying box, the traction member is assembled on the sliding bracket, the bracket driving assembly is assembled on the carrying box and is suitable for driving the sliding bracket to move relative to the carrying box, the bracket limiting member is located in the moving path of the sliding bracket, and the bracket limiting member is fixed relative to the carrying box.

[0010] In some embodiments, the telescopic traction mechanism includes a carrying box, a sliding bracket and a traction member, the sliding bracket can be slidably mounted on the carrying box, the traction member is annular, the traction member can be rotatably mounted on the sliding bracket, and the traction member can selectively rotate to a limited position or an unlocked position relative to the sliding bracket. In the case where the traction member rotates to the limited position relative to the sliding bracket, the traction member extends out of the sliding bracket, and the inner annular surface of the traction member located outside the sliding bracket and the sliding bracket together enclose a limited space. In the case where the traction member rotates to the unlocked position relative to the sliding bracket, the traction member retracts into the sliding bracket.

[0011] In some embodiments, the telescopic traction mechanism includes a carrying box, a sliding bracket, a traction member and a bracket supporting rod. The sliding bracket can be slidably assembled on the carrying box, the traction member is assembled on the sliding bracket, the bracket supporting rod is located between the bottom of the sliding bracket and the carrying box, and there is a gap between the bracket supporting rod and the bottom of the sliding bracket.

[0012] In some embodiments, the separation and combination device further includes a plurality of guide bases, and the plurality of guide bases are all disposed on the body of the road vehicle, and the plurality of guide bases are horizontally distributed on opposite sides of the telescopic traction mechanism.

[0013] In some embodiments, the separation and combination device also includes a supporting mechanism, which is arranged on the body of the road vehicle, and the supporting top of the supporting mechanism is higher than or equal to at least one of the top of the telescopic traction mechanism and the top of the linear motion mechanism.

[0014] An embodiment of the present application provides a road-going vehicle, which includes a vehicle body and a separation and combination device of any of the above-mentioned embodiments. The vehicle body is provided with an aircraft storage compartment, which is located on the side of the road-going vehicle's cabin facing the rear of the road-going vehicle. The separation and combination device is assembled on the vehicle body and is located in the aircraft storage compartment.

[0015] An embodiment of the present application provides a two-part flying car, which includes an aircraft and a road-going vehicle of any of the above embodiments, and the aircraft storage compartment is suitable for accommodating the aircraft.

[0016] In some embodiments, the aircraft includes a fuselage and a towing and docking mechanism, the towing and docking mechanism includes a fuselage assembly seat, a pull ring, a first limit member and a second limit member, the fuselage assembly seat is assembled on the fuselage and is located at the bottom of the aircraft, the pull ring is rotatably assembled on the fuselage assembly seat, and the first limit member and the second limit member are respectively located on opposite sides of the pull ring relative to the fuselage assembly seat.

[0017] In some embodiments, the aircraft includes a fuselage and a guide wheel, the guide wheel includes a first pillar, a first roller and a first bushing, the first pillar is mounted on the fuselage and located at the bottom of the aircraft, the first roller is rotatably mounted on the first pillar, the rotation axis of the first roller is perpendicular to the horizontal direction, and the first bushing is rotatably mounted on the first pillar.

[0018] In the separation and combination device, the road-going vehicle and the two-part flying vehicle provided by the embodiment of the present application, the telescopic traction mechanism and the multiple linear motion mechanisms of the separation and combination device are all arranged on the body of the road-going vehicle, and the output end of each linear motion mechanism is connected to the telescopic traction mechanism, and the movement direction of the output end of the multiple linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism. In this way, the separation and combination device can not only drive the telescopic traction mechanism to move through the linear motion mechanism, and then realize the pulling and pushing of the aircraft, but also can pull and push the aircraft through the telescopic traction mechanism, so as to realize the secondary pulling and secondary pushing of the aircraft. The multiple linear motion mechanisms are distributed on the opposite sides of the telescopic traction mechanism in the horizontal direction, and the multiple linear motion mechanisms help to increase the driving force of the telescopic traction mechanism, so that the separation and combination device is easier to pull and push the aircraft, and the multiple linear motion mechanisms are distributed in the horizontal direction, which also helps to reduce the height of the separation and combination device, avoiding the increase of the height of the separation and combination device due to the stacking distribution of multiple linear motion mechanisms in the vertical direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 A schematic structural diagram of the combination of a road-going vehicle and an aircraft in a flying car provided in an embodiment of the present application is shown. Figure 2 Shows Figure 1 Schematic diagram of the structure of the separation of the road vehicle and the aircraft in the flying car. Figure 3 Shows Figure 1 Schematic diagram of the structure of the flying car aircraft. Figure 4 Shows Figure 3An enlarged schematic diagram of point IV of the aircraft. Figure 5 Shows Figure 3 Schematic diagram of the exploded structure of the towing and docking mechanism of the aircraft. Figure 6 A schematic structural diagram of a towing and docking mechanism for an aircraft provided in another embodiment of the present application is shown.

[0021] Figure 7 Shows Figure 2 Schematic diagram of the structure of the separation and combination device of the flying car. Figure 8 Shows Figure 7 Schematic diagram of the exploded structure of the linear motion mechanism of the separation and combination device. Fig. 9 Shows Figure 7 Schematic diagram of the cross-sectional structure of the linear motion mechanism of the separation and combination device.

[0022] Fig.10 Shows Figure 7 A schematic diagram of the partial structure of the linear motion mechanism of the separation and combination device. Fig.11 A schematic structural diagram of a separation and combination device provided in another embodiment of the present application is shown. Fig.12 Shows Figure 7 Schematic diagram of the exploded structure of the telescopic traction mechanism of the separation and combination device. Fig.13 Shows Figure 7 A partial structural schematic diagram of the telescopic traction mechanism of the separation and combination device. Fig.14 Shows Figure 7 A structural schematic diagram of the traction member of the telescopic traction mechanism of the separation and combination device is in a limited position. Fig.15 Shows Figure 7 A schematic structural diagram of the traction member and the traction docking mechanism of the telescopic traction mechanism of the separation and combination device. Fig.16 Shows Figure 7 A schematic structural diagram of a traction member of a telescopic traction mechanism of a separation and combination device in an unlocked position. Fig.17 Shows Fig.11 Schematic diagram of the exploded view of the telescopic traction mechanism of the separation and combination device. Fig.18 Shows Fig.17 An enlarged schematic diagram of point ⅩⅧ of the telescopic traction mechanism. Fig.19 Shows Fig.17 A structural schematic diagram of the touch-pressure bracket of the telescopic traction mechanism touching and pressing the first travel switch. Fig. 20 Shows Fig.17 A structural schematic diagram of the touch-pressure bracket of the telescopic traction mechanism touching and pressing the second travel switch. Fig.21 Shows Fig.17 A partial cutaway schematic diagram of the telescopic traction mechanism.

[0023] Fig. 22 Shows Figure 2A partially cutaway schematic diagram of a road-going vehicle of a flying car. Fig.23 Shows Fig.11 Schematic diagram of the exploded view of the guide mechanism of the separation and combination device. Fig.24 Shows Figure 3 The wheels of the aircraft enter Fig.23 Schematic diagram of the structure of the guide mechanism. Fig.25 Shows Figure 3 The guide wheels of the aircraft enter Fig.23 Schematic diagram of the cross-sectional structure of the guide mechanism. Fig.26 Shows Figure 3 The carrier wheels of the aircraft enter Fig.23 Schematic diagram of the cross-sectional structure of the guide mechanism. Fig. 27 Shows Fig.11 Schematic diagram of the exploded structure of the supporting mechanism of the separation and combination device. Fig.28 Shows Fig.11 A schematic structural diagram of another state of the separation and combination device. Fig.29 Shows Figure 2 The locking mechanism of the road vehicle Figure 3 A schematic diagram of the structure of the limiting mechanism of the aircraft. Fig.30 Shows Figure 2 A partial structural diagram of a locking mechanism for a road-going vehicle. Fig.31 Shows Figure 2 Another partial structural schematic diagram of the locking mechanism of a road-going vehicle. Fig.32 Shows Figure 2 The locking mechanism of the road vehicle Figure 3 A schematic structural diagram of another state of the limiting mechanism of the aircraft. Fig.33 Shows Figure 2 The locking mechanism of the road vehicle Figure 3 A schematic structural diagram of another state of the limiting mechanism of the aircraft. Fig.34 Shows Figure 2 The locking mechanism of the road vehicle Figure 3 A schematic structural diagram of another state of the limiting mechanism of the aircraft. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application.

[0025] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0026] See also Figure 1 and Figure 2 The embodiment of the present application provides a two-part flying car 1000, which includes a road-going vehicle 200 and an aircraft 300, and the aircraft 300 can be combined with and separated from the road-going vehicle 200. Figure 1 As shown, when the aircraft 300 is combined with the road vehicle 200, the road vehicle 200 can carry the aircraft 300 for travel. Figure 2 As shown, when the aircraft 300 is separated from the road-going vehicle 200, the aircraft 300 can fly independently from the road-going vehicle 200, and the road-going vehicle 200 can travel independently from the aircraft 300.

[0027] In some embodiments, the aircraft 300 may be an aircraft powered by conventional energy such as fuel, or may be a hybrid electric aircraft, a pure electric aircraft, or a fuel cell electric aircraft.

[0028] In some embodiments, the road vehicle 200 may be a vehicle powered by conventional energy sources such as gasoline or diesel, or may be a hybrid electric vehicle, a pure electric vehicle, or a fuel cell electric vehicle.

[0029] In some embodiments, the road vehicle 200 may be a land vehicle or an amphibious vehicle.

[0030] In some embodiments, the road vehicle 200 includes a vehicle body 201 and a separation and combination device 100, and the separation and combination device 100 is assembled on the vehicle body 201. The road vehicle 200 can be separated and combined with the aircraft 300 through the separation and combination device 100.

[0031] In some embodiments, the vehicle body 201 may be provided with an aircraft storage compartment 2011, which is suitable for accommodating the aircraft 300, and the separation and combination device 100 may be located in the aircraft storage compartment 2011. The aircraft storage compartment 2011 may be located on the side of the cabin of the road-going vehicle 200 facing the rear of the road-going vehicle 200. For example, the aircraft storage compartment 2011 and the cabin may be distributed in sequence along the direction from the rear of the road-going vehicle 200 toward the front of the vehicle. Among them, the cabin may be the driving room or passenger area of ​​the road-going vehicle 200.

[0032] In some embodiments, see Figure 2 and Figure 3The aircraft 300 includes a fuselage 301 and a towing docking mechanism 70, and the towing docking mechanism 70 is assembled on the fuselage 301. The aircraft 300 can achieve separation and structure through the towing docking mechanism 70 and the separation and combination device 100.

[0033] In some embodiments, the towing docking mechanism 70 may be located at the bottom of the aircraft 300 , for example, the towing docking mechanism 70 may be mounted on the bottom of the fuselage 301 .

[0034] In some embodiments, the process of adjusting the aircraft 300 and the road vehicle 200 from separation to combination may include operations such as positioning, connecting, aligning, pulling in, and locking. For example, the road vehicle 200 is positioned and moved to the vicinity of the aircraft 300 and stops. The separation and combination device 100 of the road vehicle 200 is connected to the traction docking mechanism 70 of the aircraft 300, and the positions of the road vehicle 200 and the aircraft 300 are aligned. The separation and combination device 100 gradually pulls the aircraft 300 into the road vehicle 200 (for example, the aircraft storage compartment 2011). When the separation and combination device 100 pulls the aircraft 300 into place, it locks the aircraft 300, thereby achieving the combination of the aircraft 300 and the road vehicle 200.

[0035] In some embodiments, the separation and combination device 100 can allow the aircraft 300 to enter the road-going vehicle 200 from the rear of the road-going vehicle 200 to the front of the vehicle. This helps to prevent the aircraft 300 from blocking the view of the cockpit of the road-going vehicle 200 after the aircraft 300 is combined with the road-going vehicle 200.

[0036] In some embodiments, the process of adjusting the aircraft 300 and the road vehicle 200 from being combined to being separated may include operations such as unlocking, pushing out, and separation. For example, the separation and combination device 100 unlocks the aircraft 300, and the separation and combination device 100 gradually pushes the aircraft 300 out of the road vehicle 200 (for example, the aircraft storage compartment 2011). When the separation and combination device 100 pushes the aircraft 300 into place, the separation and combination device 100 and the traction docking mechanism 70 of the aircraft 300 disengage from each other, thereby achieving the separation of the aircraft 300 from the road vehicle 200.

[0037] In some embodiments, the separation and combination device 100 can push the aircraft 300 out of the road-going vehicle 200 from the front of the road-going vehicle 200 to the rear of the road-going vehicle 200 .

[0038] In some embodiments, the aircraft 300 may further include wheels. The wheels may be located at the bottom of the aircraft 300 , for example, the wheels may be mounted at the bottom of the fuselage 301 . The wheels facilitate the separation and combination device 100 to pull and push the aircraft 300 .

[0039] In some embodiments, the aircraft 300 may further include a landing gear 302, and the landing gear 302 may be hinged on opposite sides of the fuselage 301, and the landing gear 302 may be selectively rotated to a supporting position or a storage position relative to the fuselage 301. In particular, when the landing gear 302 is rotated to the supporting position relative to the fuselage 301, the supporting bottom end 3021 of the landing gear 302 is located below the fuselage 301 to support the entire aircraft; when the landing gear 302 is rotated to the storage position relative to the fuselage 301, the supporting bottom end 3021 of the landing gear 302 may be located on the side of the fuselage 301, so as to facilitate the separation and combination device 100 to pull the aircraft 300 into the road vehicle 200.

[0040] In some embodiments, when the aircraft 300 is combined with the road vehicle 200 , the separation and combination device 100 may be located at the bottom of the aircraft 300 .

[0041] In some embodiments, the separation and combination device 100 may have the following structural form. Figure 7 The separation and combination device 100 includes a telescopic traction mechanism 10 and a linear motion mechanism 20, both of which are arranged on the body 201 of the road vehicle 200. For example, the telescopic traction mechanism 10 can be located in the aircraft storage compartment 2011 of the body 201, and the linear motion mechanism 20 can also be located in the aircraft storage compartment 2011 of the body 201. Both the telescopic traction mechanism 10 and the linear motion mechanism 20 are used to drive the aircraft 300 to move.

[0042] In some embodiments, the traction end of the telescopic traction mechanism 10 can be used to connect the aircraft 300, the output end of the linear motion mechanism 20 can be connected to the telescopic traction mechanism 10, and the movement direction of the output end of the linear motion mechanism 20 can be the same as the telescopic direction of the traction end of the telescopic traction mechanism 10. In this way, the separation and combination device 100 can not only drive the telescopic traction mechanism 10 to move through the linear motion mechanism 20, and then achieve pulling and pushing the aircraft 300, but also can pull and push the aircraft 300 through the telescopic traction mechanism 10, so as to achieve secondary pulling and secondary pushing of the aircraft 300.

[0043] In some embodiments, the telescopic traction mechanism 10 and the linear motion mechanism 20 can be distributed in the horizontal direction, for example, the telescopic traction mechanism 10 and the linear motion mechanism 20 can be arranged in the same horizontal plane, wherein the telescopic traction mechanism 10 and the linear motion mechanism 20 can have a height difference in the vertical direction Z within a set error range. In this way, it is helpful to reduce the height of the separation and combination device 100, avoid the stacking distribution of the telescopic traction mechanism 10 and the linear motion mechanism 20 in the vertical direction Z to increase the height of the separation and combination device 100, and help the overall height of the aircraft 300 and the road vehicle 200 to be not too high after the combination, so that the overall height of the two-part flying car 1000 when the road vehicle 200 carries the aircraft 300 meets the height limit standard stipulated by the road.

[0044] In some embodiments, the number of the linear motion mechanism 20 can be one or more.

[0045] When the number of the linear motion mechanism 20 is one, the linear motion mechanism 20 may be located above, below, or to the side (eg, left or right) of the telescopic traction mechanism 10 .

[0046] In the case where there are multiple linear motion mechanisms 20, the multiple linear motion mechanisms 20 can be arranged on the body 201 of the road vehicle 200, and the multiple linear motion mechanisms 20 can be distributed in the horizontal direction, and the output end of each linear motion mechanism 20 can be connected to the telescopic traction mechanism 10. In this way, the multiple linear motion mechanisms 20 help to increase the driving force of the telescopic traction mechanism 10, so that the separation and combination device 100 is easier to pull and push the aircraft 300, and the multiple linear motion mechanisms 20 distributed in the horizontal direction also help to reduce the height of the separation and combination device 100, avoiding the multiple linear motion mechanisms 20 being stacked and distributed in the vertical direction Z to increase the height of the separation and combination device 100.

[0047] In the present application, the term "plurality" means greater than or equal to two, for example, the number of the linear motion mechanisms 20 may be two, three, four, five, six or other numbers. The terms "upper", "lower", "left", "right" and other directional words may be used according to the position of the corresponding structures when they are normally placed and used, or may be used as a reference according to the position of each structure in the figure.

[0048] In some embodiments, the plurality of linear motion mechanisms 20 may be horizontally distributed on opposite sides of the telescopic traction mechanism 10, for example, the plurality of linear motion mechanisms 20 may be horizontally distributed on the left and right sides of the telescopic traction mechanism 10. In this way, the positions of the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 are reasonably arranged, so that the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 are arranged more compactly, and it is also helpful for the plurality of linear motion mechanisms 20 to limit the telescopic traction mechanism 10 from opposite sides of the telescopic traction mechanism 10, and it is also helpful for the plurality of linear motion mechanisms 20 to provide driving force for the telescopic traction mechanism 10 in a relatively balanced manner from opposite sides of the telescopic traction mechanism 10, so that the separation and combination device 100 can pull and push the aircraft 300 more stably through the plurality of linear motion mechanisms 20.

[0049] In some embodiments, see Figure 8 and Fig. 9 The linear motion mechanism 20 may include a bearing housing 21 , a lead screw 22 , a lead screw nut 23 , a nut support 24 and a support slider 25 .

[0050] The bearing housing 21 can be arranged on the body 201 of the road vehicle 200, the lead screw 22 is rotatably mounted on the bearing housing 21, the lead screw nut 23 is mounted on the lead screw 22, and the nut support 24 is connected to the lead screw nut 23, so that the spiral movement of the lead screw nut 23 relative to the lead screw 22 can drive the nut support 24 to move relative to the bearing housing 21. In this way, the linear motion mechanism 20 uses the lead screw 22 and the lead screw nut 23 to achieve transmission, which helps the linear motion mechanism 20 to have a self-locking effect, can effectively prevent the reverse movement of the load, has good safety and stability, and also helps the linear motion mechanism 20 to have a larger moving stroke.

[0051] The output end of the linear motion mechanism 20 can be arranged on the nut support 24 and located on one side of the bearing housing 21 along the horizontal direction. For example, the nut support 24 can be connected to the telescopic traction mechanism 10, and the nut support 24 can move relative to the bearing housing 21 under the rotation of the lead screw 22, and can drive the telescopic traction mechanism 10 and the aircraft 300 to move. In this way, it is helpful to reduce the height of the linear motion mechanism 20, and it is also helpful to connect the telescopic traction mechanism 10 to the linear motion mechanism 20 from the side of the linear motion mechanism 20, thereby helping to reduce the height of the separation and combination device 100.

[0052] In some embodiments, bearings 220 can be provided at both ends of the screw 22, and the outer rings of the two bearings 220 can be fixed relative to the supporting shell 21. For example, the outer rings of the bearings 220 can be fixed to the supporting shell 21 through a bearing seat 221, so that the screw 22 can rotate more smoothly relative to the supporting shell 21.

[0053] In some embodiments, in addition to the above-mentioned lead screw 22 structure, the linear motion mechanism 20 can also be replaced by a motion mechanism such as a hydraulic telescopic rod, a synchronous belt, a gear rack or a chain to achieve transmission.

[0054] In some embodiments, a slideway 210 may be provided in the bearing housing 21, the nut support 24 may be located in the slideway 210, the nut support 24 and the inner wall 2101 of the slideway 210 may be spaced apart, and the support slider 25 may be disposed between the nut support 24 and the inner wall 2101 of the slideway 210. In this way, the support slider 25 helps to reduce the resistance between the nut support 24 and the bearing housing 21, and helps the nut support 24 to move more easily relative to the bearing housing 21, so that there is no need to use ball bearings to reduce the weight and size of the linear motion mechanism 20, which also helps to reduce noise and facilitate maintenance. In addition, when foreign impurities enter the slideway 210, the foreign impurities are not likely to cause the support slider 25 to get stuck.

[0055] In some embodiments, the bearing housing 21 may include a bearing bottom wall 211, a bearing top wall 212, and a bearing side wall 213. The bearing bottom wall 211 may be disposed on the body 201 of the road vehicle 200. The bearing bottom wall 211 and the bearing top wall 212 are spaced relatively from each other. The bearing bottom wall 211 and the bearing top wall 212 may be connected to the same side of the bearing side wall 213. The bearing bottom wall 211, the bearing top wall 212, and the bearing side wall 213 may together enclose the above-mentioned slideway 210. In this way, the bearing bottom wall 211, the bearing top wall 212, and the bearing side wall 213 may provide protection for the nut support 24 from three directions, and may also limit the nut support 24 from three directions.

[0056] In some embodiments, the carrying shell 21 may be substantially U-shaped, so as to facilitate the manufacturing and forming of the carrying shell 21 .

[0057] In some embodiments, the load-bearing housing 21 may be a metal member, for example, the load-bearing housing 21 may be an aluminum alloy housing, so that the load-bearing housing 21 has good strength and light weight.

[0058] In some embodiments, the nut support 24 can be protruded outside the slideway 210 on the side facing away from the load-bearing side wall 213, so that the nut support 24 can be connected to the telescopic traction mechanism 10. In addition, the telescopic traction mechanism 10 can provide protection for the nut support 24 from the side of the nut support 24 facing away from the load-bearing side wall 213, and can also limit the nut support 24.

[0059] In some embodiments, the nut support 24 may be a metal part, for example, the nut support 24 may be an aluminum alloy support, so that the nut support 24 has good strength and light weight.

[0060] In some embodiments, the support slider 25 can be partially embedded in the nut support 24. Fig.10 The outer peripheral surface of the nut support 24 may be provided with a support groove 240, and the support slider 25 may be partially located in the support groove 240. In this way, it is helpful to reduce the height of the support slider 25 protruding from the nut support 24, which in turn helps to reduce the size of the slideway 210 and the bearing housing 21, thereby helping to reduce the height of the linear motion mechanism 20, and in turn helps to reduce the height of the separation and combination device 100.

[0061] In some embodiments, the support slider 25 may be coated with a lubricating layer, and the lubricating layer may be located on the surface of the support slider 25 facing the inner wall 2101 of the slideway 210. In this way, the lubricating layer helps to reduce the friction between the support slider 25 and the bearing housing 21, and also helps to reduce noise. The lubricating layer may be grease, lubricating paste, etc.

[0062] In some embodiments, the support slider 25 may be provided with a slider groove 250, which may be provided on the surface of the support slider 25 facing the inner wall 2101 of the slideway 210, and the lubricating layer may be filled in the slider groove 250. In this way, the support slider 25 can contain a certain amount of the lubricating layer, which helps to prolong the time that the lubricating layer provides lubrication for the support slider 25 and the bearing housing 21.

[0063] In some embodiments, the number of the support sliders 25 can be multiple, and the multiple support sliders 25 can be distributed on different sides of the nut support 24. For example, a support slider 25 can be arranged between the nut support 24 and the bearing bottom wall 211, a support slider 25 can be arranged between the nut support 24 and the bearing top wall 212, and a support slider 25 can be arranged between the nut support 24 and the bearing side wall 213. In this way, the nut support 24 is arranged with support sliders 25 in the direction of the bearing bottom wall 211, the bearing top wall 212, and the bearing side wall 213, which effectively reduces the resistance between the nut support 24 and the bearing housing 21, helps the nut support 24 to move more easily relative to the bearing housing 21, and also helps the linear motion mechanism 20 to have a more stable advantage compared to the conventional lead screw 22 slide.

[0064] In some embodiments, the support slider 25 may be a plastic member, which helps to reduce the weight of the support slider 25 .

[0065] In some embodiments, see Figure 8 The linear motion mechanism 20 may further include a screw drive assembly 26 , which may be connected to the screw 22 , and the screw drive assembly 26 is suitable for driving the screw 22 to rotate, so as to drive the nut support 24 and the telescopic traction mechanism 10 to move.

[0066] In some embodiments, the screw drive assembly 26 may be connected to an end of the screw 22 that is away from the rear of the road-going vehicle 200 , so that the screw drive assembly 26 does not block the aircraft 300 from entering the road-going vehicle 200 .

[0067] In some embodiments, the lead screw drive assembly 26 may include a lead screw drive motor 261 and a reducer 262, the output end of the lead screw drive motor 261 may be connected to the reducer 262, and the output end of the reducer 262 may be connected to the lead screw 22. In this way, the reducer 262 helps to increase the torque output by the lead screw drive assembly 26 by reducing the rotation speed, so as to improve the carrying capacity of the linear motion mechanism 20. The reducer 262 and the lead screw 22 may be connected via a coupling.

[0068] In some embodiments, the reducer 262 and the bearing housing 21 can be distributed along the axial direction of the lead screw 22. In this way, the reducer 262 does not occupy the space of the bearing housing 21 facing the telescopic traction mechanism 10, thereby avoiding affecting the movement of the telescopic traction mechanism 10.

[0069] In some embodiments, see Fig.11 , the screw drive motor 261 can be located on the side of the bearing housing 21 facing the telescopic traction mechanism 10. In this way, it is helpful to improve the utilization rate of the space position on the side of the bearing housing 21 facing the telescopic traction mechanism 10, and it is helpful to avoid the screw drive motor 261 being arranged on the side of the bearing housing 21 away from the telescopic traction mechanism 10 to increase the width of the separation and combination device 100, and it is also helpful to avoid the screw drive motor 261 and the bearing housing 21 being distributed along the axial direction of the screw 22 to increase the length of the separation and combination device 100. In some other embodiments, such as Figure 7 and Figure 8 As shown, the screw drive motor 261 and the supporting housing 21 may also be distributed along the axial direction of the screw 22 .

[0070] In some embodiments, see Figure 8 The linear motion mechanism 20 may include a housing fixing member 27, and the housing fixing member 27 may be connected to the supporting housing 21 and the vehicle body 201, so that the position of the supporting housing 21 relative to the vehicle body 201 is fixed and not easily deflected due to road bumps.

[0071] In some embodiments, the housing fixing member 27 is connected to a side of the bearing housing 21 away from the nut support 24 , so that the housing fixing member 27 does not block the movement of the nut support 24 relative to the bearing housing 21 , nor does it block the movement of the telescopic traction mechanism 10 .

[0072] In some embodiments, there may be multiple housing fixing members 27, and the multiple housing fixing members 27 may be spaced apart along the length direction of the load-bearing housing 21. In this way, the multiple housing fixing members 27 help to improve the stability of fixing the load-bearing housing 21 to the vehicle body 201.

[0073] In some embodiments, the number of the housing fixing member 27 may be one, and the housing fixing member 27 may extend along the length direction of the supporting housing 21. This also helps to improve the stability of the supporting housing 21 being fixed to the vehicle body 201.

[0074] See also Fig.12 and Fig.13 In some embodiments, the telescopic traction mechanism 10 may include a carrier box 11, a sliding bracket 12 and a traction member 13. The carrier box 11 may be arranged on the body 201 of the road vehicle 200, the sliding bracket 12 may be slidably mounted on the carrier box 11, and the traction member 13 is mounted on the sliding bracket 12. Then, the sliding of the sliding bracket 12 relative to the carrier box 11 can drive the traction member 13 to move relative to the carrier box 11.

[0075] Among them, the traction end of the telescopic traction mechanism 10 can be set on the traction member 13, and the traction member 13 can be connected with the aircraft 300. For example, the traction member 13 can be connected with the traction docking mechanism 70 of the aircraft 300, and the traction member 13 can drive the aircraft 300 to move under the sliding action of the sliding bracket 12.

[0076] In some embodiments, the traction member 13 may be substantially annular, for example, the traction member 13 may be substantially annular. The traction member 13 may be rotatably mounted on the sliding bracket 12, and the traction member 13 may selectively rotate to a limited position or an unlocked position relative to the sliding bracket 12.

[0077] Among them, see Fig.14 and Fig.15 When the traction member 13 rotates to the limited position relative to the sliding bracket 12, the traction member 13 extends out of the sliding bracket 12, and the inner annular surface of the traction member 13 located outside the sliding bracket 12 and the sliding bracket 12 together form a limited space 130, so that the traction member 13 is convenient to connect (or hook) the traction docking mechanism 70 of the aircraft 300, and the traction docking mechanism 70 is confined in the limited space 130, which helps to achieve the connection between the telescopic traction mechanism 10 and the traction docking mechanism 70, and then helps to achieve the connection between the separation and combination device 100 and the aircraft 300.

[0078] See also Fig.16When the traction member 13 rotates to the unlocked position relative to the sliding bracket 12, the traction member 13 retracts into the sliding bracket 12, and the traction member 13 and the traction docking mechanism 70 of the aircraft 300 are disengaged from each other, avoiding the traction docking mechanism 70 being confined in the limiting space 130, which helps to separate the telescopic traction mechanism 10 from the traction docking mechanism 70, and then helps to separate the separation and combination device 100 from the aircraft 300.

[0079] In this way, the traction member 13 switches between the limited position and the unlocked position by rotating relative to the sliding bracket 12, which helps to reduce the arrangement space reserved for the traction member 13 of the telescopic traction mechanism 10, thereby helping to reduce the size of the telescopic traction mechanism 10.

[0080] In some embodiments, the rotation axis of the traction member 13 may be perpendicular to the horizontal direction, which helps to reduce the spatial position occupied by the traction member 13 along the vertical direction Z and helps to reduce the height of the telescopic traction mechanism 10 .

[0081] In some embodiments, see Fig.14 The inner annular surface of the traction member 13 may be provided with a slot 131. When the traction member 13 rotates to the limit position relative to the sliding bracket 12, the slot 131 is opposite to and connected with the limit space 130. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, the traction docking mechanism 70 of the aircraft 300 is locked in the slot 131, so that the traction docking mechanism 70 and the traction member 13 are not easy to slide against each other and cause the force points of the two to deflect, thereby helping to improve the stability of the telescopic traction mechanism 10 or the linear motion mechanism 20 pulling the aircraft 300.

[0082] In some embodiments, when the traction member 13 rotates to a limited position relative to the sliding bracket 12, the diameter of the traction member 13 passing through the slot 131 can be parallel to the sliding direction of the sliding bracket 12 relative to the carrier box 11. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, the telescopic traction mechanism 10 can provide a relatively balanced pulling force for the traction docking mechanism 70, which helps to improve stability.

[0083] In some embodiments, see Fig.12 and Fig.16The sliding bracket 12 may be provided with an outwardly expanded opening 120, and the width of the outwardly expanded opening 120 may gradually increase from the direction away from the sliding bracket 12. When the traction member 13 rotates to the limit position relative to the sliding bracket 12, the traction member 13 may be partially located in the outwardly expanded opening 120. In this way, during the docking process between the telescopic traction mechanism 10 and the traction docking mechanism 70, the outwardly expanded opening 120 can guide the traction docking mechanism 70 toward the traction member 13, which helps the traction member 13 to connect (or hook) the traction docking mechanism 70 when it rotates to the limit position, and also helps to reduce the accuracy requirement of the automatic driving of the road vehicle 200 to the position where the traction docking mechanism 70 is located.

[0084] In some embodiments, the sliding bracket 12 may include a sliding base plate 121 and a cover plate 122, wherein the sliding base plate 121 is slidably mounted on the carrier box 11, and the cover plate 122 is mounted on the sliding base plate 121. The traction member 13 is rotatably located between the sliding base plate 121 and the cover plate 122. In this way, the sliding base plate 121 and the cover plate 122 can limit the traction member 13, so that the traction member 13 is not easy to separate from the sliding bracket 12 along the vertical direction Z.

[0085] In some embodiments, the sliding bracket 12 can be directly slidably disposed on the carrying box 11, or can be slidably disposed on the carrying box 11 through an intermediate structure. For example, the telescopic traction mechanism 10 can also include a guide rail 141 and a guide rail slider 142, the guide rail 141 can be mounted on the carrying box 11, the guide rail slider 142 can be slidably mounted on the guide rail 141, and the sliding bracket 12 can be mounted on the guide rail slider 142, so that the sliding of the guide rail slider 142 relative to the guide rail 141 can drive the sliding bracket 12 to move relative to the carrying box 11. Among them, the sliding bracket 12 can be mounted on the guide rail slider 142 through the sliding base plate 121.

[0086] In this way, the sliding bracket 12 slides by the cooperation between the guide rail 141 and the guide rail slider 142 , which helps to improve the sliding accuracy of the sliding bracket 12 , making the sliding process of the sliding bracket 12 smoother and less prone to errors.

[0087] In some embodiments, the guide rail slider 142 and the guide rail 141 may be located below the sliding bracket 12 , so that the guide rail slider 142 and the guide rail 141 can carry the sliding bracket 12 .

[0088] In some embodiments, see Fig.17 The bottom of the sliding bracket 12 may be provided with a bracket groove 123, and the guide rail slider 142 may be at least partially located in the bracket groove 123. In this way, it is helpful to reduce the height of the telescopic traction mechanism 10. Among them, the bracket groove 123 may be provided on the sliding base plate 121.

[0089] In some embodiments, the guide rail 141 may be partially located in the bracket groove 123. This also helps to reduce the height of the telescopic traction mechanism 10.

[0090] In some embodiments, there may be multiple guide rails 141, and the multiple guide rails 141 may be spaced apart in the horizontal direction. Correspondingly, there may also be multiple guide rail sliders 142, and each guide rail 141 is equipped with at least one guide rail slider 142, and the multiple guide rail sliders 142 are all assembled on the sliding bracket 12. In this way, the multiple guide rails 141 and the multiple guide rail sliders 142 help to improve the stability of the sliding bracket 12 moving relative to the carrying box 11.

[0091] The number of guide rail sliders 142 that can be assembled on each guide rail 141 can be one, two, three or other numbers.

[0092] In some embodiments, the plurality of guide rails 141 may be symmetrically distributed about the center of the sliding bracket 12. This helps the plurality of guide rails 141 to be more evenly distributed below the sliding bracket 12, so that the supporting force below the sliding bracket 12 is more even.

[0093] In some embodiments, there are two guide rails 141 , and the two guide rails 141 are symmetrically distributed about the center of the sliding bracket 12 .

[0094] In some embodiments, see Fig.12 and Fig.14 The telescopic traction mechanism 10 may further include a driving gear 151, which is rotatably disposed on the sliding bracket 12, and the traction member 13 may be provided with a toothed portion 132 meshing with the driving gear 151, so that the rotation of the driving gear 151 can drive the traction member 13 to rotate. In this way, the traction member 13 rotates by using the toothed portion 132 to cooperate with the driving gear 151, which helps to simplify the structure of the traction member 13 and also helps to improve the stability of the rotation of the traction member 13 relative to the sliding bracket 12.

[0095] In some embodiments, the rotation axis of the driving gear 151 may be perpendicular to the horizontal direction, which helps to reduce the spatial position occupied by the driving gear 151 along the vertical direction Z and helps to reduce the height of the telescopic traction mechanism 10.

[0096] In some embodiments, the driving gear 151 may be a spur gear to facilitate the manufacturing of the driving gear 151 .

[0097] In some embodiments, the tooth portion 132 may be located on the inner ring surface of the traction member 13, and the driving gear 151 may be located on the inner ring side of the traction member 13. This helps to improve the space utilization of the inner ring side of the traction member 13 and promotes the miniaturization of the telescopic traction mechanism 10.

[0098] In some embodiments, the toothed portion 132 and the slot 131 may be spaced apart and located on the inner annular surface of the traction member 13, and when the traction member 13 rotates to a limited position relative to the sliding bracket 12, the toothed portion 132 may be at least partially located in the sliding bracket 12. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, it helps to reduce the wear of the toothed portion 132 caused by the collision of the traction docking mechanism 70, thereby helping to improve the stability of the rotation of the traction member 13 driven by the driving gear 151.

[0099] In some embodiments, the carrier box 11 may be provided with a pull ring avoidance space 110, and the pull ring avoidance space 110 may extend along the sliding direction of the sliding bracket 12. In this way, when the telescopic traction mechanism 10 pulls the aircraft 300, the carrier box 11 may use the pull ring avoidance space 110 to reduce the obstruction to the traction docking mechanism 70. For example, when the sliding bracket 12 slides in a direction away from the outward expansion opening 120, it can drive the traction docking mechanism 70 into the pull ring avoidance space 110, thereby helping the telescopic traction mechanism 10 to pull the aircraft 300 into place.

[0100] In some embodiments, the telescopic traction mechanism 10 may further include a gear drive motor 152, which may be disposed on the sliding bracket 12, and the output end of the gear drive motor 152 may be connected to the driving gear 151, so that the gear drive motor 152 can drive the driving gear 151 to rotate, so that the driving gear 151 can drive the traction member 13 to rotate.

[0101] In some embodiments, the gear drive motor 152 and the drive gear 151 can be located at different positions of the sliding bracket 12, respectively. As an example, the gear drive motor 152 can be located on one side of the top of the sliding bracket 12, for example, the gear drive motor 152 can be located on the side of the cover plate 122 away from the sliding base plate 121. The drive gear 151 can be at least partially located in the sliding bracket 12. In this way, the drive gear 151 and the gear drive motor 152 can be distributed in the vertical direction Z in sequence, and the gear drive motor 152 will not occupy the space position in the sliding bracket 12, which is convenient for arranging the drive gear 151 and the traction member 13. The gear drive motor 152 will not occupy the space position on one side of the bottom of the sliding bracket 12, which is convenient for arranging the guide rail 141, the guide rail slider 142 and other structures, and also reduce the space position of the drive gear 151 on one side of the top of the sliding bracket 12, which is convenient for arranging the gear drive motor 152.

[0102] The driving gear 151 may be located inside the sliding bracket 12 ; or, a portion of the driving gear 151 may be located inside the sliding bracket 12 , and another portion of the driving gear 151 may be located on one side of the top of the sliding bracket 12 .

[0103] In some embodiments, the telescopic traction mechanism 10 may further include a pull ring detection sensor, the pull ring detection sensor and the gear drive motor 152 are both connected to the control panel signal, and the control panel can control the gear drive motor 152 to rotate according to the detection data of the pull ring detection sensor. The control panel may be a control panel of the road vehicle 200 or a control panel of the aircraft 300.

[0104] For example, the pull ring detection sensor can send a detection signal when the traction docking mechanism 70 of the aircraft 300 is within the moving range of the traction member 13. The control panel can control the gear drive motor 152 to drive the driving gear 151 to rotate according to the detection signal, so that the traction member 13 rotates to the limit position relative to the sliding bracket 12, thereby realizing the connection (or hooking) of the traction docking mechanism 70 by the traction member 13.

[0105] In some embodiments, the pull-ring detection sensor may be a photoelectric sensor or a camera, and the pull-ring detection sensor may be mounted on the sliding bracket 12 or the carrying box 11 .

[0106] In some embodiments, see Fig.17 and Fig.18 The telescopic traction mechanism 10 may also include a touch-pressure bracket 16, a first stroke switch 171 and a second stroke switch 172. The first stroke switch 171 and the second stroke switch 172 are both mounted on the sliding bracket 12. The first stroke switch 171, the second stroke switch 172 and the gear drive motor 152 are all connected to the control board signal. The control board can control the gear drive motor 152 according to the signal of the first stroke switch 171 and the signal of the second stroke switch 172.

[0107] The touch-pressure bracket 16 is movably mounted on the sliding bracket 12, and is located in the rotation path of the traction member 13. The touch-pressure bracket 16 can selectively move to a first limit position or a second limit position relative to the sliding bracket 12.

[0108] For example, when the traction member 13 rotates to the limit position relative to the sliding bracket 12, the traction member 13 drives the contact and pressure bracket 16 to move to the first limit position relative to the sliding bracket 12, and the contact and pressure bracket 16 contacts the first travel switch 171 and is spaced from the second travel switch 172. The first travel switch 171 is pressed to generate a stop signal, and the control panel can control the gear drive motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

[0109] For another example, when the traction member 13 rotates to the unlocked position relative to the sliding bracket 12, the traction member 13 drives the contact and pressure bracket 16 to move to the second extreme position relative to the sliding bracket 12, and the contact and pressure bracket 16 contacts the second travel switch 172 and is separated from the first travel switch 171. The second travel switch 172 is pressed to generate a stop signal, and the control panel can control the gear drive motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

[0110] In this way, the contact and pressure bracket 16 , the first travel switch 171 and the second travel switch 172 cooperate with each other, which is helpful to accurately control the rotation of the traction member 13 to the limit position and the unlocking position, and the structure is simple and reliable.

[0111] In some embodiments, the first travel switch 171 and the second travel switch 172 may be located on the inner ring side of the traction member 13. This helps to improve the space utilization of the inner ring side of the traction member 13 and promotes the miniaturization of the telescopic traction mechanism 10.

[0112] In some embodiments, the touch pressure bracket 16 can be located inside the sliding bracket 12, for example, the touch pressure bracket 16 can be located between the sliding base plate 121 and the cover plate 122. In this way, the sliding base plate 121 and the cover plate 122 can limit the touch pressure bracket 16, so that the touch pressure bracket 16 is not easy to separate from the sliding bracket 12 along the vertical direction Z.

[0113] In some embodiments, the touch-pressure bracket 16 may include a toggle body 161, a hinge body 162, a first touch-pressure body 163, and a second touch-pressure body 164. The toggle body 161 may be located in the rotation path of the traction member 13. The hinge body 162 may be connected to the toggle body 161 and hinged to the sliding bracket 12. The first touch-pressure body 163 and the second touch-pressure body 164 may be connected to the side of the hinge body 162 away from the toggle body 161. The first touch-pressure body 163 and the second touch-pressure body 164 may be stacked. Correspondingly, the first travel switch 171 and the second travel switch 172 may be stacked. The first touch-pressure body 163 may be opposite to the first travel switch 171, and the second touch-pressure body 164 may be opposite to the second travel switch 172.

[0114] In this way, when the touch-pressure bracket 16 moves relative to the sliding bracket 12 to the first limit position, Fig.19 As shown, the first contact and pressure body 163 contacts the first travel switch 171, and the second contact and pressure body 164 is spaced from the second travel switch 172, so that the control panel controls the gear drive motor 152 to perform the corresponding operation. Fig. 20As shown, the first contact-pressure body 163 is spaced apart from the first travel switch 171 , and the second contact-pressure body 164 contacts and presses the second travel switch 172 , so that the control panel controls the gear drive motor 152 to perform corresponding operations.

[0115] In some embodiments, the touch and pressure bracket 16 may be an integrally formed structure, thereby helping to reduce the number of parts of the touch and pressure bracket 16 and simplifying the structure of the touch and pressure bracket 16 .

[0116] In some embodiments, the first travel switch 171 may be a pressure sensor, a micro switch, a push switch or other structures.

[0117] In some embodiments, the second travel switch 172 and the first travel switch 171 may be the same or different sensors. The second travel switch 172 may be a pressure sensor, a micro switch, a key switch or other structures.

[0118] In some embodiments, see Fig.17 and Fig.21 The telescopic traction mechanism 10 may further include a support rod 18, which may be located between the bottom of the sliding bracket 12 and the carrier box 11, and there may be a gap between the support rod 18 and the bottom of the sliding bracket 12. In this way, when the sliding bracket 12 is deformed or deformed due to excessive load and contacts the support rod 18, the support rod 18 can provide support for the sliding bracket 12, so that the deformation or deformation of the sliding bracket 12 is not too large, which helps to improve the reliability of the telescopic traction mechanism 10, and the support rod 18 also helps to bear part of the load of the sliding bracket 12, so that the gravity of the sliding bracket 12 is not completely concentrated on the guide rail 141 and the guide rail slider 142, which helps to reduce the degree of deformation or deformation of the guide rail 141 and the guide rail slider 142. In addition, when the sliding bracket 12 is not deformed or deformed, since there is a gap between the support rod 18 and the bottom of the sliding bracket 12, it helps to reduce the resistance of the support rod 18 to the sliding bracket 12, which helps the sliding bracket 12 to slide more smoothly relative to the carrier box 11.

[0119] The length direction of the bracket supporting rod 18 may be the sliding direction of the sliding bracket 12 .

[0120] In some embodiments, the gap between the support rod 18 and the bottom of the sliding bracket 12 can be greater than 0 and less than or equal to 3 mm. For example, the gap between the support rod 18 and the bottom of the sliding bracket 12 can be 3 mm, 2.5 mm, 2 mm, 1.5 mm, 1 mm, 0.5 mm, 0.1 mm, or any value between any two adjacent values ​​mentioned above. In this way, the gap between the support rod 18 and the bottom of the sliding bracket 12 is designed to be more reasonable, which helps the support rod 18 to better support the sliding bracket 12 when the sliding bracket 12 is deformed or deformed.

[0121] In some embodiments, the support rod 18 can be mounted on the support box 11, and the support rod 18 can include a support abutment curved surface 181. The support abutment curved surface 181 can be located on the side of the support rod 18 facing the sliding support 12, and the support abutment curved surface 181 can be a convex curved surface. In this way, when the sliding support 12 is deformed or deformed and contacts the support rod 18, the support abutment curved surface 181 helps to reduce the resistance between the support rod 18 and the sliding support 12, so that the support rod 18 can reduce the impact on the sliding smoothness of the sliding support 12 while providing support for the sliding support 12.

[0122] In some embodiments, the bracket abutting curved surface 181 may be a spherical surface, which helps to simplify the structure of the bracket supporting rod 18 and facilitates the manufacturing and molding of the bracket supporting rod 18 .

[0123] In some embodiments, the bracket abutting curved surface 181 may be an ellipsoidal spherical surface, which also helps to simplify the structure of the bracket supporting rod 18 and facilitates the manufacturing and molding of the bracket supporting rod 18 .

[0124] In some embodiments, the support rod 18 may further include a box body connection plane 182, which may be located on a side of the support rod 18 away from the support abutment curved surface 181, and the box body connection plane 182 may be connected to the support box 11. In this way, the box body connection plane 182 helps to increase the area of ​​connection between the support rod 18 and the support box 11, thereby helping to improve the stability of the support rod 18 connected to the support box 11.

[0125] In some embodiments, the box body connecting plane 182 can be connected to the bracket abutting curved surface 181, which helps to simplify the structure of the bracket supporting rod 18 and also helps to reduce the height of the bracket supporting rod 18, thereby helping to reduce the height of the telescopic traction mechanism 10.

[0126] In some embodiments, the support rod 18 and the support box 11 may be an integrally formed structure, which helps to reduce the number of parts of the telescopic traction mechanism 10 and improve the assembly efficiency of the telescopic traction mechanism 10 .

[0127] In some embodiments, the number of the bracket support rods 18 can be multiple, and the multiple bracket support rods 18 can be distributed between the bottom of the sliding bracket 12 and the support box 11 at intervals in the horizontal direction. In this way, the multiple bracket support rods 18 help to better support the sliding bracket 12, so that the sliding bracket 12 is not easily deformed.

[0128] In some embodiments, the plurality of support rods 18 may be symmetrically distributed about the center of the sliding bracket 12. This helps the plurality of support rods 18 to be more evenly distributed below the sliding bracket 12, and helps to make the support force on the bottom of the sliding bracket 12 more uniform.

[0129] In some embodiments, the number of the support support rods 18 is two, and the two support support rods 18 are symmetrically distributed about the center of the sliding support 12 .

[0130] In some embodiments, see Fig.17 The telescopic traction mechanism 10 may further include a bracket driving assembly 19 , which is mounted on the carrier box 11 , and is suitable for driving the sliding bracket 12 to move relative to the carrier box 11 .

[0131] In some embodiments, the bracket drive assembly 19 may include a bracket drive motor 191, a bracket transmission gear 192 and a bracket transmission rack 193. The bracket drive motor 191 is assembled on the sliding bracket 12, the bracket transmission gear 192 is connected to the driving end of the bracket drive motor 191, and the bracket transmission rack 193 is assembled on the carrier box 11. The bracket transmission rack 193 is engaged with the bracket transmission gear 192, and the bracket drive motor 191 can drive the bracket transmission gear 192 to rotate, thereby enabling the sliding bracket 12 to move relative to the bracket transmission rack 193 and the carrier box 11.

[0132] In this way, the transmission mode of the gear rack is relatively stable and has high transmission accuracy, which helps to improve the stability of the sliding bracket 12 sliding relative to the carrying box 11.

[0133] In some embodiments, the support drive motor 191 and the support transmission rack 193 can be located on opposite sides of the sliding support 12, for example, the support transmission rack 193 can be located on one side of the bottom of the sliding support 12, and the support drive motor 191 can be located on one side of the top of the sliding support 12. In this way, the support transmission rack 193, the sliding support 12 and the support drive motor 191 can be distributed in sequence along the vertical direction Z, and the support drive motor 191 will not occupy the space position on one side of the bottom of the sliding support 12, which is convenient for arranging structures such as the support transmission rack 193, the guide rail 141, and the guide rail slider 142, and the support transmission rack 193 will not occupy the space position on one side of the top of the sliding support 12, which is convenient for arranging the support drive motor 191.

[0134] In some embodiments, the support transmission gear 192 may be located at one side of the bottom of the sliding support 12. In this way, the support transmission gear 192 does not occupy the space position at one side of the top of the sliding support 12, and the support drive motor 191 is conveniently arranged.

[0135] In some embodiments, a portion of the bracket transmission gear 192 may be located inside the sliding bracket 12, and another portion of the bracket transmission gear 192 may be located on one side of the bottom of the sliding bracket 12. In this way, on the one hand, the bracket transmission gear 192 does not occupy the space position on one side of the top of the sliding bracket 12, which facilitates the arrangement of the bracket drive motor 191; on the other hand, the bracket transmission gear 192 reduces the space position on one side of the bottom of the sliding bracket 12, which helps to reduce the height of the side of the bottom of the sliding bracket 12 reserved for the bracket transmission gear 192, thereby helping to reduce the height of the telescopic traction mechanism 10 and improve the space utilization rate inside the sliding bracket 12.

[0136] In some embodiments, the telescopic traction mechanism 10 can realize transmission by using the above-mentioned gear rack structure, or it can be replaced by a hydraulic telescopic rod, a synchronous belt, a lead screw or a chain or other motion mechanism to realize transmission.

[0137] In some embodiments, the telescopic traction mechanism 10 may also include a bracket stopper 194, the bracket stopper 194 is located in the moving path of the sliding bracket 12, and the bracket stopper 194 is relatively fixed to the carrier box 11. In this way, the bracket stopper 194 can limit the sliding bracket 12, so that when the telescopic traction mechanism 10 or the linear motion mechanism 20 drives the aircraft 300 to move, the bracket stopper 194 can bear a part of the force of the aircraft 300, so that the bracket drive assembly 19 is not easy to deform, for example, the bracket drive motor 191, the bracket transmission gear 192 and the bracket transmission rack 193 in the bracket drive assembly 19 are not easy to deform.

[0138] The bracket stopper 194 may be located on one side of the sliding bracket 12 facing at least one of the rear direction or the front direction of the vehicle 200 .

[0139] For example, the bracket limiter 194 can be located on the side of the sliding bracket 12 in the direction of the rear of the road vehicle 200. In the process of the telescopic traction mechanism 10 or the linear motion mechanism 20 pulling the aircraft 300, the bracket limiter 194 can limit the sliding bracket 12. For example, the sliding bracket 12 can abut against the bracket limiter 194 so that the bracket limiter 194 can withstand the pulling force of the aircraft 300 acting in the opposite direction on the telescopic traction mechanism 10, which helps to avoid the reverse force of the aircraft 300 being concentrated on the bracket drive motor 191, the bracket transmission gear 192 and the bracket transmission rack 193 and other structures in the bracket drive assembly 19.

[0140] For another example, the bracket limiter 194 can be located on the side of the sliding bracket 12 facing the front of the vehicle. Then, during the process of the telescopic traction mechanism 10 or the linear motion mechanism 20 pushing the aircraft 300, the bracket limiter 194 can limit the sliding bracket 12. For example, the sliding bracket 12 can abut against the bracket limiter 194 so that the bracket limiter 194 can withstand the thrust of the aircraft 300 acting in the opposite direction on the telescopic traction mechanism 10, which helps to avoid the reverse force of the aircraft 300 being concentrated on the structures such as the bracket drive motor 191, the bracket transmission gear 192 and the bracket transmission rack 193 in the bracket drive assembly 19.

[0141] For another example, there are multiple bracket limiters 194 , and bracket limiters 194 are arranged on both the side of the sliding bracket 12 facing the rear of the road vehicle 200 and the side of the sliding bracket 12 facing the front of the road vehicle 200 , so that the bracket limiters 194 can better disperse the force of the aircraft 300 .

[0142] In some embodiments, the bracket limiting member 194 may directly abut against the sliding bracket 12 , or may abut against the guide rail slider 142 to limit the sliding bracket 12 .

[0143] In some embodiments, the bracket stopper 194 can be connected to the end of the guide rail 141, so that the bracket stopper 194 can limit the guide rail slider 142, thereby limiting the sliding bracket 12. The bracket stopper 194 can be connected to both ends of the guide rail 141 along the length direction.

[0144] In some embodiments, the bracket stopper 194 may be at least partially located on the inner side of the guide rail 141, for example, the bracket stopper 194 may be at least partially located on the side of the guide rail 141 facing the traction member 13. In this way, it is helpful to improve the space utilization rate of the side of the guide rail 141 facing the traction member 13, which not only helps to reduce the height of the telescopic traction mechanism 10, but also helps to reduce the size of the telescopic traction mechanism 10 in the horizontal direction.

[0145] In some embodiments, see Fig.11 and Fig. 22 The separation and combination device 100 may further include a box body bearing rod 30, which may be located between the bottom of the carrier box 11 and the vehicle body 201, and there may be a gap between the box body bearing rod 30 and the bottom of the carrier box 11. In this way, when the carrier box 11 is deformed or deformed due to excessive load and contacts the box body bearing rod 30, the box body bearing rod 30 can provide support for the carrier box 11, so that the deformation or deformation of the carrier box 11 is not too large, and the box body bearing rod 30 also helps to bear part of the load of the carrier box 11, so that the carrier box 11 does not transfer all the excessive load force to the linear motion mechanism 20, which helps to reduce the degree of deformation or deformation of the linear motion mechanism 20. In addition, when the carrier box 11 is not deformed or deformed, since there is a gap between the box body bearing rod 30 and the bottom of the carrier box 11, it helps to reduce the resistance of the box body bearing rod 30 to the carrier box 11, which helps the telescopic traction mechanism 10 to slide more smoothly relative to the vehicle body 201.

[0146] The length direction of the box body supporting rod 30 may be the sliding direction of the supporting box 11. The box body supporting rod 30 may be located in the aircraft accommodation compartment 2011.

[0147] In some embodiments, the gap between the box body supporting rod 30 and the bottom of the carrying box 11 can be greater than 0 and less than or equal to 3 mm. For example, the gap between the box body supporting rod 30 and the bottom of the carrying box 11 can be 3 mm, 2.5 mm, 2 mm, 1.5 mm, 1 mm, 0.5 mm, 0.1 mm, or any value between any two adjacent values ​​mentioned above. In this way, the gap between the box body supporting rod 30 and the bottom of the carrying box 11 is designed to be more reasonable, which helps the box body supporting rod 30 to better support the carrying box 11 when the carrying box 11 is deformed or deformed.

[0148] In some embodiments, the box body supporting rod 30 can be assembled on the vehicle body 201, and the box body supporting rod 30 can include a box body abutting curved surface 31, which can be located on the side of the box body supporting rod 30 facing the carrier box 11, and the box body abutting curved surface 31 can be a convex curved surface. In this way, when the carrier box 11 is deformed or deformed and contacts the box body supporting rod 30, the box body abutting curved surface 31 helps to reduce the resistance between the box body supporting rod 30 and the carrier box 11, so that the box body supporting rod 30 can reduce the impact on the sliding smoothness of the carrier box 11 while providing support for the carrier box 11.

[0149] In some embodiments, the box body abutting curved surface 31 may be a spherical surface, which helps to simplify the structure of the box body supporting rod 30 and facilitates the manufacturing and molding of the box body supporting rod 30 .

[0150] In some embodiments, the box body abutting curved surface 31 may be an ellipsoidal spherical surface, which also helps to simplify the structure of the box body supporting rod 30 and facilitates the manufacturing and molding of the box body supporting rod 30 .

[0151] In some embodiments, the box body supporting rod 30 may further include a vehicle body connecting plane 32, which may be located on the side of the box body supporting rod 30 away from the box body abutting curved surface 31, and the vehicle body connecting plane 32 may be connected to the vehicle body 201. In this way, the vehicle body connecting plane 32 helps to increase the area of ​​connection between the box body supporting rod 30 and the vehicle body 201, thereby helping to improve the stability of the box body supporting rod 30 connected to the vehicle body 201.

[0152] In some embodiments, the vehicle body connection plane 32 may be connected to the box body abutting curved surface 31 , which helps to simplify the structure of the box body supporting rod 30 and also helps to reduce the height of the box body supporting rod 30 , thereby helping to reduce the height of the separation and combination device 100 .

[0153] In some embodiments, there may be multiple box body supporting rods 30, and multiple box body supporting rods 30 may be horizontally spaced and distributed between the bottom of the carrying box 11 and the vehicle body 201. In this way, multiple box body supporting rods 30 help to better support the carrying box 11, so that the carrying box 11 is not easily deformed.

[0154] In some embodiments, the plurality of box supporting rods 30 may be symmetrically distributed about the center of the carrying box 11. In this way, the plurality of box supporting rods 30 can be more evenly distributed below the carrying box 11, which helps to make the support force on the bottom of the carrying box 11 more uniform.

[0155] In some embodiments, the number of the box body supporting rods 30 is two, and the two box body supporting rods 30 are symmetrically distributed about the center of the supporting box 11 .

[0156] In some embodiments, see Fig.11 The separation and combination device 100 may further include a guide base 40, which may be disposed on the body 201 of the road vehicle 200. For example, the guide base 40 may be assembled on the body 201 and located in the aircraft storage compartment 2011. The guide base 40 is used to move the aircraft 300 in a predetermined direction.

[0157] In some embodiments, the linear motion mechanism 20 can drive the aircraft 300 into the guide base 40, so that the guide base 40 can guide the aircraft 300, which helps to prevent the moving direction of the aircraft 300 from being deviated during the process of the linear motion mechanism 20 and the telescopic traction mechanism 10 driving the aircraft 300 to move.

[0158] In some embodiments, the number of the guide bases 40 may be one or more. The multiple guide bases 40 may be disposed on the body 201 of the road vehicle 200, and the multiple guide bases 40 may be horizontally distributed on opposite sides of the telescopic traction mechanism 10, for example, the guide bases 40 may be horizontally distributed on the left and right sides of the telescopic traction mechanism 10. In this way, the positions of the telescopic traction mechanism 10 and the multiple guide bases 40 are reasonably arranged, so that the telescopic traction mechanism 10 and the multiple guide bases 40 are arranged more compactly.

[0159] In some embodiments, the number of the guide bases 40 may be two, and the telescopic traction mechanism 10 and the plurality of linear motion mechanisms 20 may be distributed between the two guide bases 40 .

[0160] In some embodiments, see Fig.23 The guide base 40 may be provided with a wheel guide groove 41, and the groove of the wheel guide groove 41 may pass through the top surface of the guide base 40, so as to facilitate the wheels of the aircraft 300 to enter the wheel guide groove 41, and also help the guide base 40 to limit the wheels of the aircraft 300, for example, to limit the left and right sides of the wheels of the aircraft 300.

[0161] In some embodiments, the wheel guide groove 41 may include a first groove diameter section 42 and a second groove diameter section 43, the first groove diameter section 42 and the second groove diameter section 43 are connected, and the wheels of the aircraft 300 are suitable for entering the wheel guide groove 41 from the first groove diameter section 42 to the direction of the second groove diameter section 43. For example, the second groove diameter section 43 may be located at one end of the first groove diameter section 42 facing the rear of the road vehicle 200, and the wheels of the aircraft 300 may move from the first groove diameter section 42 to the direction of the second groove diameter section 43 when the separation and combination device 100 pulls the aircraft 300 into the road vehicle 200; and the wheels of the aircraft 300 may move from the second groove diameter section 43 to the direction of the first groove diameter section 42 when the separation and combination device 100 pushes the aircraft 300 out of the road vehicle 200.

[0162] In some embodiments, the width of the first slot diameter section 42 may be gradually reduced from the first slot diameter section 42 to the second slot diameter section 43. In this way, the first slot diameter section 42 helps to gradually limit and guide the wheels of the aircraft 300, so that the wheels of the aircraft 300 can enter the wheel guide groove 41 with a larger error, thereby helping to reduce the error requirement for the wheels of the aircraft 300 to enter the wheel guide groove 41.

[0163] In some embodiments, the width of the second slot segment 43 may remain unchanged, and the width of the second slot segment 43 may be less than or equal to the minimum width of the first slot segment 42. In this way, the second slot segment 43 may better guide the wheels of the aircraft 300.

[0164] In some embodiments, the first slot diameter section 42 may have a slot bottom slope 420, and the height of the slot bottom slope 420 along the vertical direction Z gradually increases from the first slot diameter section 42 in the direction of the second slot diameter section 43. In this way, the slot bottom slope 420 helps to adapt to the arrangement of the second slot diameter section 43 and the linear motion mechanism 20, the telescopic traction mechanism 10 and other mechanisms with a height difference along the vertical direction Z, which helps the wheels of the aircraft 300 to move more stably from the height of the first slot diameter section 42 to the height of the second slot diameter section 43.

[0165] In some embodiments, the second slot diameter section 43 may have a slot bottom plane 430, the height of the slot bottom plane 430 along the vertical direction Z is consistent from the first slot diameter section 42 along the direction of the second slot diameter section 43, and the height of the slot bottom plane 430 is higher than or equal to the highest height of the slot bottom slope 420. In this way, the wheels of the aircraft 300 can move relatively smoothly along the second slot diameter section 43.

[0166] In some embodiments, see Fig.24 The guide base 40 may include a first wheel stopper 44 and a second wheel stopper 45, both of which may be connected to the second slot diameter section 43 and both of which are located above the slot opening of the wheel guide slot 41, the first wheel stopper 44 and the second wheel stopper 45 are opposite and spaced apart, and the spacing between the first wheel stopper 44 and the second wheel stopper 45 may be smaller than the width of the second slot diameter section 43. In this way, in the case of bumpy roads, the first wheel stopper 44 and the second wheel stopper 45 may limit the wheels of the aircraft 300, which helps to prevent the wheels of the aircraft 300 from detaching from the guide base 40 along the vertical direction Z.

[0167] In some embodiments, the first wheel stopper 44 may include a first stopper plate 441 and a first reinforcement plate 442, and the first stopper plate 441 and the first reinforcement plate 442 may be distributed and connected along the length direction of the wheel guide groove 41. The second wheel stopper 45 may include a second stopper plate 451 and a second reinforcement plate 452, and the second stopper plate 451 and the second reinforcement plate 452 may be distributed and connected along the length direction of the wheel guide groove 41, and the second stopper plate 451 is relatively spaced from the first stopper plate 441, and the second reinforcement plate 452 is relatively spaced from the first reinforcement plate 442. In the process of the separation and combination device 100 pulling the aircraft 300 into the road vehicle 200, the wheels of the aircraft 300 may move from the first reinforcement plate 442 to the direction of the first stopper plate 441, or the wheels of the aircraft 300 may move from the second reinforcement plate 452 to the direction of the second stopper plate 451.

[0168] In some embodiments, the distance between the first reinforcing plate 442 and the second reinforcing plate 452 can be gradually reduced from the first limiting plate 441 to the first reinforcing plate 442 or from the second limiting plate 451 to the second reinforcing plate 452; the distance between the first limiting plate 441 and the second limiting plate 451 can remain unchanged from the first limiting plate 441 to the first reinforcing plate 442, or the distance between the first limiting plate 441 and the second limiting plate 451 can remain unchanged from the second limiting plate 451 to the second reinforcing plate 452; the distance between the first limiting plate 441 and the second limiting plate 451 can be less than or equal to the minimum distance between the first reinforcing plate 442 and the second reinforcing plate 452. In this way, the first reinforcing plate 442 helps to improve the strength of the first wheel limiting member 44, so that the first limiting plate 441 can better limit the wheel of the aircraft 300 without being easily deformed. The second reinforcing plate 452 helps to improve the strength of the second wheel limiting member 45, so that the second limiting plate 451 can better limit the wheel of the aircraft 300 without being easily deformed.

[0169] In some embodiments, the first wheel limiter 44 and the second wheel limiter 45 can serve as limiter components, and the guide base 40 can include one or more limiter components, and the plurality of limiter components can be distributed in the second groove diameter section 43 along the length direction of the guide base 40 .

[0170] In some embodiments, aircraft 300 may include one or more types of wheels.

[0171] In some embodiments, see Figure 3 and Fig.23The aircraft 300 may include a guide wheel 80, which is mounted on the bottom of the fuselage 301 of the aircraft 300. The guide wheel 80 is used to cooperate with the guide base 40 for guidance, and the wheel guide groove 41 of the guide base 40 is suitable for the guide wheel 80 to enter. For example, the guide wheel 80 is suitable for entering the wheel guide groove 41 from the first groove diameter section 42 to the second groove diameter section 43, so that the separation and combination device 100 can better pull the aircraft 300 into the road vehicle 200. For another example, the guide wheel 80 is suitable for moving from the second groove diameter section 43 to the first groove diameter section 42 to the outside of the wheel guide groove 41, so that the separation and combination device 100 can better push the aircraft 300 out of the road vehicle 200.

[0172] In some embodiments, see Fig.25 The guide wheel 80 may include a first pillar 81, a first roller 82 and a first bushing 83. The first pillar 81 may be located at the bottom of the aircraft 300, for example, the first pillar 81 may be mounted at the bottom of the fuselage 301. The first roller 82 may be rollably mounted on the first pillar 81, and the rotation axis of the first roller 82 may be substantially perpendicular to the horizontal direction, or the rotation axis of the first roller 82 may be substantially parallel to the vertical direction Z. The first bushing 83 may be rotatably sleeved on the first pillar 81. In this way, when the guide wheel 80 enters the wheel guide groove 41 of the guide base 40, the first roller 82 may reduce the resistance and wear degree between the first roller 82 and the guide base 40 by rotating, and the first bushing 83 may also reduce the resistance and wear degree between the first roller 82 and the guide base 40 by rotating.

[0173] In some embodiments, the width of the first roller 82 may be smaller than the width of the second groove diameter section 43 and larger than the spacing between the first wheel stopper 44 and the second wheel stopper 45. In this way, when the first roller 82 is located below the first wheel stopper 44 and the second wheel stopper 45, the first wheel stopper 44 and the second wheel stopper 45 may limit the first roller 82, which helps to prevent the first roller 82 from escaping from the guide base 40 along the vertical direction Z. Among them, the width of the first roller 82 may be larger than the spacing between the first stopper plate 441 and the second stopper plate 451.

[0174] In some embodiments, the outer diameter of the first bushing 83 may be smaller than the spacing between the first wheel stopper 44 and the second wheel stopper 45. In this way, when the guide wheel 80 moves to the first wheel stopper 44 and the second wheel stopper 45, the first bushing 83 can reduce the resistance and wear between the first wheel stopper 44 and the second wheel stopper 45 by rotating. The outer diameter of the first bushing 83 may be smaller than the spacing between the first stopper plate 441 and the second stopper plate 451.

[0175] In some embodiments, the first roller 82 may be located between the two ends of the first support 81, and the end surface of the first support 81 facing away from the fuselage 301 may be a curved surface. In this way, when the first support 81 and the guide base 40 are in sliding friction, the curved surface of the first support 81 helps to reduce the resistance between the first support 81 and the guide base 40.

[0176] In some embodiments, the number of guide wheels 80 may be multiple, and the multiple guide wheels 80 may be spaced apart at the bottom of the fuselage 301. For example, the multiple guide wheels 80 may be spaced apart in two rows along the width direction of the fuselage 301 to fit the layout of the two guide bases 40, so that each row of guide wheels can enter the wheel guide slot 41 of a corresponding guide base 40. Each row of guide wheels may include multiple guide wheels 80 spaced apart along the length direction of the fuselage 301.

[0177] In some embodiments, see Figure 3 and Fig.23 The aircraft 300 may include a load-bearing wheel 90, which is mounted on the bottom of the fuselage 301 of the aircraft 300. The load-bearing wheel 90 and the guide wheel 80 may be spaced apart. The load-bearing wheel 90 is used to cooperate with the guide base 40, and the wheel guide groove 41 of the guide base 40 is suitable for the load-bearing wheel 90 to enter, so that the separation and combination device 100 can better pull the aircraft 300 into the road vehicle 200 or push the aircraft 300 out of the road vehicle 200.

[0178] In some embodiments, the bottom of the load-bearing wheel 90 may be at a lower height than the bottom of the guide wheel 80, or the bottom of the load-bearing wheel 90 may be at the same height as the bottom of the guide wheel 80. This helps ensure that the load-bearing wheel 90 supports the fuselage 301, helps prevent the gravity of the fuselage 301 from being concentrated on the guide wheel 80, and thus helps improve the stability of the guide wheel 80 in guiding the aircraft 300.

[0179] In some embodiments, the load-bearing wheel 90 and the guide wheel 80 may be arranged adjacent to each other along the direction from the rear of the road vehicle 200 to the front of the vehicle. For example, the load-bearing wheel 90 and the guide wheel 80 may be arranged in sequence along the direction in which the separation and combination device 100 provides pulling force for the aircraft 300, or the guide wheel 80 and the load-bearing wheel 90 may be arranged in sequence along the direction in which the separation and combination device 100 provides thrust for the aircraft 300. In this way, when the separation and combination device 100 pulls the aircraft 300 into the road vehicle 200, it helps to ensure that the guide wheel 80 enters the wheel guide groove 41 of the guide base 40 before the load-bearing wheel 90, so that the guide wheel 80 cooperates with the guide base 40 to guide and adjust the angle of the aircraft 300 entering the wheel guide groove 41.

[0180] In some embodiments, see Fig.26 The load-bearing wheel 90 may include a second pillar 91, a second roller 92 and a second bushing 93. The second pillar 91 may be located at the bottom of the aircraft 300, for example, the first pillar 81 may be mounted at the bottom of the fuselage 301. The second roller 92 may be rollably mounted on the end of the second pillar 91 away from the fuselage 301, and the rotation axis of the second roller 92 may be substantially parallel to the horizontal direction, or the rotation axis of the second roller 92 may be substantially perpendicular to the vertical direction Z. The second bushing 93 may be rotatably sleeved on the second pillar 91. In this way, when the load-bearing wheel 90 enters the wheel guide groove 41 of the guide base 40, the second roller 92 may reduce the resistance and wear degree between the second roller 92 and the guide base 40 by rotating, and the second bushing 93 may also reduce the resistance and wear degree between the second roller 92 and the guide base 40 by rotating.

[0181] In some embodiments, the width of the second roller 92 may be smaller than the width of the second groove diameter section 43 and larger than the distance between the first limiting plate 441 and the second limiting plate 451. In this way, when the second roller 92 is located below the first wheel limiting member 44 and the second wheel limiting member 45, the first wheel limiting member 44 and the second wheel limiting member 45 may limit the second roller 92, which helps to prevent the second roller 92 from detaching from the guide base 40 along the vertical direction Z.

[0182] In some embodiments, the outer diameter of the second bushing 93 may be smaller than the distance between the first stop plate 441 and the second stop plate 451. In this way, when the load-bearing wheel 90 moves to the first wheel stopper 44 and the second wheel stopper 45, the second bushing 93 can reduce the resistance and wear between the first wheel stopper 44 and the second wheel stopper 45 by rotating.

[0183] In some embodiments, there may be multiple load-bearing wheels 90, and multiple load-bearing wheels 90 may be spaced and distributed at the bottom of the fuselage 301. In this way, multiple load-bearing wheels 90 help to increase the support force of the fuselage 301, and help the separation and combination device 100 to drive the aircraft 300 to move more easily.

[0184] In some embodiments, multiple load-bearing wheels 90 may be distributed at intervals along the length direction of the fuselage 301 at the bottom of the fuselage 301 , and also distributed at intervals along the width direction of the fuselage 301 at the bottom of the fuselage 301 , so that the multiple load-bearing wheels 90 can better support the fuselage 301 .

[0185] In some embodiments, the plurality of load-bearing wheels 90 may be distributed in two rows along the width direction of the fuselage 301 to adapt to the layout of the two guide bases 40, so that each row of load-bearing wheels can enter the wheel guide groove 41 of a corresponding guide base 40. Each row of load-bearing wheels may include a plurality of load-bearing wheels 90 spaced apart along the length direction of the fuselage 301.

[0186] See Figure Fig.11 In some embodiments, the separation and combination device 100 may further include a supporting mechanism 50, which may be disposed on the body 201 of the road vehicle 200, and is used to support the bottom of the aircraft 300. A supporting top 51 of the supporting mechanism 50 may be higher than or equal to at least one of the top of the telescopic traction mechanism 10 and the top of the linear motion mechanism 20.

[0187] For example, the supporting top 51 of the supporting mechanism 50 may be higher than or equal to the top of the telescopic traction mechanism 10. In this way, the supporting top 51 of the supporting mechanism 50 helps the telescopic traction mechanism 10 to bear part of the gravity of the aircraft 300, so that the gravity of the aircraft 300 is not too concentrated on the telescopic traction mechanism 10, which helps to reduce the deformation of the telescopic traction mechanism 10, resulting in jamming and failure to work normally.

[0188] For another example, the supporting top 51 of the supporting mechanism 50 may be higher than or equal to the top of the linear motion mechanism 20. In this way, the supporting top 51 of the supporting mechanism 50 helps the linear motion mechanism 20 to bear part of the gravity of the aircraft 300, so that the gravity of the aircraft 300 is not too concentrated on the linear motion mechanism 20, which helps to reduce the deformation of the linear motion mechanism 20, resulting in jamming and failure to work normally.

[0189] For another example, the supporting top 51 of the supporting mechanism 50 can be higher than or equal to the top of the telescopic traction mechanism 10, and also higher than or equal to the top of the linear motion mechanism 20, so that the supporting mechanism 50 can better reduce the situation where the telescopic traction mechanism 10 and the linear motion mechanism 20 cannot work normally due to deformation.

[0190] In some embodiments, the supporting mechanism 50 can be distributed in the horizontal direction with the telescopic traction mechanism 10 and the linear motion mechanism 20. For example, the supporting mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 can all be arranged on the same horizontal plane, wherein any two or three of the supporting mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 can have a height difference within a set error range along the vertical direction Z. In this way, it is helpful to reduce the height of the separation and combination device 100, avoid the support mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 being stacked and distributed along the vertical direction Z to increase the height of the separation and combination device 100, and help the overall height of the aircraft 300 and the road vehicle 200 not be too high after being combined.

[0191] In some embodiments, when multiple linear motion mechanisms 20 are horizontally distributed on opposite sides of the telescopic traction mechanism 10, the supporting mechanism 50 can be distributed between two adjacent linear motion mechanisms 20. This helps to improve the utilization rate of the space between two adjacent linear motion mechanisms 20.

[0192] In some embodiments, the number of the supporting mechanisms 50 may be one or more. The multiple supporting mechanisms 50 may be distributed in the horizontal direction. In this way, the multiple supporting mechanisms 50 help to improve the supporting effect on the aircraft 300, and the multiple supporting mechanisms 50 distributed in the horizontal direction also help to reduce the height of the separation and combination device 100, avoiding the multiple supporting mechanisms 50 being stacked and distributed in the vertical direction Z to increase the height of the separation and combination device 100.

[0193] In some embodiments, see Fig. 27 The supporting mechanism 50 may include a supporting base 52 and a supporting sliding frame 53. The supporting base 52 may be mounted on the vehicle body 201. The supporting sliding frame 53 may be slidably mounted on the supporting base 52. The supporting top 51 of the supporting mechanism 50 may be located on the supporting sliding frame 53. Fig.28 As shown, the supporting top 51 of the supporting sliding frame 53 can slide relative to the supporting base 52 to the front of the telescopic traction mechanism 10 and the front of the linear motion mechanism 20, for example, the supporting top 51 of the supporting sliding frame 53 can slide relative to the supporting base 52 to the side protruding from the rear of the road vehicle 200. In this way, in the process of the separation and combination device 100 pulling the aircraft 300 into the vehicle body 201, the supporting top 51 of the supporting sliding frame 53 can support the bottom of the aircraft 300 before the telescopic traction mechanism 10, the linear motion mechanism 20 and other mechanisms, so that the supporting sliding frame 53 can better reduce the situation where the telescopic traction mechanism 10 and the linear motion mechanism 20 cannot work normally due to deformation.

[0194] The front of the telescopic traction mechanism 10 refers to the direction of the telescopic traction mechanism 10 toward the rear of the road-going vehicle 200 , and the front of the linear motion mechanism 20 refers to the direction of the linear motion mechanism 20 toward the rear of the road-going vehicle 200 .

[0195] In some embodiments, the supporting top 51 of the supporting slide 53 can also slide relative to the supporting base 52 to a position at least partially located inside the vehicle body 201. In this way, when the supporting slide 53 is not needed to support the aircraft 300, it helps to reduce the degree to which the supporting top 51 of the supporting slide 53 protrudes outside the vehicle body 201.

[0196] In some embodiments, the sliding direction of the supporting sliding frame 53, the movement direction of the output end of the linear motion mechanism 20, and the telescopic direction of the traction end of the telescopic traction mechanism 10 can all be the same, and the supporting top 51 of the supporting sliding frame 53 can be located in the path where the linear motion mechanism 20 drives the telescopic traction mechanism 10 to move, and the movement of the telescopic traction mechanism 10 can drive the supporting top 51 of the supporting sliding frame 53 to slide relative to the supporting base 52 to protrude from the rear side of the road vehicle 200. In this way, by utilizing the movement of the telescopic traction mechanism 10 to drive the supporting top 51 of the supporting sliding frame 53 to protrude from the rear side of the road vehicle 200, it is not necessary to add a driving structure to the supporting sliding frame 53, which helps to expand the function of the telescopic traction mechanism 10 and also helps to reduce the number of parts of the separation and combination device 100. In the process of movement, the telescopic traction mechanism 10 can touch the supporting sliding frame 53 through the carrying box body 11, and can drive the supporting top 51 of the supporting sliding frame 53 to move.

[0197] In some embodiments, the supporting sliding frame 53 may include a supporting sliding bar 531 and a supporting tray 532, wherein the supporting sliding bar 531 may be slidably mounted on the supporting base 52, the supporting tray 532 may be connected to the supporting sliding bar 531, the supporting tray 532 may be convexly arranged above the supporting sliding bar 531, and the supporting top 51 of the supporting mechanism 50 may be located on the supporting tray 532. In this way, the supporting sliding frame 53 may be mounted on the supporting base 52 through the supporting sliding bar 531, and the bottom of the aircraft 300 may be supported through the supporting tray 532, which helps the supporting sliding bar 531 and the supporting tray 532 to be designed into different sizes according to different requirements. Among them, the telescopic traction mechanism 10 may drive the supporting top 51 of the supporting sliding frame 53 to move by touching the supporting sliding bar 531, and may also drive the supporting top 51 of the supporting sliding frame 53 to move by touching the supporting tray 532.

[0198] In some embodiments, the supporting slide bar 531 and the supporting tray 532 may be an integrally formed structure, which helps to reduce the number of parts of the supporting slide frame 53. In other embodiments, the supporting slide bar 531 and the supporting tray 532 may also be independently formed and then fixed together by screws, bolts, screws, rivets or other fasteners.

[0199] In some embodiments, the supporting base 52 may be provided with a slide bar slot 520, and the supporting slide bar 531 may be slidably assembled in the slide bar slot 520. The slide bar slot 520 may be generally T-shaped, and the supporting slide bar 531 may be generally H-shaped or T-shaped. In this way, the supporting base 52 may limit the supporting slide bar 531, so that the supporting slide bar 531 is not easy to separate from the slide bar slot 520 of the supporting base 52 along the vertical direction Z.

[0200] In some embodiments, the supporting mechanism 50 may further include a first slide bar stopper 54 and a second slide bar stopper 55, and the first slide bar stopper 54 and the second slide bar stopper 55 may be respectively assembled at opposite ends of the supporting slide bar 531. The length of the supporting base 52 is less than the length of the supporting slide bar 531, and the width of the first slide bar stopper 54 and the width of the second slide bar stopper 55 are both greater than the width of the slide bar slot 520. In this way, the first slide bar stopper 54 and the second slide bar stopper 55 can both limit the supporting slide bar 531, so that the supporting slide bar 531 is not easy to separate from the supporting base 52 along its length direction.

[0201] In some embodiments, the tray 532 can be connected to the end of the supporting slide bar 531 away from the telescopic traction mechanism 10, or it can also be understood that the tray 532 is connected to the end of the supporting slide bar 531 toward the rear of the road-going vehicle 200. In this way, it helps to ensure that the supporting sliding frame 53 can slide relative to the supporting base 52 to a position where the tray 532 protrudes from the rear side of the road-going vehicle 200, so that the tray 532 can support the aircraft 300.

[0202] In some embodiments, the width of the tray 532 may be greater than the width of the supporting slide bar 531. In this way, the width of the tray 532 is larger than the width of the supporting slide bar 531, which helps to increase the contact area between the tray 532 and the bottom of the aircraft 300, and the width of the supporting slide bar 531 does not need to be designed to be larger, which is convenient for saving the manufacturing materials of the supporting slide bar 531 and the supporting base 52.

[0203] In some embodiments, the tray 532 may be substantially in the shape of a circular disk, or substantially in the shape of an elliptical disk, which helps to simplify the structure of the tray 532.

[0204] In some embodiments, the supporting mechanism 50 may further include a cushion cover 56, which may be sleeved on the supporting tray 532. In this way, the cushion cover 56 helps to reduce the situation where the supporting tray 532 and the bottom of the aircraft 300 are scratched and scratched against each other.

[0205] In some embodiments, the cushion cover 56 can be a nylon cushion cover or other materials.

[0206] See also Figure 4 and Fig.15 In some embodiments, the traction docking mechanism 70 of the aircraft 300 is adapted to be connected to or disconnected from the traction member 13 of the telescopic traction mechanism 10. The traction docking mechanism 70 may include a fuselage assembly seat 71, a pull ring 72, a first stopper 73, and a second stopper 74.

[0207] The fuselage assembly seat 71 may be located at the bottom of the aircraft 300, for example, the fuselage assembly seat 71 may be assembled at the bottom of the fuselage 301 of the aircraft 300. The fuselage assembly seat 71 may be welded to the fuselage 301, or the fuselage assembly seat 71 and the fuselage 301 may be fixed together by screws, bolts, screws, rivets or other fasteners.

[0208] The pull ring 72 is suitable for being connected with the traction end of the telescopic traction mechanism 10 . For example, the pull ring 72 is suitable for being connected with the traction member 13 of the telescopic traction mechanism 10 .

[0209] In some embodiments, when the traction member 13 of the telescopic traction mechanism 10 rotates to the limited position, the traction member 13 can connect (or hook) the pull ring 72 and limit the pull ring 72 in the limited space 130 of the telescopic traction mechanism 10. When the traction member 13 of the telescopic traction mechanism 10 rotates to the unlocked position, the traction member 13 and the pull ring 72 are in an unhooked state so that the traction docking mechanism 70 is separated from the telescopic traction mechanism 10, or the traction member 13 and the pull ring 72 are in a ready-to-hook state so that the traction docking mechanism 70 is connected to the telescopic traction mechanism 10.

[0210] In some embodiments, the pull ring 72 is rotatably mounted on the fuselage mounting seat 71, and the pull ring 72 can rotate relative to the fuselage mounting seat 71 to achieve yaw. For example, the pull ring 72 can rotate relative to the fuselage mounting seat 71 along the first direction D1 under the action of an external force to achieve yaw. For another example, the pull ring 72 can rotate relative to the fuselage mounting seat 71 along the second direction D2 under the action of an external force to achieve yaw. Among them, the first direction D1 is opposite to the second direction D2. For example, the first direction D1 can be counterclockwise and the second direction D2 can be clockwise; the first direction D1 can be clockwise and the second direction D2 can be counterclockwise. In this way, the traction member 13 and the yawable pull ring 72 are cleverly matched, which helps to avoid the jamming problem caused by the error angle between the road vehicle 200 and the aircraft 300, effectively improves the allowable error range of the separation and combination of the two, reduces the difficulty of automatic driving, and makes it easier to achieve full-automatic separation and combination.

[0211] The first stopper 73 and the second stopper 74 can be respectively located at opposite sides of the swing of the pull ring 72 relative to the fuselage assembly seat 71. In this way, the first stopper 73 and the second stopper 74 can jointly limit the swing degree of the pull ring 72 relative to the fuselage assembly seat 71, which helps to limit the swing of the pull ring 72 within a certain range, helps to reduce the situation where the pull ring 72 swings too much due to excessive external force, and helps to reduce the difficulty of the road vehicle 200 (or the separation and combination device 100) to pull the aircraft into the road vehicle 200 (or the aircraft accommodating compartment 2011).

[0212] The restriction conditions of the pull ring 72 by the first limiting member 73 and the second limiting member 74 may be different according to the different structures of the two limiting members.

[0213] See also Figure 6 In some embodiments, the first limit member 73 and the second limit member 74 can both be springs, the first limit member 73 can be located on the side where the pull ring 72 deflects along the first direction D1, one end of the first limit member 73 can be connected to the pull ring 72, and the other end of the first limit member 73 can be connected to the fuselage assembly seat 71; the second limit member 74 can be located on the side where the pull ring 72 deflects along the second direction D2, one end of the second limit member 74 can be connected to the pull ring 72, and the other end of the second limit member 74 can be connected to the fuselage assembly seat 71.

[0214] In this way, when both the first limiter 73 and the second limiter 74 can be tension springs, the first limiter 73 can limit the deflection of the pull ring 72 along the second direction D2, so that the amplitude of the deflection of the pull ring 72 along the second direction D2 under the action of external force is not too large. The second limiter 74 can limit the deflection of the pull ring 72 along the first direction D1, so that the amplitude of the deflection of the pull ring 72 along the first direction D1 under the action of external force is not too large. In addition, the first limiter 73 and the second limiter 74 can provide tension to the pull ring 72 from opposite sides of the pull ring 72, which helps the pull ring 72 to automatically straighten when the external force is lost, so that the pull ring 72 will not be too biased toward one side of the first limiter 73 or the second limiter 74, thereby eliminating the need for manual straightening or additional straightening structures.

[0215] In the case where both the first limiter 73 and the second limiter 74 can be compression springs, the first limiter 73 can limit the swing of the pull ring 72 along the first direction D1, so that the amplitude of the swing of the pull ring 72 along the first direction D1 under the action of external force is not too large. The second limiter 74 can limit the swing of the pull ring 72 along the second direction D2, so that the amplitude of the swing of the pull ring 72 along the second direction D2 under the action of external force is not too large. In addition, the first limiter 73 and the second limiter 74 can provide pressure to the pull ring 72 from the opposite sides of the pull ring 72, which helps the pull ring 72 to automatically straighten when the external force is lost, so that the pull ring 72 will not be too biased to one side of the first limiter 73 or the second limiter 74, thereby eliminating the need for manual straightening or additional straightening structures.

[0216] The first limiting member 73 and the second limiting member 74 may be replaced by the following structures in addition to the spring structures of the above-mentioned embodiments.

[0217] See also Figure 4 and Figure 5 In some embodiments, the first limiter 73 and the second limiter 74 can both be limiter plates. The first limiter 73 and the second limiter 74 can both be mounted on the fuselage mounting seat 71, the first limiter 73 and the second limiter 74 can be relatively spaced apart, and the pull ring 72 can be located in the spacing space 75 between the first limiter 73 and the second limiter 74. In this way, the first limiter 73 can limit the deflection of the pull ring 72 along the first direction D1, so that the amplitude of the deflection of the pull ring 72 along the first direction D1 under the action of an external force is not too large. The second limiter 74 can limit the deflection of the pull ring 72 along the second direction D2, so that the amplitude of the deflection of the pull ring 72 along the second direction D2 under the action of an external force is not too large.

[0218] In some embodiments, the pull ring 72 may include a pull ring body 721 and a pull ring shaft 722, which are connected to each other. The pull ring shaft 722 is rotatably mounted on the fuselage mounting seat 71, and the pull ring shaft 722 may be located in the interval 75 between the first stopper 73 and the second stopper 74.

[0219] The pull ring body 721 is suitable for being connected with the traction member 13 of the telescopic traction mechanism 10, and the pull ring body 721 can at least partially protrude from the space 75 between the first stopper 73 and the second stopper 74. For example, the pull ring body 721 can at least partially protrude from the space 75 between the first stopper 73 and the second stopper 74 in a direction away from the fuselage assembly seat 71. In this way, it is helpful to reduce the obstruction of the traction member 13 caused by the first stopper 73, the second stopper 74, the fuselage assembly seat 71, etc., and it is helpful to facilitate the connection between the pull ring body 721 and the traction member 13.

[0220] In some embodiments, the pull ring body 721 and the pull ring shaft 722 may be an integrally formed structure, which helps to reduce the number of parts of the pull ring 72 and facilitates the assembly of the traction docking mechanism 70. In other embodiments, the pull ring body 721 and the pull ring shaft 722 may be independently formed and then fixed together by screws, bolts, screws, rivets or other fasteners.

[0221] In some embodiments, the pull ring body 721 may be generally in the shape of a circular ring, a semi-circular ring, an elliptical ring, a semi-elliptical ring, a rectangular ring, or other shapes.

[0222] In some embodiments, the first stopper 73 can be assembled to the fuselage assembly seat 71 in various ways. For example, the first stopper 73 can be welded to the fuselage assembly seat 71, and for another example, the first stopper 73 and the fuselage assembly seat 71 can be fixed together by screws, bolts, screws, rivets or other fasteners. In other embodiments, the first stopper 73 and the fuselage assembly seat 71 can also be an integrally formed structure.

[0223] In some embodiments, the first stopper 73 may have a first transition surface 731, the first transition surface 731 faces the second stopper 74 or the pull ring 72, the first transition surface 731 may be located on the side of the first stopper 73 away from the fuselage assembly seat 71, and the distance between the first transition surface 731 and the second stopper 74 may gradually increase in the direction away from the fuselage assembly seat 71. In this way, it is helpful to reduce the obstruction of the first stopper 73 to the swing of the pull ring 72, so that the distance between the first stopper 73 and the second stopper 74 does not need to be reserved too large, and the pull ring 72 can be conveniently swung relative to the fuselage assembly seat 71, thereby helping to reduce the size of the traction docking mechanism 70.

[0224] In some embodiments, the first transition surface 731 may be a plane, which helps to simplify the structure of the first transition surface 731 and facilitates the manufacturing and forming of the first stopper 73 .

[0225] In some embodiments, the first transition surface 731 may be a curved surface. For example, the first transition surface 731 may be a spherical surface or an elliptical spherical surface. This also helps to simplify the structure of the first transition surface 731 and facilitates the manufacturing and molding of the first stopper 73. In particular, when the first transition surface 731 is a curved surface, the first transition surface 731 is a concave curved surface.

[0226] In some embodiments, the first limiting member 73 may be provided with a first sliding hole 732 , and the lowest point of the height of the first sliding hole 732 may be located between two ends of the first sliding hole 732 .

[0227] For example, the first sliding hole 732 may have a first end, a second end, and a third end. The first end and the second end may be two opposite ends of the first sliding hole 732 in the horizontal direction, respectively, and the third end may be located between the first end and the second end. The third end may be the lowest point in the first sliding hole 732, and the height of the first end and the height of the second end are both higher than the height of the third end.

[0228] The traction docking mechanism 70 may further include a first sliding member 76, which may be connected to the pull ring shaft 722. The first sliding member 76 may be slidably inserted into the first sliding hole 732 along the extension direction of both ends of the first sliding hole 732. When the first sliding member 76 slides along the first sliding hole 732, it can drive the pull ring 72 to slide synchronously.

[0229] In this way, when the pull ring 72 loses the action of external force, the first sliding member 76 can slide and return to the lowest position in the first sliding hole 732 under the action of its own gravity and the gravity of the pull ring 72, for example, the first sliding member 76 slides from the first end to the third end, and for example, the first sliding member 76 slides from the second end to the third end; and in the process of the first sliding member 76 sliding to the lowest point in the first sliding hole 732, the pull ring 72 can also be automatically straightened, so that the pull ring 72 will not be too biased toward one side of the first limit member 73 or the second limit member 74, thereby helping to achieve the pull ring 72 can be automatically straightened in the absence of external force, without the need for manual straightening or additional straightening structure.

[0230] In some embodiments, the first sliding hole 732 may be substantially arc-shaped, for example, the first sliding hole 732 may be substantially circular arc-shaped or elliptical arc-shaped, which helps to simplify the shape of the first sliding hole 732 and facilitates the molding of the first sliding hole 732 .

[0231] In some embodiments, the first sliding hole 732 may be formed by two connected linear long holes, the two linear long holes have an angle, and the height of the connection point of the two linear long holes may be the lowest point in the first sliding hole 732. This also helps to simplify the shape of the first sliding hole 732 and facilitates the molding of the first sliding hole 732.

[0232] In some embodiments, the first sliding hole 732 may be a through hole, and the first sliding hole 732 may penetrate two opposite sides of the first stopper 73. In this way, it is convenient to connect the first sliding member 76 to the pull ring shaft 722 and insert it into the first sliding hole 732.

[0233] In some other embodiments, the first sliding hole 732 may be a blind hole, and the first sliding hole 732 may be formed on a surface of the first limiting member 73 facing the pull ring shaft 722 or the second limiting member 74 .

[0234] In some embodiments, the first sliding member 76 may include a first screw rod 761 and a first optical rod 762 , and the first screw rod 761 and the first optical rod 762 may be axially connected.

[0235] The first screw rod 761 may be assembled on the pull ring shaft 722 . For example, the pull ring shaft 722 may be provided with an internal thread matched with the external thread of the first screw rod 761 , and the internal thread is connected with the external thread of the first screw rod 761 .

[0236] The first light rod 762 can be slidably inserted into the first slide hole 732 along the extension direction of both ends of the first slide hole 732. In this way, the first light rod 762 helps to reduce the resistance between the first sliding member 76 and the first stopper 73, so that the first sliding member 76 can slide easily in the first slide hole 732, and also helps to reduce the wear between the first sliding member 76 and the first stopper 73. In addition, since the first light rod 762 is not provided with an external thread, the first light rod 762 can also serve as a stopper structure for the first sliding member 76 to be assembled on the pull ring shaft 722, so that the first screw rod 761 in the first sliding member 76 is completely screwed into the pull ring shaft 722 to achieve assembly in place, which also helps to simplify the structure of the first sliding member 76.

[0237] In some embodiments, the first slide 76 may be a threaded pin.

[0238] In some embodiments, the second stopper 74 can be assembled to the fuselage assembly seat 71 in various ways. For example, the second stopper 74 can be welded to the fuselage assembly seat 71, and for another example, the second stopper 74 and the fuselage assembly seat 71 can be fixed together by screws, bolts, screws, rivets or other fasteners. In other embodiments, the second stopper 74 and the fuselage assembly seat 71 can also be an integrally formed structure.

[0239] In some embodiments, the second stopper 74 may have a second transition surface 741, the second transition surface 741 faces the first stopper 73 or the pull ring 72, the second transition surface 741 may be located on the side of the second stopper 74 away from the fuselage assembly seat 71, and the distance between the second transition surface 741 and the first stopper 73 may gradually increase in the direction away from the fuselage assembly seat 71. In this way, it is helpful to reduce the obstruction of the second stopper 74 to the swing of the pull ring 72, so that the distance between the second stopper 74 and the first stopper 73 does not need to be reserved too large, and the pull ring 72 can be conveniently swung relative to the fuselage assembly seat 71, thereby helping to reduce the size of the traction docking mechanism 70.

[0240] In some embodiments, the second transition surface 741 may be a plane, which helps to simplify the structure of the second transition surface 741 and facilitates the manufacturing and forming of the second stopper 74 .

[0241] In some embodiments, the second transition surface 741 may be a curved surface. For example, the second transition surface 741 may be a spherical surface or an ellipsoidal spherical surface. This also helps to simplify the structure of the second transition surface 741 and facilitates the manufacturing and molding of the second stopper 74. In particular, when the second transition surface 741 is a curved surface, the second transition surface 741 is a concave curved surface.

[0242] In some embodiments, the second limiting member 74 may be provided with a second sliding hole 742 , and the lowest point of the height of the second sliding hole 742 may be located between two ends of the second sliding hole 742 .

[0243] For example, the second sliding hole 742 may have a fourth end, a fifth end, and a sixth end, the fourth end and the fifth end may be two opposite ends of the second sliding hole 742 in the horizontal direction, and the sixth end may be located between the fourth end and the fifth end. The sixth end may be the lowest point in the second sliding hole 742, and the height of the fourth end and the height of the fifth end are both higher than the height of the sixth end.

[0244] The traction docking mechanism 70 may further include a second sliding member 77, which may be connected to the pull ring shaft 722. The second sliding member 77 may be slidably inserted into the second sliding hole 742 along the extension direction of both ends of the second sliding hole 742. When the second sliding member 77 slides along the second sliding hole 742, it can drive the pull ring 72 to slide synchronously.

[0245] In this way, when the pull ring 72 loses the external force, the second sliding member 77 can slide and return to the lowest position in the second sliding hole 742 under the action of its own weight and the weight of the pull ring 72, for example, the second sliding member 77 slides from the fourth end to the sixth end, and for example, the second sliding member 77 slides from the fifth end to the sixth end; and in the process of the second sliding member 77 sliding to the lowest position in the second sliding hole 742, the pull ring 72 can also be automatically centered, so that the pull ring 72 will not be too biased to one side of the first limiter 73 or the second limiter 74, thereby helping to achieve the pull ring 72 automatically centered when the external force is lost, without manual centered or additional centered structure. In addition, since the first sliding member 76 is arranged on both sides of the pull ring 72 to match the first sliding hole 732 and the second sliding member 77 is arranged to match the second sliding hole 742, it helps to improve the stability of the automatic centered of the pull ring 72, and helps to avoid the situation where the sliding member and the sliding hole on one side are damaged and cannot be automatically centered.

[0246] In some embodiments, the second sliding hole 742 may be substantially arc-shaped, for example, the second sliding hole 742 may be substantially circular arc-shaped or elliptical arc-shaped, which helps to simplify the shape of the second sliding hole 742 and facilitates the shaping of the second sliding hole 742 .

[0247] In some embodiments, the second slide hole 742 may be formed by two connected linear long holes, the two linear long holes have an angle, and the height of the connection point of the two linear long holes may be the lowest point in the second slide hole 742. This also helps to simplify the shape of the second slide hole 742 and facilitates the molding of the second slide hole 742.

[0248] In some embodiments, the second sliding hole 742 may be a through hole, and the second sliding hole 742 may penetrate through two opposite sides of the second stopper 74. In this way, it is convenient to connect the second sliding member 77 to the pull ring shaft 722 and insert it into the second sliding hole 742.

[0249] In some other embodiments, the second sliding hole 742 may be a blind hole, and the second sliding hole 742 may be formed on a surface of the second limiting member 74 facing the pull ring shaft 722 or the first limiting member 73 .

[0250] In some embodiments, the second sliding member 77 may include a second screw rod 771 and a second polished rod 772 , and the second screw rod 771 and the second polished rod 772 may be axially connected.

[0251] The second screw rod 771 may be assembled on the pull ring shaft 722 . For example, the pull ring shaft 722 may be provided with an internal thread adapted to the external thread of the second screw rod 771 , and the internal thread is connected to the external thread of the second screw rod 771 .

[0252] The second light rod 772 can be slidably inserted into the second slide hole 742 along the extension direction of the two ends of the second slide hole 742. In this way, the second light rod 772 helps to reduce the resistance between the second sliding member 77 and the second stopper 74, so that the second sliding member 77 is easy to slide in the second slide hole 742, and also helps to reduce the wear between the second sliding member 77 and the second stopper 74. In addition, since the second light rod 772 is not provided with an external thread, the second light rod 772 can also serve as a stopper structure for the second sliding member 77 to be assembled on the pull ring shaft 722, so that the second screw rod 771 in the second sliding member 77 is completely screwed into the pull ring shaft 722 to achieve assembly in place, which also helps to simplify the structure of the second sliding member 77.

[0253] In some embodiments, the second slide member 77 may be a threaded pin.

[0254] In some embodiments, the traction docking mechanism 70 may further include an elastic reset member 78, and the elastic reset member 78 and the pull ring shaft 722 may be distributed along the axial direction of the pull ring shaft 722, and the elastic reset member 78 may abut between the pull ring shaft 722 and the fuselage assembly seat 71. In this way, the elastic reset member 78 may provide elastic force for the pull ring shaft 722, which helps the pull ring shaft 722 to drive the first sliding member 76 to slide and reset to the lowest position in the first sliding hole 732 under the action of the elastic force, and drive the second sliding member 77 to slide and reset to the lowest position in the second sliding hole 742, effectively ensuring that the pull ring 72 can automatically straighten in the absence of external force.

[0255] In some embodiments, the elastic return member 78 may be a spring, a compression spring or other structures.

[0256] In some embodiments, see Figure 2 and Figure 3 The separation and combination device 100 may further include a locking mechanism 60, which may be mounted on the vehicle body 201. The aircraft 300 may further include a limiting mechanism 303, which may be mounted on the fuselage 301, and which is suitable for locking with the locking mechanism 60, so that the aircraft 300 and the road vehicle 200 can be relatively fixed and not easily separated from each other.

[0257] In some embodiments, the limiting mechanism 303 may be located at least one of the bottom and the side of the body 301. For example, the limiting mechanism 303 may be located at the bottom of the body 301; for another example, the limiting mechanism 303 may be located at the side of the body 301; for another example, the limiting mechanism 303 may be located at the bottom and the side of the body 301.

[0258] Reference Fig.29 , Fig.30The locking mechanism 8500 includes a lock body 8510, a lock rod 8520 and a controllable force structure. The lock body 8510 is provided with a first connection gap 8511; the first connection gap 8511 is used for the limiting mechanism 9540 to move in along a preset direction, the lock rod 8520 is used to move to cover at least part of the first connection gap 8511 and to abut against the side wall of the limiting mechanism 9540, and the controllable force structure is used to connect the lock rod 8520 and prevent the lock rod 8520 from moving away from the first connection gap 8511, thereby improving the connection stability after the flying body 9000 is combined with the form body 8000. In this embodiment, the controllable force structure can be understood as being able to keep the lock rod 8520 covering the first connection gap 8511 or to keep the lock rod 8520 away from the first connection gap 8511 according to the electrical signal. Among them, the limiting mechanism 9540 can be a limiting pin.

[0259] In some embodiments, the locking rod 8520 is used to rotate to cover at least part of the first connection gap 8511; the controllable force-applying structure includes a driving device 8530 and a transmission member 8540, and the transmission member 8540 is in transmission connection with the driving device 8530; the driving device 8530 can be set as a driving motor that can be controlled by an electrical signal, etc. When the locking rod 8520 covers the first connection gap 8511, the transmission member 8540 is used to move to abut against the side of the locking rod 8520 that is away from the first connection gap 8511, wherein the movement mode of the transmission member 8540 includes rotation and translation, for example, connected by a rotating shaft structure or a sliding groove structure. The transmission member 8540 can prevent the force of the limiting mechanism 9540 from directly acting on the driving device 8530, thereby increasing the service life of the driving device 8530.

[0260] In some embodiments, the transmission member 8540 is rotatably connected to the lock body 8510, and the driving device 8530 is used to rotate the transmission member 8540 along the first annular direction W1 or the annular direction, and the first annular direction is opposite to the second annular direction. When the lock rod 8520 covers the first connection notch 8511, the transmission member 8540 is used to rotate along the first annular direction W1 to abut against the side of the lock rod 8520 facing away from the first connection notch 8511; the lock body 8510 is provided with a blocking block 8550, and the blocking block 8550 is used to abut against the transmission member 8540 in front of the first annular direction W1 to prevent the lock rod 8520 from driving the transmission member 8540 to rotate along the first annular direction W1. In this embodiment, when the limiting mechanism 9540 has a tendency to escape outward, the blocking block 8550 can block the transmission member 8540, thereby blocking the lock rod 8520 through the transmission member 8540, so that the lock rod 8520 stably locks the limiting mechanism 9540.

[0261] In some embodiments, the locking mechanism 8500 further includes a detection member 8560, for example, the detection member 8560 can be configured to include a third travel switch. The detection member 8560 is electrically connected to the driving device 8530, and the detection member 8560 is used to detect that the locking rod 8520 rotates to cover the first connection gap 8511 or to detect that the limiting mechanism 9540 moves into the connection gap, so that when the limiting mechanism 9540 is in the locking position, the driving device 8530 stops power output to reduce power consumption.

[0262] In some embodiments, reference Fig.31 The lock rod 8520, the transmission member 8540 and the detection member 8560 are arranged on the same surface of the lock body 8510, and the driving device 8530 is arranged on the other surface of the lock body 8510 facing away from the transmission member 8540, thereby improving space utilization. Among them, the lock body 8510 can be set as a plate.

[0263] In some embodiments, reference Fig.30 A curved surface 8541 is provided on the side of the transmission member 8540 facing the locking rod 8520. When the transmission member 8540 rotates in the circumferential direction to a preset position, which can be understood as a position corresponding to the opening of the locking rod 8520, the center of the curved surface 8541 is consistent with the rotation center of the locking rod 8520 and the radius of the curved surface 8541 is greater than or equal to the maximum rotation radius R of the locking rod 8520 facing the transmission member 8540, so that the locking rod 8520 can be opened smoothly while the compactness of the structure is improved through the curved surface 8541.

[0264] In some embodiments, reference Fig.32 , Fig.33 and Fig.34 , one end of the lock rod 8520 is rotatably connected to the lock body 8510, and the other end of the lock rod 8520 is provided with a second connection notch 8521; the locking mechanism 8500 further includes a first elastic member 8570, the two ends of the first elastic member 8570 are respectively connected to the lock body 8510 and the lock rod 8520, and the first elastic member 8570 is used to rotate the lock rod 8520 away from the first connection notch 8511 and away from the second connection notch 8521 for the limiting mechanism 9540 to enter; wherein the first elastic member 8570 can be set as a spring, a spring, etc. The inner side wall of the second connection notch 8521 is used for the limiting mechanism 9540 to abut along the preset direction X, so as to drive the lock rod 8520 to rotate to cover at least part of the first connection notch 8511. In this embodiment, when the limiting mechanism 9540 enters the first connection notch 8511 along the preset direction X, it can store energy for the first elastic member 8570, so that the first elastic member 8570 can provide a power source for the locking rod 8520, reducing the power consumption of the locking mechanism 8500.

[0265] In some embodiments, a first buffer layer 8512 is provided on the inner side wall of the first connection notch 8511, and the first buffer layer 8512 can be set to rubber or the like to reduce the risk of the limiting mechanism 9540 hitting the first connection notch 8511. A buffer layer 8522 is provided on the inner side wall of the second connection notch 8521, and the buffer layer 8522 can be set to rubber or the like to reduce the risk of the limiting mechanism 9540 hitting the second connection notch 8521.

[0266] In this application, unless otherwise clearly specified or limited, the terms "installation", "connection" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, an integral connection, or a transmission connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0267] In addition, the terms "first", "second", etc. are only used to distinguish descriptions and cannot be understood as specific or special structures. The description of the term "some embodiments" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the schematic representation 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 one or more embodiments or examples in a suitable manner. 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.

[0268] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A separation and combination device for a two-part flying car including a road vehicle and an aircraft, characterized in that: The separation and combination device comprises: a telescopic traction mechanism, the telescopic traction mechanism being arranged on the body of the road-going vehicle; and A plurality of linear motion mechanisms are provided on the body of the road vehicle, and the plurality of linear motion mechanisms are horizontally distributed on opposite sides of the telescopic traction mechanism, and the output end of each linear motion mechanism is connected to the telescopic traction mechanism, and the movement direction of the output ends of the plurality of linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism.

2. The separation and combination device according to claim 1, characterized in that: The linear motion mechanism includes a bearing shell, a lead screw, a lead screw nut, a nut support and a support slider. The bearing shell is arranged on the body of the road vehicle. A slideway is provided in the bearing shell. The lead screw is rotatably mounted on the bearing shell. The lead screw nut is mounted on the lead screw. The nut support is located in the slideway. The nut support is spaced apart from the inner wall of the slideway. The nut support is connected to the lead screw nut. The output end of the linear motion mechanism is arranged on the nut support and is located on one side of the bearing shell along the horizontal direction. The support slider is arranged between the nut support and the inner wall of the slideway.

3. The separation and combination device according to claim 1, characterized in that: The telescopic traction mechanism includes a carrying box, a sliding bracket, a traction member, a bracket driving assembly and a bracket limiting member. The sliding bracket can be slidably assembled on the carrying box, the traction member is assembled on the sliding bracket, the bracket driving assembly is assembled on the carrying box and is suitable for driving the sliding bracket to move relative to the carrying box, the bracket limiting member is located in the moving path of the sliding bracket, and the bracket limiting member is relatively fixed to the carrying box.

4. The separation and combination device according to claim 1, characterized in that: The telescopic traction mechanism includes a carrying box, a sliding bracket and a traction member, the sliding bracket can be slidably assembled on the carrying box, the traction member is annular, and the traction member can be rotatably assembled on the sliding bracket. The traction member can be selectively rotated to a limited position or an unlocked position relative to the sliding bracket; wherein, when the traction member is rotated to the limited position relative to the sliding bracket, the traction member extends out of the sliding bracket, and the inner annular surface of the traction member located outside the sliding bracket and the sliding bracket together form a limited space; when the traction member is rotated to the unlocked position relative to the sliding bracket, the traction member is retracted into the sliding bracket.

5. The separation and combination device according to claim 1, characterized in that: The telescopic traction mechanism includes a carrying box, a sliding bracket, a traction member and a bracket supporting rod. The sliding bracket can be slidably assembled on the carrying box, the traction member is assembled on the sliding bracket, the bracket supporting rod is located between the bottom of the sliding bracket and the carrying box, and there is a gap between the bracket supporting rod and the bottom of the sliding bracket.

6. The separation and combination device according to claim 1, characterized in that: The separation and combination device also includes a plurality of guide bases, and the plurality of guide bases are all arranged on the body of the road vehicle, and the plurality of guide bases are distributed on opposite sides of the telescopic traction mechanism along the horizontal direction.

7. The separation and combination device according to claim 1, characterized in that: The separation and combination device also includes a supporting mechanism, which is arranged on the body of the road vehicle, and the supporting top of the supporting mechanism is higher than or equal to at least one of the top of the telescopic traction mechanism and the top of the linear motion mechanism.

8. A road-going vehicle, characterized in that: include: A vehicle body, wherein the vehicle body is provided with an aircraft storage compartment, and the aircraft storage compartment is located on a side of the cabin of the road-going vehicle facing the rear of the road-going vehicle; as well as According to any one of claims 1 to 7, the separation and combination device is assembled on the vehicle body and located in the aircraft storage compartment.

9. A two-part flying car, characterized in that: include: Aircraft; as well as According to the road vehicle according to claim 8, the aircraft storage compartment is suitable for accommodating the aircraft.

10. The two-part flying car according to claim 9, characterized in that: The aircraft includes a fuselage and a towing and docking mechanism, the towing and docking mechanism includes a fuselage assembly seat, a pull ring, a first limit member and a second limit member, the fuselage assembly seat is assembled on the fuselage and is located at the bottom of the aircraft, the pull ring is rotatably assembled on the fuselage assembly seat, and the first limit member and the second limit member are respectively located on opposite sides of the pull ring relative to the fuselage assembly seat.

11. The two-part flying car according to claim 9, characterized in that: The aircraft includes a fuselage and a guide wheel, and the guide wheel includes a first pillar, a first roller and a first bushing. The first pillar is mounted on the fuselage and located at the bottom of the aircraft. The first roller is rollably mounted on the first pillar. The rotation axis of the first roller is perpendicular to the horizontal direction. The first bushing is rotatably mounted on the first pillar.

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