Separating coupling device, road vehicle and two-part flying vehicle

Abstract

The application provides a separation and combination device, a road vehicle and a two-part flying vehicle. The separation and combination device is used for the two-part flying vehicle comprising a road vehicle and a flying vehicle. The separation and combination 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. The plurality of linear motion mechanisms are arranged on the vehicle body of the road vehicle. The plurality of linear motion mechanisms are distributed on opposite sides of the telescopic traction mechanism along a horizontal direction. The output end of each linear motion mechanism is connected to the telescopic traction mechanism. The movement direction of the output end of the plurality of linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism. The distribution of the plurality of linear motion mechanisms along the horizontal direction also helps to reduce the height of the separation and combination device, avoiding the increase of the height of the separation and combination device caused by the vertical stacking distribution of the plurality of linear motion mechanisms.

Description

TECHNICAL FIELD

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

[0002] Flying cars have always been a focus of research. 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, there are currently researches proposing the research direction of two-part flying cars, which split the functions of flying cars into land travel parts and flight parts, including various configurations such as two-part and three-part.

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

[0004] However, since the overall height of the road vehicle carrying the aircraft when driving needs to meet the height limit standard of the road, the low height design of the separation and combination device needs to be considered. SUMMARY

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

[0006] Embodiments of the present application achieve the above-mentioned purposes through the following technical solutions.

[0007] The embodiments of the present application provide a separation and combination device. The separation and combination device is used in a two-part flying car including a road 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 a vehicle body of the road vehicle. The plurality of linear motion mechanisms are arranged on the vehicle body of the road vehicle. The plurality of linear motion mechanisms are distributed on opposite sides of the telescopic traction mechanism along a horizontal direction. The output end of each linear motion mechanism is connected to the telescopic traction mechanism. The movement direction of the output end 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 bearing shell, a lead screw, a lead screw nut, a nut support and a support slider. The bearing shell is arranged on the vehicle body of the road vehicle. A slide channel is arranged in the bearing shell. The lead screw is rotatably assembled in the bearing shell. The lead screw nut is assembled on the lead screw. The nut support is located in the slide channel and is spaced from the inner wall of the slide channel. 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 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 slide channel.

[0009] In some embodiments, the telescopic traction mechanism comprises a bearing box, a sliding bracket, a traction member, a bracket driving assembly and a bracket limiting member. The sliding bracket is slidably assembled in the bearing box. The traction member is assembled in the sliding bracket. The bracket driving assembly is assembled in the bearing box and is adapted to drive the sliding bracket to move relative to the bearing box. The bracket limiting member is located in the moving path of the sliding bracket and is fixed relative to the bearing box.

[0010] In some embodiments, the telescopic traction mechanism comprises a bearing box, a sliding bracket and a traction member. The sliding bracket is slidably assembled in the bearing box. The traction member is annular and is rotatably assembled in the sliding bracket. The traction member is selectively rotatable to a limiting position or an unlocking position relative to the sliding bracket. When the traction member is rotated to the limiting position relative to the sliding bracket, the traction member extends out of the sliding bracket. An inner annular surface of the traction member located outside the sliding bracket and the sliding bracket jointly enclose a limiting space. When the traction member is rotated to the unlocking position relative to the sliding bracket, the traction member is retracted into the sliding bracket.

[0011] In some embodiments, the telescopic traction mechanism comprises a bearing box, a sliding bracket, a traction member and a bracket bearing rod. The sliding bracket is slidably assembled in the bearing box. The traction member is assembled in the sliding bracket. The bracket bearing rod is located between the bottom of the sliding bracket and the bearing box and has a gap with the bottom of the sliding bracket.

[0012] In some embodiments, the separating and combining device further comprises a plurality of guide bases. The plurality of guide bases are arranged on the vehicle body of the road vehicle. The plurality of guide bases are distributed along the horizontal direction on the opposite sides of the telescopic traction mechanism.

[0013] In some embodiments, the separating and combining device further comprises a supporting mechanism. The supporting mechanism is arranged on the vehicle body of the road vehicle. The supporting top end of the supporting mechanism is higher than or equal to at least one of the top end of the telescopic traction mechanism and the top end of the linear motion mechanism.

[0014] Embodiments of the present application provide a road vehicle. The road vehicle comprises a vehicle body and the separating and combining device of any of the above embodiments. The vehicle body is provided with an aircraft accommodating compartment. The aircraft accommodating compartment is located on the side of the road vehicle towards the tail of the road vehicle. The separating and combining device is assembled on the vehicle body and located in the aircraft accommodating compartment.

[0015] Embodiments of the present application provide a two-part flying automobile. The two-part flying automobile comprises an aircraft and the road vehicle of any of the above embodiments. The aircraft accommodating compartment is adapted to accommodate the aircraft.

[0016] In some embodiments, the aerial vehicle includes a fuselage and a traction docking mechanism, the traction docking mechanism includes a fuselage mounting base, a pull ring, a first limiting piece and a second limiting piece, the fuselage mounting base is mounted on the fuselage and located at the bottom of the aerial vehicle, the pull ring is rotatably mounted on the fuselage mounting base, and the first limiting piece and the second limiting piece are respectively located on opposite sides of the pull ring deviated from the fuselage mounting base.

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

[0018] In the separating and combining device, the road vehicle and the two-part aerial vehicle provided by the embodiments of the present application, the telescopic traction mechanism and the plurality of linear motion mechanisms of the separating and combining device are arranged on the vehicle body of the road vehicle, 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 plurality of linear motion mechanisms is the same as the telescopic direction of the traction end of the telescopic traction mechanism. In this way, the separating and combining device can not only move the telescopic traction mechanism through the linear motion mechanism to realize pulling and pushing the aerial vehicle, but also pull and push the aerial vehicle through the telescopic traction mechanism, so that the aerial vehicle can be pulled and pushed twice. The plurality of linear motion mechanisms are distributed on opposite sides of the telescopic traction mechanism along the horizontal direction, so that the plurality of linear motion mechanisms help to improve the driving force of the telescopic traction mechanism, so that the separating and combining device is more easily to pull and push the aerial vehicle, and the distribution of the plurality of linear motion mechanisms along the horizontal direction also helps to reduce the height of the separating and combining device, avoiding the increase of the height of the separating and combining device caused by the vertical stacking of the plurality of linear motion mechanisms. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0020] Figure 1 The structure schematic diagram of the combination of the road vehicle and the aerial vehicle in the aerial vehicle provided by the embodiments of the present application is shown. Figure 2 The structure schematic diagram of the separation of the road vehicle and the aerial vehicle in the aerial vehicle of the present application is shown. Figure 1 The structure schematic diagram of the aerial vehicle of the aerial vehicle of the present application is shown. Figure 3 The structure schematic diagram of the aerial vehicle of the aerial vehicle of the present application is shown. Figure 1 The structure schematic diagram of the aerial vehicle of the aerial vehicle of the present application is shown. Figure 4 The structure schematic diagram of the aerial vehicle of the aerial vehicle of the present application is shown. Figure 3An enlarged schematic view of the aircraft of Fig. 4 at IV. Figure 5 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 3 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 6 An exploded structural schematic view of the aircraft of Fig. 4 is shown.

[0021] Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 2 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 8 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 9 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown.

[0022] Figure 10 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 11 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 12 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 13 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 14 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 15 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 16 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 7 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 17 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 11 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 18 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 17 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 19 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 17 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 20 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 17 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 21 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 17 An exploded structural schematic view of the aircraft of Fig. 4 is shown.

[0023] Figure 22 An exploded structural schematic view of the aircraft of Fig. 4 is shown. Figure 2A partial cross-sectional diagram of the road vehicle of the flying car. Figure 23 It shows Figure 11 An exploded view of the guide mechanism of the separation and connection device. Figure 24 It shows Figure 3 The wheels of the aircraft entered Figure 23 A schematic diagram of the guiding mechanism. Figure 25 It shows Figure 3 The guide wheels of the aircraft enter Figure 23 A cross-sectional structural diagram of the guiding mechanism. Figure 26 It shows Figure 3 The aircraft's load-bearing wheels enter Figure 23 A cross-sectional structural diagram of the guiding mechanism. Figure 27 It shows Figure 11 A schematic diagram of the exploded structure of the support mechanism of the separation and connection device. Figure 28 It shows Figure 11 A schematic diagram of another state of the separation and combination device. Figure 29 It shows Figure 2 The locking mechanism of the road vehicle and Figure 3 A schematic diagram of the limiting mechanism of an aircraft. Figure 30 It shows Figure 2 A partial structural diagram of the locking mechanism for road vehicles. Figure 31 It shows Figure 2 A schematic diagram of another part of the locking mechanism for road vehicles. Figure 32 It shows Figure 2 The locking mechanism of the road vehicle and Figure 3 A schematic diagram of another state of the limiting mechanism of the aircraft. Figure 33 It shows Figure 2 The locking mechanism of the road vehicle and Figure 3 A schematic diagram of another state of the limiting mechanism of the aircraft. Figure 34 It shows Figure 2 The locking mechanism of the road vehicle and Figure 3 A schematic diagram of the limiting mechanism of an aircraft in another state. Detailed Implementation

[0024] 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 with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative effort are within the scope of protection of the present application.

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

[0026] Referring to Figure 1 and Figure 2 , the embodiments of the present application provide a two-part flying car 1000, which comprises a road vehicle 200 and a flying vehicle 300, and the flying vehicle 300 can be combined with and separated from the road vehicle 200. As shown in Figure 1 , when the flying vehicle 300 is combined with the road vehicle 200, the road vehicle 200 can carry the flying vehicle 300 to travel. As shown in Figure 2 , when the flying vehicle 300 is separated from the road vehicle 200, the flying vehicle 300 can fly independently away from the road vehicle 200, and the road vehicle 200 can travel independently away from the flying vehicle 300.

[0027] In some embodiments, the flying vehicle 300 can be a flying vehicle powered by a traditional energy source such as fuel, or can be a hybrid electric flying vehicle, a pure electric flying vehicle, or a fuel cell electric flying vehicle.

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

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

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

[0031] In some embodiments, the vehicle body 201 can be provided with a flying vehicle accommodating compartment 2011, the flying vehicle accommodating compartment 2011 is suitable for accommodating the flying vehicle 300, and the separation and combination device 100 can be located in the flying vehicle accommodating compartment 2011. The flying vehicle accommodating compartment 2011 can be located on the side of the road vehicle 200 towards the tail of the road vehicle 200. For example, the flying vehicle accommodating compartment 2011 and the cockpit can be distributed in sequence along the direction from the tail of the road vehicle 200 towards the head of the road vehicle 200. The cockpit can be a driver's cabin or a passenger area of the road vehicle 200.

[0032] In some embodiments, referring to Figure 2 and Figure 3, the aircraft 300 includes a fuselage 301 and a towing docking mechanism 70, which is assembled to the fuselage 301. The aircraft 300 can be separated and coupled with the separation and coupling device 100 through the towing docking mechanism 70.

[0033] In some embodiments, the towing docking mechanism 70 can be located at the bottom of the aircraft 300, for example, the towing docking mechanism 70 can be assembled to 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 coupling can include positioning, connecting, aligning, pulling in, locking, etc., for example, the road vehicle 200 is positioned and stopped near the aircraft 300, the separation and coupling device 100 of the road vehicle 200 is connected with the towing docking mechanism 70 of the aircraft 300, the positions of the road vehicle 200 and the aircraft 300 are aligned, the separation and coupling device 100 gradually pulls the aircraft 300 into the road vehicle 200 (for example, the aircraft accommodating compartment 2011), and the aircraft 300 is locked after the aircraft 300 is pulled into position by the separation and coupling device 100, so as to realize the coupling of the aircraft 300 and the road vehicle 200.

[0035] In some embodiments, the separation and coupling device 100 can enter the aircraft 300 into the road vehicle 200 from the direction of the tail of the road vehicle 200 towards the head of the road vehicle 200. In this way, it is helpful to avoid that the aircraft 300 blocks the view of the driver's cabin of the road vehicle 200 after the aircraft 300 is coupled with the road vehicle 200.

[0036] In some embodiments, the process of adjusting the aircraft 300 and the road vehicle 200 from coupling to separation can include unlocking, pushing out, separating, etc., for example, the separation and coupling device 100 unlocks the aircraft 300, the separation and coupling device 100 gradually pushes the aircraft 300 out of the road vehicle 200 (for example, the aircraft accommodating compartment 2011), and the separation and coupling device 100 and the towing docking mechanism 70 of the aircraft 300 are mutually separated after the aircraft 300 is pushed out to position, so as to realize the separation of the aircraft 300 and the road vehicle 200.

[0037] In some embodiments, the separation and coupling device 100 can push the aircraft 300 out of the road vehicle 200 from the direction of the head of the road vehicle 200 towards the tail of the road vehicle 200.

[0038] In some embodiments, the aircraft 300 can also include wheels, which can be located at the bottom of the aircraft 300, for example, the wheels can be assembled to the bottom of the fuselage 301, and the wheels facilitate the pulling and pushing of the aircraft 300 by the separation and coupling device 100.

[0039] In some embodiments, the aerial vehicle 300 can further comprise landing gears 302, and each of the two opposite sides of the fuselage 301 can be hinged with a landing gear 302, which can be selectively rotated to a supporting position or a storage position relative to the fuselage 301. In the case that 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 whole machine; in the case that 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 can be located to the side of the fuselage 301, thereby facilitating the separating and combining device 100 to pull the aerial vehicle 300 into the road vehicle 200.

[0040] In some embodiments, in the case that the aerial vehicle 300 is combined with the road vehicle 200, the separating and combining device 100 can be located at the bottom of the aerial vehicle 300.

[0041] In some embodiments, the separating and combining device 100 can have the following structural form. For example, referring to Figure 7 , the separating and combining device 100 comprises a telescopic traction mechanism 10 and a linear motion mechanism 20, and both the telescopic traction mechanism 10 and the linear motion mechanism 20 are arranged on the vehicle body 201 of the road vehicle 200, for example, the telescopic traction mechanism 10 can be located in the aerial vehicle accommodating compartment 2011 of the vehicle body 201, and the linear motion mechanism 20 can also be located in the aerial vehicle accommodating compartment 2011 of the vehicle body 201. Both the telescopic traction mechanism 10 and the linear motion mechanism 20 are used to drive the aerial vehicle 300 to move.

[0042] In some embodiments, the traction end of the telescopic traction mechanism 10 can be used to connect the aerial vehicle 300, and 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 separating and combining device 100 can not only drive the telescopic traction mechanism 10 to move through the linear motion mechanism 20, thereby realizing pulling and pushing the aerial vehicle 300, but also can pull and push the aerial vehicle 300 through the telescopic traction mechanism 10, thereby realizing secondary pulling and secondary pushing of the aerial vehicle 300.

[0043] In some embodiments, the telescopic traction mechanism 10 and the linear motion mechanism 20 can be distributed along a horizontal direction, for example, the telescopic traction mechanism 10 and the linear motion mechanism 20 can be arranged on the same horizontal plane, and the telescopic traction mechanism 10 and the linear motion mechanism 20 can have a height difference along the vertical direction Z within a set error range. In this way, the height of the separation and combination device 100 can be reduced, and the telescopic traction mechanism 10 and the linear motion mechanism 20 are prevented from being stacked along the vertical direction Z to increase the height of the separation and combination device 100, which helps to reduce the overall height of the aircraft 300 and the road vehicle 200 after combination, and facilitates the overall height of the two-part flying car 1000 to meet the height limit standard of the road when the road vehicle 200 carries the aircraft 300.

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

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

[0046] When the number of linear motion mechanisms 20 is more than one, the plurality of linear motion mechanisms 20 can be arranged on the vehicle body 201 of the road vehicle 200, and the plurality of linear motion mechanisms 20 can be distributed along a 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 plurality of linear motion mechanisms 20 helps to improve the driving force of the telescopic traction mechanism 10, making it easier for the separation and combination device 100 to pull and push the aircraft 300, and the horizontal distribution of the plurality of linear motion mechanisms 20 also helps to reduce the height of the separation and combination device 100, preventing the plurality of linear motion mechanisms 20 from being stacked along the vertical direction Z to increase the height of the separation and combination device 100.

[0047] In this application, the term "a plurality of" means greater than or equal to two, for example, the number of linear motion mechanisms 20 can be two, three, four, five, six, or other numbers. The terms "upper", "lower", "left", "right", and the like can be based on the position of the corresponding structure in the normal placement and use, or can be based on the position of each structure in the figure as a reference.

[0048] In some embodiments, the plurality of linear motion mechanisms 20 can be distributed along the horizontal direction on opposite sides of the telescopic traction mechanism 10, for example, the plurality of linear motion mechanisms 20 can be distributed along the horizontal direction 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, which also helps the plurality of linear motion mechanisms 20 to limit the telescopic traction mechanism 10 from opposite sides of the telescopic traction mechanism 10, and also helps the plurality of linear motion mechanisms 20 to more balancedly provide driving force for the telescopic traction mechanism 10 from opposite sides of the telescopic traction mechanism 10, so that the separation and combination device 100 can more stably pull and push the aircraft 300 through the plurality of linear motion mechanisms 20.

[0049] In some embodiments, referring to Figure 8 and Figure 9 , the linear motion mechanism 20 can include a bearing shell 21, a lead screw 22, a lead screw nut 23, a nut support 24, and a support slider 25.

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

[0051] Among them, the output end of the linear motion mechanism 20 can be provided on the nut support 24 and located on one side of the bearing shell 21 along the horizontal direction, for example, the nut support 24 can be connected to the telescopic traction mechanism 10, so that the nut support 24 can move relative to the bearing shell 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 helps to reduce the height of the linear motion mechanism 20, and also helps the telescopic traction mechanism 10 to be connected 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, both ends of the lead screw 22 can be sleeved with bearings 220, and the outer rings of the two bearings 220 can be relatively fixed with the bearing shell 21, for example, the outer rings of the bearings 220 can be fixed with the bearing shell 21 through bearing seats 221, so that the lead screw 22 can rotate more smoothly relative to the bearing shell 21.

[0053] In some embodiments, the linear motion mechanism 20 can be implemented by a hydraulic telescopic rod, a synchronous belt, a gear rack or a chain, instead of the above-mentioned screw rod 22.

[0054] In some embodiments, the bearing shell 21 can be provided with a slide channel 210, the nut support 24 can be located in the slide channel 210, the nut support 24 can be spaced from the inner wall 2101 of the slide channel 210, and the support sliding block 25 can be arranged between the nut support 24 and the inner wall 2101 of the slide channel 210. In this way, the support sliding block 25 helps to reduce the resistance between the nut support 24 and the bearing shell 21, facilitates the movement of the nut support 24 relative to the bearing shell 21, so that the ball bearing can not be used to reduce the weight and size of the linear motion mechanism 20, and also helps to reduce the noise and facilitates the maintenance. In addition, in the case that foreign matter enters the slide channel 210, the foreign matter is not easy to cause the support sliding block 25 to be stuck.

[0055] In some embodiments, the bearing shell 21 can include a bearing bottom wall 211, a bearing top wall 212 and a bearing side wall 213, the bearing bottom wall 211 can be arranged on the vehicle body 201 of the road vehicle 200, the bearing bottom wall 211 and the bearing top wall 212 are spaced from each other, the bearing bottom wall 211 and the bearing top wall 212 can be connected to the same side of the bearing side wall 213, and the bearing bottom wall 211, the bearing top wall 212 and the bearing side wall 213 can collectively form the above-mentioned slide channel 210. In this way, the bearing bottom wall 211, the bearing top wall 212 and the bearing side wall 213 can protect the nut support 24 from three directions and limit the nut support 24 from three directions.

[0056] In some embodiments, the bearing shell 21 can be generally U-shaped, so as to facilitate the manufacturing of the bearing shell 21.

[0057] In some embodiments, the bearing shell 21 can be a metal piece, for example, the bearing shell 21 can be an aluminum alloy shell, so that the bearing shell 21 has good strength and is light in weight.

[0058] In some embodiments, the nut support 24 can be protruded out of the slide channel 210 towards the side away from the bearing side wall 213, so as to facilitate the connection of the nut support 24 to the telescopic traction mechanism 10. In addition, the telescopic traction mechanism 10 can protect the nut support 24 from the side of the nut support 24 away from the bearing side wall 213 and limit the nut support 24.

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

[0060] In some embodiments, the support slider 25 can be partially embedded in the nut support 24. For example, referring to Figure 10 The outer circumferential surface of the nut support 24 can be provided with a support groove 240, and the support slider 25 can be partially located in the support groove 240. In this way, it helps to reduce the height of the support slider 25 protruding from the nut support 24, thereby helping to reduce the size of the sliding channel 210 and the bearing shell 21, thereby helping to reduce the height of the linear motion mechanism 20, thereby helping to reduce the height of the separation and combination device 100.

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

[0062] In some embodiments, the support slider 25 can be provided with a slider groove 250, which can be provided on the surface of the support slider 25 facing the inner wall 2101 of the sliding channel 210, and the lubricating layer can be filled in the slider groove 250. In this way, the support slider 25 can accommodate a certain amount of lubricating layer, which helps to prolong the time for the lubricating layer to provide lubrication effect for the support slider 25 and the bearing shell 21.

[0063] In some embodiments, the number of 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, the support slider 25 can be arranged between the nut support 24 and the bearing bottom wall 211, the support slider 25 can be arranged between the nut support 24 and the bearing top wall 212, and the 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 towards the bearing bottom wall 211, the bearing top wall 212 and the bearing side wall 213, effectively reducing the resistance between the nut support 24 and the bearing shell 21, helping the nut support 24 to move more easily relative to the bearing shell 21, and also helping the linear motion mechanism 20 to have more stable advantages compared with the conventional lead screw 22 sliding table.

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

[0065] In some embodiments, referring to Figure 8 The linear motion mechanism 20 can further include a lead screw driving assembly 26, which can be connected to the lead screw 22, and the lead screw driving assembly 26 is adapted to drive the lead 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 lead screw driving assembly 26 can be connected to the end of the lead screw 22 away from the rear of the road vehicle 200, so that the lead screw driving assembly 26 does not block the aircraft 300 from entering the road vehicle 200.

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

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

[0069] In some embodiments, referring to Figure 11 , the lead screw driving motor 261 can be located on the side of the load bearing housing 21 facing the retractable traction mechanism 10. In this way, it helps to improve the utilization of the space on the side of the load bearing housing 21 facing the retractable traction mechanism 10, and helps to avoid increasing the width of the separation and combination device 100 by arranging the lead screw driving motor 261 on the side of the load bearing housing 21 away from the retractable traction mechanism 10, and also helps to avoid increasing the length of the separation and combination device 100 by distributing the lead screw driving motor 261 and the load bearing housing 21 along the axial direction of the lead screw 22. In other embodiments, as shown in Figure 7 and Figure 8 , the lead screw driving motor 261 and the load bearing housing 21 can also be distributed along the axial direction of the lead screw 22.

[0070] In some embodiments, referring to Figure 8 , the linear motion mechanism 20 can include a housing fixing member 27, which can be connected to the load bearing housing 21 and the vehicle body 201, so that the position of the load bearing 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 the side of the load 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 load bearing housing 21, nor does it block the movement of the retractable traction mechanism 10.

[0072] In some embodiments, the number of the shell fixing members 27 can be multiple, and the multiple shell fixing members 27 can be distributed along the length direction of the bearing shell 21. In this way, the multiple shell fixing members 27 can help to improve the stability of the bearing shell 21 fixed to the vehicle body 201.

[0073] In some embodiments, the number of the shell fixing members 27 can also be one, and the shell fixing member 27 can extend along the length direction of the bearing shell 21. In this way, it is also helpful to improve the stability of the bearing shell 21 fixed to the vehicle body 201.

[0074] Referring to Figure 12 and Figure 13 In some embodiments, the telescopic traction mechanism 10 can include the bearing box 11, the sliding bracket 12, and the traction member 13. The bearing box 11 can be arranged on the vehicle body 201 of the road vehicle 200, the sliding bracket 12 can be slidably assembled on the bearing box 11, and the traction member 13 can be assembled on the sliding bracket 12. The sliding of the sliding bracket 12 relative to the bearing box 11 can drive the traction member 13 to move relative to the bearing box 11.

[0075] In some embodiments, the traction end of the telescopic traction mechanism 10 can be arranged 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. In this way, the traction member 13 can drive the aircraft 300 to move under the action of the sliding of the sliding bracket 12.

[0076] In some embodiments, the traction member 13 can be generally annular, for example, the traction member 13 can be generally circular. The traction member 13 can be rotatably assembled on the sliding bracket 12, and the traction member 13 can be selectively rotated to a limiting position or an unlocking position relative to the sliding bracket 12.

[0077] In some embodiments, the traction member 13 can be generally annular, for example, the traction member 13 can be generally circular. The traction member 13 can be rotatably assembled on the sliding bracket 12, and the traction member 13 can be selectively rotated to a limiting position or an unlocking position relative to the sliding bracket 12. Figure 14 and Figure 15 In some embodiments, the traction member 13 can be generally annular, for example, the traction member 13 can be generally circular. The traction member 13 can be rotatably assembled on the sliding bracket 12, and the traction member 13 can be selectively rotated to a limiting position or an unlocking position relative to the sliding bracket 12.

[0078] In some embodiments, the traction member 13 can be generally annular, for example, the traction member 13 can be generally circular. The traction member 13 can be rotatably assembled on the sliding bracket 12, and the traction member 13 can be selectively rotated to a limiting position or an unlocking position relative to the sliding bracket 12. Figure 16When the traction member 13 rotates relative to the sliding bracket 12 to the unlocking position, the traction member 13 is retracted into the sliding bracket 12, and the traction member 13 and the traction docking mechanism 70 of the aerial vehicle 300 are separated from each other, which avoids limiting the traction docking mechanism 70 in the limiting space 130, helps to realize the separation of the telescopic traction mechanism 10 and the traction docking mechanism 70, and then helps to realize the separation of the separation and combination device 100 and the aerial vehicle 300.

[0079] In this way, the traction member 13 realizes the switching between the limiting position and the unlocking position by rotating relative to the sliding bracket 12, which helps to reduce the arrangement space reserved for the traction member 13 in the telescopic traction mechanism 10, and thus helps to reduce the size of the telescopic traction mechanism 10.

[0080] In some embodiments, the rotation axis of the traction member 13 can be perpendicular to the horizontal direction. In this way, it helps to reduce the space position occupied by the traction member 13 in the vertical direction Z, and helps to reduce the height of the telescopic traction mechanism 10.

[0081] In some embodiments, referring to Figure 14 , the inner annular surface of the traction member 13 can be provided with a clamping groove 131, and the clamping groove 131 is opposite and communicates with the limiting space 130 when the traction member 13 rotates relative to the sliding bracket 12 to the limiting position. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aerial vehicle 300, the traction docking mechanism 70 of the aerial vehicle 300 is clamped in the clamping groove 131, so that the traction docking mechanism 70 and the traction member 13 are not easy to slide relative to each other, which helps to improve the stability of the telescopic traction mechanism 10 or the linear motion mechanism 20 pulling the aerial vehicle 300.

[0082] In some embodiments, when the traction member 13 rotates relative to the sliding bracket 12 to the limiting position, the diameter of the traction member 13 passing through the clamping groove 131 can be parallel to the sliding direction of the sliding bracket 12 relative to the bearing box 11. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aerial vehicle 300, the telescopic traction mechanism 10 can more evenly provide pulling force to the traction docking mechanism 70, which helps to improve the stability.

[0083] In some embodiments, referring to Figure 12 and Figure 16, the sliding support 12 can be provided with an outwardly expanding opening 120, the width of the outwardly expanding opening 120 can gradually increase from the direction away from the sliding support 12, and in the case that the traction member 13 is rotated to the limiting position relative to the sliding support 12, the traction member 13 can be partially located in the outwardly expanding opening 120. In this way, in the process of docking the telescopic traction mechanism 10 with the traction docking mechanism 70, the outwardly expanding opening 120 can guide the traction docking mechanism 70 to the direction of the traction member 13, which helps the traction member 13 to be connected (or hooked) to the traction docking mechanism 70 when it is rotated to the limiting position, and also helps to reduce the requirement for the accuracy of the automatic driving of the road vehicle 200 to the position of the traction docking mechanism 70.

[0084] In some embodiments, the sliding support 12 can include a sliding base plate 121 and a cover plate 122, the sliding base plate 121 is slidably assembled to the carrying box 11, and the cover plate 122 is assembled to 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 be separated from the sliding support 12 along the vertical direction Z.

[0085] In some embodiments, the sliding support 12 can be directly slidably arranged in the carrying box 11, or can be slidably arranged in the carrying box 11 through an intermediate structure. For example, the telescopic traction mechanism 10 can further include a guide rail 141 and a guide rail slider 142, the guide rail 141 can be assembled to the carrying box 11, the guide rail slider 142 is slidably assembled to the guide rail 141, and the sliding support 12 can be assembled to 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 support 12 to move relative to the carrying box 11. Wherein, the sliding support 12 can be assembled to the guide rail slider 142 through the sliding base plate 121.

[0086] In this way, the sliding support 12 realizes sliding through the cooperation of the guide rail 141 and the guide rail slider 142, which helps to improve the sliding accuracy of the sliding support 12, so that the sliding process of the sliding support 12 is more stable and less prone to errors.

[0087] In some embodiments, the guide rail slider 142 and the guide rail 141 can be located below the sliding support 12. In this way, the guide rail slider 142 and the guide rail 141 can bear the sliding support 12.

[0088] In some embodiments, referring to Figure 17 , the bottom of the sliding support 12 can be provided with a support groove 123, and the guide rail slider 142 can be at least partially located in the support groove 123. In this way, it helps to reduce the height of the telescopic traction mechanism 10. Wherein, the support groove 123 can be provided on the sliding base plate 121.

[0089] In some embodiments, the guide rail 141 can be partially located within the bracket groove 123. In this way, it is also helpful to reduce the height of the telescopic traction mechanism 10.

[0090] In some embodiments, the number of guide rails 141 can be multiple, and the multiple guide rails 141 can be spaced apart in the horizontal direction. Correspondingly, the guide rail sliders 142 can also be multiple, and each guide rail 141 is equipped with at least one guide rail slider 142, and the multiple guide rail sliders 142 are equipped 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 movement of the sliding bracket 12 relative to the bearing box 11.

[0091] In some embodiments, the number of guide rail sliders 142 that can be equipped on each guide rail 141 can be one, two, three, or other numbers.

[0092] In some embodiments, the multiple guide rails 141 can be symmetrically distributed about the center of the sliding bracket 12. In this way, it is helpful for the multiple guide rails 141 to be more evenly distributed below the sliding bracket 12, so that the support force received by the lower part of the sliding bracket 12 is more uniform.

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

[0094] In some embodiments, referring to Figure 12 and Figure 14 , the telescopic traction mechanism 10 can further include a drive gear 151, which is rotatably arranged on the sliding bracket 12. The traction member 13 can be provided with a toothed portion 132 engaged with the drive gear 151, and the rotation of the drive 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 drive 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 drive gear 151 can be perpendicular to the horizontal direction, which helps to reduce the space occupied by the drive gear 151 in the vertical direction Z, and helps to reduce the height of the telescopic traction mechanism 10.

[0096] In some embodiments, the drive gear 151 can be a spur gear, which is convenient for manufacturing.

[0097] In some embodiments, the toothed portion 132 can be located on the inner annular surface of the traction member 13, and the drive gear 151 can be located on the inner annular side of the traction member 13. In this way, it is helpful to improve the space utilization of the inner annular side of the traction member 13, and to promote the miniaturization of the telescopic traction mechanism 10.

[0098] In some embodiments, the tooth portion 132 and the clamping groove 131 can be spaced apart on the inner annular surface of the traction member 13, and the tooth portion 132 can be at least partially located in the sliding support 12 when the traction member 13 is rotated relative to the sliding support 12 to the limiting position. In this way, when the telescopic traction mechanism 10 or the linear motion mechanism 20 pulls the aircraft 300, it helps to reduce the situation that the traction docking mechanism 70 collides with the tooth portion 132 and causes the tooth portion 132 to wear, thereby helping to improve the stability of the driving gear 151 driving the traction member 13 to rotate.

[0099] In some embodiments, the carrying box 11 can be provided with a pull ring avoiding space 110, and the pull ring avoiding space 110 can extend along the sliding direction of the sliding support 12. In this way, during the process that the telescopic traction mechanism 10 pulls the aircraft 300, the carrying box 11 can pass through the pull ring avoiding space 110 to reduce the obstruction to the traction docking mechanism 70, for example, when the sliding support 12 slides away from the outer expansion opening 120, it can drive the traction docking mechanism 70 to enter the pull ring avoiding space 110, thereby helping the telescopic traction mechanism 10 to be able to pull the aircraft 300 into position.

[0100] In some embodiments, the telescopic traction mechanism 10 can further include a gear drive motor 152, and the gear drive motor 152 can be arranged on the sliding support 12. The output end of the gear drive motor 152 can be connected to the driving gear 151, and then 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 driving gear 151 can be located at different positions of the sliding support 12. As an example, the gear drive motor 152 can be located on one side of the top of the sliding support 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 driving gear 151 can be at least partially located in the sliding support 12. In this way, the driving gear 151 and the gear drive motor 152 can be distributed in the vertical direction Z in turn, the gear drive motor 152 does not occupy the space position in the sliding support 12, which is convenient for arranging the driving gear 151 and the traction member 13, and the gear drive motor 152 also does not occupy the space position on one side of the bottom of the sliding support 12, which is convenient for arranging the guide rail 141, the guide rail slider 142 and other structures, and also reduces the space position of the driving gear 151 on one side of the top of the sliding support 12, which is convenient for arranging the gear drive motor 152.

[0102] In some embodiments, the driving gear 151 can be located in the sliding support 12; or a part of the driving gear 151 can be located in the sliding support 12, and another part of the driving gear 151 can be located on one side of the top of the sliding support 12.

[0103] In some embodiments, the telescopic traction mechanism 10 can further comprise a pull ring detection sensor, the pull ring detection sensor and the gear driving motor 152 are signal connected with the control board, and the control board can control the gear driving motor 152 to rotate according to the detection data of the pull ring detection sensor. The control board can be the control board of the road vehicle 200, or the control board 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 located within the moving range of the traction member 13, and the control board can control the gear driving motor 152 to drive the driving gear 151 to rotate according to the detection signal, so that the traction member 13 is rotated to the limiting position relative to the sliding support 12, thereby realizing the connection (or hooking) of the traction member 13 and the traction docking mechanism 70.

[0105] In some embodiments, the pull ring detection sensor can be a photoelectric sensor or a camera, and the pull ring detection sensor can be assembled on the sliding support 12 or the bearing box 11.

[0106] In some embodiments, referring to Figure 17 and Figure 18 , the telescopic traction mechanism 10 can further comprise a touch pressure support 16, a first travel switch 171 and a second travel switch 172, the first travel switch 171 and the second travel switch 172 are assembled on the sliding support 12, and the first travel switch 171, the second travel switch 172 and the gear driving motor 152 are signal connected with the control board, and the control board can control the gear driving motor 152 according to the signals of the first travel switch 171 and the second travel switch 172.

[0107] The touch pressure support 16 is movably assembled on the sliding support 12, and the touch pressure support 16 is located in the rotating path of the traction member 13. The touch pressure support 16 can be selectively moved to the first limit position or the second limit position relative to the sliding support 12.

[0108] For example, in the case that the traction member 13 is rotated to the limiting position relative to the sliding support 12, the traction member 13 drives the touch pressure support 16 to move to the first limit position relative to the sliding support 12, the touch pressure support 16 touches the first travel switch 171 and is spaced from the second travel switch 172, the first travel switch 171 is pressed to generate a stop signal, and the control board can control the gear driving motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

[0109] For example, when the traction member 13 is rotated relative to the sliding bracket 12 to the unlocking position, the traction member 13 drives the contact bracket 16 to move relative to the sliding bracket 12 to the second limit position, the contact bracket 16 contacts the second travel switch 172 and is spaced from the first travel switch 171, the second travel switch 172 is pressed to generate a stop signal, and the control board can control the gear driving motor 152 to stop driving the traction member 13 to rotate according to the stop signal of the first travel switch 171.

[0110] In this way, the contact bracket 16, the first travel switch 171, and the second travel switch 172 cooperate with each other to help accurately control the traction member 13 to rotate 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 can be located on the inner ring side of the traction member 13. In this way, it is helpful to improve the space utilization rate of the inner ring side of the traction member 13, and to facilitate the miniaturization of the telescopic traction mechanism 10.

[0112] In some embodiments, the contact bracket 16 can be located in the sliding bracket 12, for example, the contact 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 contact bracket 16, so that the contact bracket 16 is not easy to come off the sliding bracket 12 along the vertical direction Z.

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

[0114] In this way, when the contact bracket 16 moves relative to the sliding bracket 12 to the first limit position, as shown in Figure 19 the first contact body 163 contacts the first travel switch 171, and the second contact body 164 is spaced from the second travel switch 172, so as to facilitate the control board to control the gear driving motor 152 to perform corresponding operation. When the contact bracket 16 moves relative to the sliding bracket 12 to the second limit position, as shown in Figure 20As shown, the first touch pressure body 163 is spaced apart from the first travel switch 171, and the second touch pressure body 164 touches and presses the second travel switch 172, so as to control the gear driving motor 152 to perform corresponding operation under the control of the control board.

[0115] In some embodiments, the touch pressure bracket 16 can be a one-piece structure, thereby helping to reduce the number of parts of the touch pressure bracket 16 and simplify the structure of the touch pressure bracket 16.

[0116] In some embodiments, the first travel switch 171 can be a pressure sensor, a micro switch, a key switch or other structure.

[0117] In some embodiments, the second travel switch 172 can be the same or different sensor as the first travel switch 171. The second travel switch 172 can be a pressure sensor, a micro switch, a key switch or other structure.

[0118] In some embodiments, referring to Figure 17 and Figure 21 , the telescopic traction mechanism 10 can further include a bracket bearing rod 18, which can be located between the bottom of the sliding bracket 12 and the bearing box 11, and the bracket bearing rod 18 and the bottom of the sliding bracket 12 can have a gap. In this way, in the case that the sliding bracket 12 is deformed or deformed due to excessive load and contacts the bracket bearing rod 18, the bracket bearing 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 bracket bearing 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 all 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, in the case that the sliding bracket 12 does not deform or deform, since the bracket bearing rod 18 and the bottom of the sliding bracket 12 have a gap, it helps to reduce the resistance of the bracket bearing rod 18 to the sliding bracket 12, which helps the sliding bracket 12 to slide more smoothly relative to the bearing box 11.

[0119] Wherein, the length direction of the bracket bearing rod 18 can be the sliding direction of the sliding bracket 12.

[0120] In some embodiments, the gap between the support carrying rod 18 and the bottom of the sliding support 12 can be greater than 0 and less than or equal to 3 mm, for example, the gap between the support carrying rod 18 and the bottom of the sliding support 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 carrying rod 18 and the bottom of the sliding support 12 is reasonably designed, which helps the support carrying rod 18 to better support the sliding support 12 in the case of deformation or deformation of the sliding support 12.

[0121] In some embodiments, the support carrying rod 18 can be assembled in the carrying box 11, and the support carrying rod 18 can include a support abutting curved surface 181, which can be located on the side of the support carrying rod 18 facing the sliding support 12, and the support abutting curved surface 181 can be a convex curved surface. In this way, in the case that the sliding support 12 deforms or deforms and contacts the support carrying rod 18, the support abutting curved surface 181 helps to reduce the resistance between the support carrying rod 18 and the sliding support 12, so that the support carrying rod 18 can reduce the influence on the sliding smoothness of the sliding support 12 while providing support for the sliding support 12.

[0122] In some embodiments, the support abutting curved surface 181 can be a spherical surface. In this way, it is helpful to simplify the structure of the support carrying rod 18 and facilitate the manufacturing of the support carrying rod 18.

[0123] In some embodiments, the support abutting curved surface 181 can be an elliptical spherical surface. In this way, it is also helpful to simplify the structure of the support carrying rod 18 and facilitate the manufacturing of the support carrying rod 18.

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

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

[0126] In some embodiments, the support carrying rod 18 and the carrying box 11 can be an integral structure. In this way, it is helpful 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 support rods 18 can be multiple, and the multiple support rods 18 can be distributed in the horizontal direction between the bottom of the sliding bracket 12 and the carrying box 11. In this way, the multiple support rods 18 can better support the sliding bracket 12, so that the sliding bracket 12 is not easily deformed.

[0128] In some embodiments, the multiple support rods 18 can be symmetrically distributed about the center of the sliding bracket 12. In this way, the multiple support rods 18 can be more evenly distributed below the sliding bracket 12, which 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 rods 18 is two, and the two support rods 18 are symmetrically distributed about the center of the sliding bracket 12.

[0130] In some embodiments, referring to Figure 17 , the telescopic traction mechanism 10 can further include a bracket driving assembly 19, the bracket driving assembly 19 is assembled to the carrying box 11, and the bracket driving assembly 19 is adapted to drive the sliding bracket 12 to move relative to the carrying box 11.

[0131] In some embodiments, the bracket driving assembly 19 can include a bracket driving motor 191, a bracket transmission gear 192, and a bracket transmission rack 193, the bracket driving motor 191 is assembled to the sliding bracket 12, the bracket transmission gear 192 is connected to the driving end of the bracket driving motor 191, the bracket transmission rack 193 is assembled to the carrying box 11, and the bracket transmission rack 193 is engaged with the bracket transmission gear 192. Then, the bracket driving 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 carrying box 11.

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

[0133] In some embodiments, the bracket driving motor 191 and the bracket transmission rack 193 can be respectively located at opposite sides of the sliding bracket 12, for example, the bracket transmission rack 193 can be located at one side of the bottom of the sliding bracket 12, and the bracket driving motor 191 can be located at one side of the top of the sliding bracket 12. In this way, the bracket transmission rack 193, the sliding bracket 12 and the bracket driving motor 191 can be distributed in the vertical direction Z in sequence, the bracket driving motor 191 does not occupy the space position of one side of the bottom of the sliding bracket 12, facilitating the arrangement of the bracket transmission rack 193, the guide rail 141, the guide rail slider 142 and other structures, and the bracket transmission rack 193 does not occupy the space position of one side of the top of the sliding bracket 12, facilitating the arrangement of the bracket driving motor 191.

[0134] In some embodiments, the bracket transmission gear 192 can be located at one side of the bottom of the sliding bracket 12. In this way, the bracket transmission gear 192 does not occupy the space position of one side of the top of the sliding bracket 12, facilitating the arrangement of the bracket driving motor 191.

[0135] In some embodiments, part of the bracket transmission gear 192 can be located in the sliding bracket 12, and another part of the bracket transmission gear 192 can be located at 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 of one side of the top of the sliding bracket 12, facilitating the arrangement of the bracket driving motor 191; on the other hand, the bracket transmission gear 192 reduces the occupation of the space position of one side of the bottom of the sliding bracket 12, which helps to reduce the height of one 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 further helping to improve the space utilization of the inside of the sliding bracket 12.

[0136] In some embodiments, in addition to the gear and rack structure described above, the telescopic traction mechanism 10 can also be replaced by a hydraulic telescopic rod, a synchronous belt, a lead screw or a chain to realize transmission.

[0137] In some embodiments, the telescopic traction mechanism 10 can also have a bracket limiting piece 194, which is located in the movement path of the sliding bracket 12 and is fixed relative to the carrier box 11. In this way, the bracket limiting piece 194 can limit the sliding bracket 12, so that the bracket limiting piece 194 can bear part of the force of the aircraft 300 during the movement of the aircraft 300 driven by the telescopic traction mechanism 10 or the linear motion mechanism 20, so that the bracket driving assembly 19 is not easy to deform, for example, the bracket driving motor 191, the bracket transmission gear 192 and the bracket transmission rack 193 in the bracket driving assembly 19 are not easy to deform.

[0138] The support limiting piece 194 can be located on one side of the sliding support 12 in at least one of the direction of the tail of the road vehicle 200 or the direction of the head of the road vehicle 200.

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

[0140] For another example, the support limiting piece 194 can be located on one side of the sliding support 12 in the direction of the head of the road vehicle 200. During the process of pushing the aircraft 300 by the telescopic traction mechanism 10 or the linear motion mechanism 20, the support limiting piece 194 can limit the sliding support 12, for example, the sliding support 12 can abut against the support limiting piece 194, so that the support limiting piece 194 can bear the pushing force of the aircraft 300 acting on the telescopic traction mechanism 10 in the opposite direction, which helps to avoid the reverse force of the aircraft 300 being concentrated on the support drive motor 191, the support drive gear 192 and the support drive rack 193 and other structures in the support drive assembly 19.

[0141] For another example, the number of support limiting pieces 194 is multiple, and the support limiting pieces 194 are arranged on one side of the sliding support 12 in the direction of the tail of the road vehicle 200 and on one side of the sliding support 12 in the direction of the head of the road vehicle 200, so that the support limiting pieces 194 can better disperse the force of the aircraft 300.

[0142] In some embodiments, the support limiting piece 194 can directly abut against the sliding support 12 or abut against the guide rail slider 142 to limit the sliding support 12.

[0143] In some embodiments, the support limiting piece 194 can be connected to the end of the guide rail 141, so that the support limiting piece 194 can limit the guide rail slider 142, thereby limiting the sliding support 12. Both ends of the guide rail 141 in the length direction can be connected with the support limiting piece 194.

[0144] In some embodiments, the bracket limiting piece 194 can be located at least partially inside the guide rail 141, for example, the bracket limiting piece 194 can be located at least partially on the side of the guide rail 141 facing the traction member 13. In this way, it helps to improve the space utilization rate of the side of the guide rail 141 facing the traction member 13, which helps to reduce the height of the telescopic traction mechanism 10 and also helps to reduce the size of the telescopic traction mechanism 10 in the horizontal direction.

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

[0146] Among them, the length direction of the box body bearing rod 30 can be the sliding direction of the bearing box 11. The box body bearing rod 30 can be located in the aircraft containing bin 2011.

[0147] In some embodiments, the gap between the box body bearing rod 30 and the bottom of the bearing box 11 can be greater than 0 and less than or equal to 3mm, for example, the gap between the box body bearing rod 30 and the bottom of the bearing box 11 can be 3mm, 2.5mm, 2mm, 1.5mm, 1mm, 0.5mm, 0.1mm or any value between any two adjacent values. In this way, the gap between the box body bearing rod 30 and the bottom of the bearing box 11 is reasonably designed, which helps the box body bearing rod 30 to better support the bearing box 11 in the case of deformation or deformation of the bearing box 11.

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

[0149] In some embodiments, the box body abutting curved surface 31 can be a spherical surface. In this way, it is helpful to simplify the structure of the box body bearing rod 30 and facilitate the manufacturing of the box body bearing rod 30.

[0150] In some embodiments, the box body abutting curved surface 31 can be an elliptical spherical surface. In this way, it is also helpful to simplify the structure of the box body bearing rod 30 and facilitate the manufacturing of the box body bearing rod 30.

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

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

[0153] In some embodiments, the number of box body bearing rods 30 can be multiple, and the multiple box body bearing rods 30 can be distributed in the horizontal direction between the bottom of the bearing box 11 and the vehicle body 201. In this way, the multiple box body bearing rods 30 help to better support the bearing box 11, so that the bearing box 11 is not easily deformed.

[0154] In some embodiments, the multiple box body bearing rods 30 can be symmetrically distributed about the center of the bearing box 11. In this way, the multiple box body bearing rods 30 can be more evenly distributed below the bearing box 11, and the support force on the bottom of the bearing box 11 is more uniform.

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

[0156] In some embodiments, referring to Figure 11 The separating and combining device 100 can further comprise a guide base 40, which can be arranged on the vehicle body 201 of the road vehicle 200, for example, the guide base 40 can be assembled on the vehicle body 201 and located in the aircraft accommodating compartment 2011. The guide base 40 is used to guide the aircraft 300 to move in a predetermined direction.

[0157] In some embodiments, the linear motion mechanism 20 can drive the aircraft 300 to enter the guide base 40, so that the guide base 40 can guide the aircraft 300, which helps to prevent the aircraft 300 from deviating from the moving direction during the movement of the linear motion mechanism 20 and the telescopic traction mechanism 10.

[0158] In some embodiments, the number of guide bases 40 can be one or more. Multiple guide bases 40 can be arranged on the vehicle body 201 of the road vehicle 200, and multiple guide bases 40 can be distributed on the opposite sides of the telescopic traction mechanism 10 in the horizontal direction, for example, the guide bases 40 can be distributed on the left and right sides of the telescopic traction mechanism 10 in the horizontal direction. 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 guide bases 40 can be two, and the telescopic traction mechanism 10 and the multiple linear motion mechanisms 20 can be distributed between the two guide bases 40.

[0160] In some embodiments, referring to Figure 23 The guide base 40 can be provided with a wheel guide groove 41, and the slot of the wheel guide groove 41 can penetrate 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 can comprise a first groove diameter section 42 and a second groove diameter section 43, which are connected in communication, and the wheels of the aircraft 300 are adapted to enter the wheel guide groove 41 from the first groove diameter section 42 to the second groove diameter section 43. For example, the second groove diameter section 43 can be located at one end of the first groove diameter section 42 towards the tail of the road vehicle 200. During the process of the separating and combining device 100 pulling the aircraft 300 into the road vehicle 200, the wheels of the aircraft 300 can move from the first groove diameter section 42 to the second groove diameter section 43. During the process of the separating and combining device 100 pushing the aircraft 300 out of the road vehicle 200, the wheels of the aircraft 300 can move from the second groove diameter section 43 to the first groove diameter section 42.

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

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

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

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

[0166] In some embodiments, referring to Figure 24 , the guiding base 40 can include a first wheel limiting member 44 and a second wheel limiting member 45, both of which can be connected to the second slot section 43 and located above the slot opening of the wheel guiding slot 41, and the first wheel limiting member 44 and the second wheel limiting member 45 are opposite and spaced apart, and the distance between the first wheel limiting member 44 and the second wheel limiting member 45 can be less than the width of the second slot section 43. In this way, in the case of uneven road surface, the first wheel limiting member 44 and the second wheel limiting member 45 can limit the wheels of the aircraft 300, helping to avoid the wheels of the aircraft 300 from escaping from the guiding base 40 along the vertical direction Z.

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

[0168] In some embodiments, the distance between the first reinforcing plate 442 and the second reinforcing plate 452 can gradually decrease from the first reinforcing plate 442 to the first limiting plate 441 or from the second reinforcing plate 452 to the second limiting plate 451; 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 wheels 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 wheels of the aircraft 300 without being easily deformed.

[0169] In some embodiments, the first wheel limiting member 44 and the second wheel limiting member 45 can be used as a limiting assembly, and the guide base 40 can include one or more limiting assemblies, and the plurality of limiting assemblies can be distributed along the length direction of the guide base 40.

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

[0171] In some embodiments, referring to Figure 3 and Figure 23For example, the guide wheel 80 is adapted to enter the wheel guide groove 41 from the first slot diameter section 42 to the second slot 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 adapted to move out of the wheel guide groove 41 from the second slot diameter section 43 to the first slot diameter section 42, so that the separation and combination device 100 can better push the aircraft 300 out of the road vehicle 200.

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

[0173] In some embodiments, the width of the first roller 82 can be less than the width of the second slot diameter section 43 and greater than the distance between the first wheel limiting member 44 and the second wheel limiting member 45. In this way, when the first roller 82 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 can limit the first roller 82, which helps to avoid the first roller 82 from escaping from the guide base 40 along the vertical direction Z. The width of the first roller 82 can be greater than the distance between the first limiting plate 441 and the second limiting plate 451.

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

[0175] In some embodiments, the first rollers 82 can be located between the two ends of the first support 81, and the end of the first support 81 facing away from the end surface of the fuselage 301 can be curved. In this way, in the case of sliding friction between the first support 81 and the guide base 40, 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 can be multiple, and the multiple guide wheels 80 can be distributed at intervals on the bottom of the fuselage 301. For example, the multiple guide wheels 80 can 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 guide wheels can enter the wheel guide groove 41 of the corresponding one of the guide bases 40. Each row of guide wheels can include multiple guide wheels 80 spaced along the length direction of the fuselage 301.

[0177] In some embodiments, referring to Figure 3 and Figure 23 , the aircraft 300 can include a load wheel 90 mounted on the bottom of the fuselage 301 of the aircraft 300, and the load wheel 90 and the guide wheel 80 can be distributed at intervals. The load wheel 90 is used in cooperation with the guide base 40, and the wheel guide groove 41 of the guide base 40 is adapted to enter the load wheel 90 to facilitate the separation and combination device 100 to 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 height of the bottom of the load wheel 90 can be lower than the height of the bottom of the guide wheel 80, or the height of the bottom of the load wheel 90 can be consistent with the height of the bottom of the guide wheel 80. In this way, it helps to ensure that the load wheel 90 plays a supporting role in supporting the fuselage 301, and helps to avoid the gravity of the fuselage 301 concentrating on the guide wheel 80 to cause the guide wheel 80 to be severely deformed, thereby helping to improve the stability of the guide wheel 80 guiding the aircraft 300.

[0179] In some embodiments, the load wheel 90 and the guide wheel 80 can be adjacent to each other in the direction from the tail of the road vehicle 200 to the head, for example, the load wheel 90 and the guide wheel 80 can be arranged in sequence in the direction in which the separation and combination device 100 provides pulling force to the aircraft 300, or the guide wheel 80 and the load wheel 90 can be arranged in sequence in the direction in which the separation and combination device 100 provides pushing force to the aircraft 300. In this way, in the process of the separation and combination device 100 pulling 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 wheel 90, and facilitates the cooperation between the guide wheel 80 and the guide base 40 to guide the aircraft 300 to enter the wheel guide groove 41 at the right angle.

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

[0181] In some embodiments, the width of the second roller 92 can be less than the width of the second groove diameter section 43 and greater 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 can limit the second roller 92, which helps to avoid the second roller 92 from escaping from the guide base 40 along the vertical direction Z.

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

[0183] In some embodiments, the number of bearing wheels 90 can be multiple, and the multiple bearing wheels 90 can be distributed at intervals on the bottom of the fuselage 301. In this way, the multiple bearing wheels 90 help to improve the support force of the fuselage 301, and help the coupling device 100 to move the aircraft 300 more easily.

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

[0185] In some embodiments, the plurality of bearing wheels 90 can be distributed as 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 bearing wheels can enter the wheel guide groove 41 of the corresponding one of the guide bases 40. Each row of bearing wheels can include a plurality of bearing wheels 90 spaced along the length direction of the fuselage 301.

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

[0187] For example, the supporting top end 51 of the supporting mechanism 50 can be higher than or equal to the top end of the telescopic traction mechanism 10. In this way, the supporting top end 51 of the supporting mechanism 50 helps to bear part of the gravity of the aircraft 300 for the telescopic traction mechanism 10, so that the gravity of the aircraft 300 is not too much concentrated on the telescopic traction mechanism 10, which helps to reduce the telescopic traction mechanism 10 from being deformed to cause jamming and thus unable to work normally.

[0188] For another example, the supporting top end 51 of the supporting mechanism 50 can be higher than or equal to the top end of the linear motion mechanism 20. In this way, the supporting top end 51 of the supporting mechanism 50 helps to bear part of the gravity of the aircraft 300 for the linear motion mechanism 20, so that the gravity of the aircraft 300 is not too much concentrated on the linear motion mechanism 20, which helps to reduce the linear motion mechanism 20 from being deformed to cause jamming and thus unable to work normally.

[0189] For another example, the supporting top end 51 of the supporting mechanism 50 can be higher than or equal to the top end of the telescopic traction mechanism 10 and also higher than or equal to the top end of the linear motion mechanism 20, so that the supporting mechanism 50 can better reduce the telescopic traction mechanism 10 and the linear motion mechanism 20 from being deformed to cause jamming and thus unable to work normally.

[0190] In some embodiments, the supporting mechanism 50 can be horizontally distributed 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 be arranged on the same horizontal plane, and any two or all of the supporting mechanism 50, 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, the height of the separation and combination device 100 can be reduced, and the height of the separation and combination device 100 caused by the vertical stacking of the supporting mechanism 50, the telescopic traction mechanism 10 and the linear motion mechanism 20 can be avoided, which helps to reduce the overall height of the aircraft 300 combined with the road vehicle 200.

[0191] In some embodiments, when the plurality of linear motion mechanisms 20 are horizontally distributed on opposite sides of the telescopic traction mechanism 10, the supporting mechanism 50 can be distributed between adjacent two linear motion mechanisms 20. In this way, the utilization rate of the space between the adjacent two linear motion mechanisms 20 can be improved.

[0192] In some embodiments, the number of supporting mechanisms 50 can be one or more. The plurality of supporting mechanisms 50 can be horizontally distributed. In this way, the plurality of supporting mechanisms 50 can improve the supporting effect on the aircraft 300, and the horizontal distribution of the plurality of supporting mechanisms 50 can also reduce the height of the separation and combination device 100, avoiding the increase of the height of the separation and combination device 100 caused by the vertical stacking of the plurality of supporting mechanisms 50.

[0193] In some embodiments, referring to Figure 27 , the supporting mechanism 50 can include a supporting base 52 and a supporting sliding frame 53, the supporting base 52 can be assembled to the vehicle body 201, the supporting sliding frame 53 can be slidably assembled to the supporting base 52, and the supporting top end 51 of the supporting mechanism 50 can be located at the supporting sliding frame 53. As Figure 28 shown, the supporting top end 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 end 51 of the supporting sliding frame 53 can slide relative to the supporting base 52 to protrude from the side of the vehicle tail of the road vehicle 200. In this way, during the process of the separation and combination device 100 pulling the aircraft 300 into the vehicle body 201, the supporting top end 51 of the supporting sliding frame 53 can support the bottom of the aircraft 300 before the telescopic traction mechanism 10 and the linear motion mechanism 20, so that the supporting sliding frame 53 can better reduce the situation that the telescopic traction mechanism 10 and the linear motion mechanism 20 cannot work normally due to deformation.

[0194] Wherein, the front of the telescopic traction mechanism 10 refers to the direction of the telescopic traction mechanism 10 towards the tail of the road vehicle 200, and the front of the linear motion mechanism 20 refers to the direction of the linear motion mechanism 20 towards the tail of the road vehicle 200.

[0195] In some embodiments, the supporting top end 51 of the supporting sliding frame 53 can also slide relative to the supporting base 52 to a position at least partially located in the vehicle body 201. In this way, the extent of the supporting top end 51 of the supporting sliding frame 53 protruding out of the vehicle body 201 can be reduced without the supporting sliding frame 53 supporting the aircraft 300.

[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 end 51 of the supporting sliding frame 53 can be located in the path of the linear motion mechanism 20 moving the telescopic traction mechanism 10, and the movement of the telescopic traction mechanism 10 can drive the supporting top end 51 of the supporting sliding frame 53 to slide relative to the supporting base 52 to protrude to the side of the tail of the road vehicle 200. In this way, the supporting top end 51 of the supporting sliding frame 53 can be driven to protrude to the side of the tail of the road vehicle 200 by using the movement of the telescopic traction mechanism 10, so that the driving structure for the supporting sliding frame 53 can be omitted, 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. Wherein, the telescopic traction mechanism 10 can touch the supporting sliding frame 53 through the carrying box body 11 during movement, and can drive the supporting top end 51 of the supporting sliding frame 53 to move.

[0197] In some embodiments, the supporting sliding frame 53 can include a supporting sliding rod 531 and a supporting tray 532, the supporting sliding rod 531 can be slidably assembled to the supporting base 52, and the supporting tray 532 can be connected to the supporting sliding rod 531, the supporting tray 532 can protrude above the supporting sliding rod 531, and the supporting top end 51 of the supporting mechanism 50 can be located in the supporting tray 532. In this way, the supporting sliding frame 53 can be assembled to the supporting base 52 through the supporting sliding rod 531, and the bottom of the aircraft 300 can be supported by the supporting tray 532, which helps the supporting sliding rod 531 and the supporting tray 532 to be designed in different sizes according to different requirements. Wherein, the telescopic traction mechanism 10 can drive the supporting top end 51 of the supporting sliding frame 53 to move by touching the supporting sliding rod 531, or can drive the supporting top end 51 of the supporting sliding frame 53 to move by touching the supporting tray 532.

[0198] In some embodiments, the supporting slide rod 531 and the supporting tray 532 can be integrally formed. In this way, the number of parts of the supporting slide frame 53 can be reduced. In other embodiments, the supporting slide rod 531 and the supporting tray 532 can be separately formed and then fixed together by screws, bolts, studs, rivets or other fasteners.

[0199] In some embodiments, the supporting base 52 can be provided with a slide rod sliding groove 520, and the supporting slide rod 531 can be slidably assembled in the slide rod sliding groove 520. The slide rod sliding groove 520 can be generally T-shaped, and the supporting slide rod 531 can be generally H-shaped or T-shaped. In this way, the supporting base 52 can limit the supporting slide rod 531 so that the supporting slide rod 531 is not easily separated from the slide rod sliding groove 520 of the supporting base 52 in the vertical direction Z.

[0200] In some embodiments, the supporting mechanism 50 can further include a first slide rod limiting piece 54 and a second slide rod limiting piece 55, which can be respectively assembled at opposite ends of the supporting slide rod 531. The length of the supporting base 52 is less than the length of the supporting slide rod 531, and the width of the first slide rod limiting piece 54 and the width of the second slide rod limiting piece 55 are both greater than the width of the slide rod sliding groove 520. In this way, the first slide rod limiting piece 54 and the second slide rod limiting piece 55 can both limit the supporting slide rod 531 so that the supporting slide rod 531 is not easily separated from the supporting base 52 in the length direction thereof.

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

[0202] In some embodiments, the width of the supporting tray 532 can be greater than the width of the supporting slide rod 531. In this way, the width of the supporting tray 532 is greater than the width of the supporting slide rod 531, which helps to increase the contact area of the supporting tray 532 with the bottom of the aircraft 300, and the width of the supporting slide rod 531 can not need to be designed to be larger, which facilitates to save the manufacturing materials of the supporting slide rod 531 and the supporting base 52.

[0203] In some embodiments, the supporting tray 532 can be generally disc-shaped, and the supporting tray 532 can also be generally elliptical disc-shaped. In this way, the structure of the supporting tray 532 can be simplified.

[0204] In some embodiments, the supporting mechanism 50 can further include a soft pad cover 56, which can be sleeved on the supporting plate 532. In this way, the soft pad cover 56 helps to reduce the mutual scratching between the supporting plate 532 and the bottom of the aircraft 300.

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

[0206] Referring to Figure 4 and Figure 15 In some embodiments, the towing docking mechanism 70 of the aircraft 300 is adapted to be connected or disconnected with the towing member 13 of the telescopic towing mechanism 10. The towing docking mechanism 70 can include a fuselage mounting seat 71, a pull ring 72, a first limiting member 73, and a second limiting member 74.

[0207] The fuselage mounting seat 71 can be located at the bottom of the aircraft 300, for example, the fuselage mounting seat 71 can be mounted at the bottom of the fuselage 301 of the aircraft 300. Among them, the fuselage mounting seat 71 can be welded to the fuselage 301, and the fuselage mounting seat 71 and the fuselage 301 can also be fixedly connected by screws, bolts, rods, rivets or other fasteners.

[0208] The pull ring 72 is adapted to be connected with the towing end of the telescopic towing mechanism 10, for example, the pull ring 72 is adapted to be connected with the towing member 13 of the telescopic towing mechanism 10.

[0209] In some embodiments, when the towing member 13 of the telescopic towing mechanism 10 is rotated to the limiting position, the towing member 13 can connect (or hook) the pull ring 72 and limit the pull ring 72 in the limiting space 130 of the telescopic towing mechanism 10. When the towing member 13 of the telescopic towing mechanism 10 is rotated to the unlocking position, the towing member 13 is in an unhooked state with the pull ring 72 so as to separate the towing docking mechanism 70 from the telescopic towing mechanism 10, or the towing member 13 is in a to-be-hooked state with the pull ring 72 so as to connect the towing docking mechanism 70 with the telescopic towing mechanism 10.

[0210] In some embodiments, the pull ring 72 is rotatably assembled with the fuselage assembly seat 71, so that the pull ring 72 can rotate relative to the fuselage assembly seat 71 to realize the deflection, for example, the pull ring 72 can rotate relative to the fuselage assembly seat 71 in the first direction D1 under the action of an external force to realize the deflection, and for example, the pull ring 72 can rotate relative to the fuselage assembly seat 71 in the second direction D2 under the action of an external force to realize the deflection. Wherein, 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; or the first direction D1 can be clockwise, and the second direction D2 can be counterclockwise. In this way, the traction member 13 and the deflection pull ring 72 are ingeniously matched, which helps to avoid the problem of being stuck caused by the error angle between the road vehicle 200 and the aircraft 300, effectively improves the error range allowed by the separation and combination of the two, reduces the difficulty of automatic driving, and makes the full-automatic separation and combination more easily realized.

[0211] The first limiting member 73 and the second limiting member 74 can be located on opposite sides of the deflection of the pull ring 72 relative to the fuselage assembly seat 71. In this way, the first limiting member 73 and the second limiting member 74 can jointly limit the degree of deflection of the pull ring 72 relative to the fuselage assembly seat 71, which helps to limit the deflection of the pull ring 72 within a certain range, helps to reduce the situation that the pull ring 72 is deflected 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) pulling the aircraft into the road vehicle 200 (or the aircraft containing bin 2011).

[0212] The limiting condition of the first limiting member 73 and the second limiting member 74 to the pull ring 72 can be different according to the structure of the two limiting members.

[0213] Referring to Figure 6 In some embodiments, the first limiting member 73 and the second limiting member 74 can be springs, the first limiting member 73 can be located on one side of the deflection of the pull ring 72 in the first direction D1, one end of the first limiting member 73 can be connected to the pull ring 72, and the other end of the first limiting member 73 can be connected to the fuselage assembly seat 71; the second limiting member 74 can be located on one side of the deflection of the pull ring 72 in the second direction D2, one end of the second limiting member 74 can be connected to the pull ring 72, and the other end of the second limiting member 74 can be connected to the fuselage assembly seat 71.

[0214] Thus, in the case that the first limiting member 73 and the second limiting member 74 are both tension springs, the first limiting member 73 can limit the deflection of the pull ring 72 in the second direction D2, so that the deflection of the pull ring 72 in the second direction D2 under the action of external force is not too large. The second limiting member 74 can limit the deflection of the pull ring 72 in the first direction D1, so that the deflection of the pull ring 72 in the first direction D1 under the action of external force is not too large. In addition, the first limiting member 73 and the second limiting member 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 in the case of losing external force, so that the pull ring 72 does not appear to be too biased to one side of the first limiting member 73 or one side of the second limiting member 74, thereby eliminating the need for manual straightening or additional straightening structure.

[0215] In the case that the first limiting member 73 and the second limiting member 74 are both compression springs, the first limiting member 73 can limit the deflection of the pull ring 72 in the first direction D1, so that the deflection of the pull ring 72 in the first direction D1 under the action of external force is not too large. The second limiting member 74 can limit the deflection of the pull ring 72 in the second direction D2, so that the deflection of the pull ring 72 in the second direction D2 under the action of external force is not too large. In addition, the first limiting member 73 and the second limiting member 74 can provide pressure to the pull ring 72 from opposite sides of the pull ring 72, which helps the pull ring 72 to automatically straighten in the case of losing external force, so that the pull ring 72 does not appear to be too biased to one side of the first limiting member 73 or one side of the second limiting member 74, thereby eliminating the need for manual straightening or additional straightening structure.

[0216] In addition to the spring structure of the above embodiments, the first limiting member 73 and the second limiting member 74 can also be replaced by the following structure.

[0217] Referring to Figure 4 and Figure 5 In some embodiments, the first limiting member 73 and the second limiting member 74 can both be limiting plates. The first limiting member 73 and the second limiting member 74 can be assembled to the fuselage assembly seat 71, and the first limiting member 73 and the second limiting member 74 can be relatively spaced apart, and the pull ring 72 can be located in the spaced apart space 75 between the first limiting member 73 and the second limiting member 74. Thus, the first limiting member 73 can limit the deflection of the pull ring 72 in the first direction D1, so that the deflection of the pull ring 72 in the first direction D1 under the action of external force is not too large. The second limiting member 74 can limit the deflection of the pull ring 72 in the second direction D2, so that the deflection of the pull ring 72 in the second direction D2 under the action of external force is not too large.

[0218] In some embodiments, the pull ring 72 can include a pull ring body 721 and a pull ring pivot 722, and the pull ring body 721 and the pull ring pivot 722 can be connected. The pull ring pivot 722 can be rotatably assembled in the fuselage assembly seat 71, and the pull ring pivot 722 can be located in the spacing space 75 between the first limiting piece 73 and the second limiting piece 74.

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

[0220] In some embodiments, the pull ring body 721 and the pull ring pivot 722 can be an integrally formed structure. In this way, it is helpful to reduce the number of parts of the pull ring 72 and facilitate the assembly of the traction docking mechanism 70. In other embodiments, the pull ring body 721 and the pull ring pivot 722 can be independently formed and then fixed together by screws, bolts, threaded rods, rivets or other fasteners.

[0221] In some embodiments, the pull ring body 721 can 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 limiting piece 73 can be assembled in the fuselage assembly seat 71 in various ways. For example, the first limiting piece 73 can be welded to the fuselage assembly seat 71, and for another example, the first limiting piece 73 and the fuselage assembly seat 71 can be fixed together by screws, bolts, threaded rods, rivets or other fasteners. In other embodiments, the first limiting piece 73 and the fuselage assembly seat 71 can also be an integrally formed structure.

[0223] In some embodiments, the first limiting piece 73 can have a first transition surface 731, the first transition surface 731 can be towards the second limiting piece 74 or the pull ring 72, the first transition surface 731 can be located on a side of the first limiting piece 73 away from the fuselage assembly seat 71, and the distance between the first transition surface 731 and the second limiting piece 74 can gradually increase in a direction away from the fuselage assembly seat 71. In this way, it is helpful to reduce the obstruction of the first limiting piece 73 to the yaw of the pull ring 72, so that the distance between the first limiting piece 73 and the second limiting piece 74 does not need to be excessively large to facilitate the yaw of the pull ring 72 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 can be a flat surface. In this way, the structure of the first transition surface 731 is simplified, and the first limiting member 73 is facilitated to be manufactured.

[0225] In some embodiments, the first transition surface 731 can be a curved surface. For example, the first transition surface 731 can be a spherical surface or an ellipsoidal surface. In this way, the structure of the first transition surface 731 is also simplified, and the first limiting member 73 is facilitated to be manufactured. In the case where 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 can be provided with a first sliding hole 732, and the lowest height of the first sliding hole 732 can be located between the two ends of the first sliding hole 732.

[0227] For example, the first sliding hole 732 can have a first end, a second end, and a third end. The first end and the second end can be opposite ends of the first sliding hole 732 in the horizontal direction, and the third end can be located between the first end and the second end. The third end can be the lowest height of 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 can further include a first sliding member 76, which can be connected to the pull ring rotating shaft 722. The first sliding member 76 can be slidably inserted into the first sliding hole 732 along the extension direction of the two 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 external force, the first sliding member 76 can slide 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. During the process of sliding to the lowest position in the first sliding hole 732, the first sliding member 76 can also automatically adjust the pull ring 72, so that the pull ring 72 will not be too biased to one side of the first limiting member 73 or one side of the second limiting member 74, thereby facilitating the pull ring 72 to automatically adjust without manual adjustment or additional adjustment structure.

[0230] In some embodiments, the first sliding hole 732 can be generally arc-shaped, for example, the first sliding hole 732 can be generally circular arc-shaped or elliptical arc-shaped. In this way, the shape of the first sliding hole 732 is simplified, and the first sliding hole 732 is facilitated to be formed.

[0231] In some embodiments, the first sliding hole 732 can be composed of two straight long holes which are connected at an angle, and the connection position of the two straight long holes can be the lowest position in the first sliding hole 732. In this way, it is also helpful to simplify the shape of the first sliding hole 732 and facilitate the molding of the first sliding hole 732.

[0232] In some embodiments, the first sliding hole 732 can be a through hole, and the first sliding hole 732 can pass through the opposite sides of the first limiting part 73. In this way, it is convenient to connect the first sliding part 76 to the pull ring rotating shaft 722 and insert it into the first sliding hole 732.

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

[0234] In some embodiments, the first sliding part 76 can include a first screw rod 761 and a first light rod 762, and the first screw rod 761 and the first light rod 762 can be axially connected.

[0235] The first screw rod 761 can be assembled to the pull ring rotating shaft 722, for example, the pull ring rotating shaft 722 can 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 sliding hole 732 along the extension direction of the two ends of the first sliding hole 732. In this way, the first light rod 762 helps to reduce the resistance between the first sliding part 76 and the first limiting part 73, so that the first sliding part 76 is easy to slide in the first sliding hole 732, and also helps to reduce the wear between the first sliding part 76 and the first limiting part 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 limiting structure of the first sliding part 76 assembled to the pull ring rotating shaft 722, so that the first screw rod 761 in the first sliding part 76 is completely screwed into the pull ring rotating shaft 722 to achieve assembly in place, and also helps to simplify the structure of the first sliding part 76.

[0237] In some embodiments, the first sliding part 76 can be a threaded pin.

[0238] In some embodiments, the second limiting part 74 can be assembled to the fuselage assembly seat 71 in various ways. For example, the second limiting part 74 can be welded to the fuselage assembly seat 71, and for example, the second limiting part 74 and the fuselage assembly seat 71 can be fixed together by screws, bolts, screw rods, rivets or other fasteners. In other embodiments, the second limiting part 74 and the fuselage assembly seat 71 can also be an integral molding structure.

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

[0240] In some embodiments, the second transition surface 741 can be a flat surface. In this way, it helps to simplify the structure of the second transition surface 741, and facilitates the manufacturing of the second limiting member 74.

[0241] In some embodiments, the second transition surface 741 can be a curved surface. For example, the second transition surface 741 can be a spherical surface or an ellipsoidal surface. In this way, it also helps to simplify the structure of the second transition surface 741, and facilitates the manufacturing of the second limiting member 74. Wherein, in the case that 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 can be provided with a second sliding hole 742, and the lowest height of the second sliding hole 742 can be located between the two ends of the second sliding hole 742.

[0243] For example, the second sliding hole 742 can have a fourth end, a fifth end, and a sixth end, the fourth end and the fifth end can be opposite ends of the second sliding hole 742 in the horizontal direction, and the sixth end can be located between the fourth end and the fifth end. The sixth end can be the lowest height of 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 can further include a second sliding member 77, the second sliding member 77 can be connected to the pull ring rotating shaft 722, the second sliding member 77 can be slidably inserted into the second sliding hole 742 in the extension direction of the two ends of the second sliding hole 742, and the second sliding member 77 can drive the pull ring 72 to slide synchronously when the second sliding member 77 slides along the second sliding hole 742.

[0245] Thus, in the case that the pull ring 72 loses external force, the second sliding piece 77 can slide back to the lowest position in the second sliding hole 742 under the action of its own gravity and the gravity of the pull ring 72, for example, the second sliding piece 77 slides from the fourth end to the sixth end, and for another example, the second sliding piece 77 slides from the fifth end to the sixth end; and the second sliding piece 77 can also automatically align the pull ring 72 in the process of sliding to the lowest position in the second sliding hole 742, so that the pull ring 72 will not be excessively biased to one side of the first limiting piece 73 or one side of the second limiting piece 74, thereby helping to achieve automatic alignment of the pull ring 72 without manual alignment or additional alignment structure. In addition, since the pull ring 72 is arranged with the first sliding piece 76 cooperating with the first sliding hole 732 and the second sliding piece 77 cooperating with the second sliding hole 742 on both sides, it helps to improve the stability of the automatic alignment of the pull ring 72 and helps to avoid the situation that the sliding piece and the sliding hole on one side are damaged and cannot achieve automatic alignment.

[0246] In some embodiments, the second sliding hole 742 can be generally arc-shaped, for example, the second sliding hole 742 can be generally circular arc-shaped or elliptical arc-shaped. Thus, it helps to simplify the modeling of the second sliding hole 742 and facilitate the molding of the second sliding hole 742.

[0247] In some embodiments, the second sliding hole 742 can be composed of two straight linear long holes with an included angle, and the connection of the two straight linear long holes can be at the lowest position in the second sliding hole 742. Thus, it also helps to simplify the modeling of the second sliding hole 742 and facilitate the molding of the second sliding hole 742.

[0248] In some embodiments, the second sliding hole 742 can be a through hole, and the second sliding hole 742 can pass through the opposite sides of the second limiting piece 74. Thus, it is convenient to connect the second sliding piece 77 to the pull ring shaft 722 and insert it into the second sliding hole 742.

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

[0250] In some embodiments, the second sliding piece 77 can include a second screw rod 771 and a second light rod 772, and the second screw rod 771 and the second light rod 772 can be axially connected.

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

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

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

[0254] In some embodiments, the traction docking mechanism 70 can further include an elastic reset member 78, which can be distributed along the axial direction of the pull ring rotating shaft 722 and can abut between the pull ring rotating shaft 722 and the fuselage assembly seat 71. In this way, the elastic reset member 78 can provide an elastic force for the pull ring rotating shaft 722, which helps the pull ring rotating 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 be automatically adjusted under the condition of losing external force.

[0255] In some embodiments, the elastic reset member 78 can be a spring, a compression spring or other structure.

[0256] In some embodiments, referring to Figure 2 and Figure 3 , the separation and combination device 100 can further include a locking mechanism 60, which can be assembled to the vehicle body 201. The aircraft 300 can further include a limiting mechanism 303, which can be assembled to the fuselage 301, and the limiting mechanism 303 is adapted to cooperate with the locking mechanism 60 to lock, 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 can be located at least one of the bottom and the side of the fuselage 301. For example, the limiting mechanism 303 can be located at the bottom of the fuselage 301; for another example, the limiting mechanism 303 can be located at the side of the fuselage 301; for another example, the limiting mechanism 303 can be located at the bottom and the side of the fuselage 301.

[0258] Referring to Figure 29 , Figure 30The locking mechanism 8500 comprises a lock body 8510, a lock rod 8520, and a controllable force applying structure. The lock body 8510 is provided with a first connecting gap 8511. The first connecting gap 8511 is used for the limiting mechanism 9540 to move into along a preset direction. The lock rod 8520 is used for moving to cover at least part of the first connecting gap 8511 and abutting against a side wall surface of the limiting mechanism 9540. The controllable force applying structure is used for connecting the lock rod 8520 and preventing the lock rod 8520 from moving away from the first connecting gap 8511, thereby improving the connection stability of the flying body 9000 combined to the form body 8000. In this embodiment, the controllable force applying structure can be understood as keeping the lock rod 8520 covering the first connecting gap 8511 or moving the lock rod 8520 away from the first connecting gap 8511 according to an electrical signal. The limiting mechanism 9540 can be a limiting pin.

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

[0260] In some embodiments, the transmission member 8540 is in rotational connection with the lock body 8510. The driving device 8530 is used for making the transmission member 8540 rotate along a first annular direction W1 or an annular direction. The first annular direction and the second annular direction are opposite. When the lock rod 8520 covers the first connecting gap 8511, the transmission member 8540 is used for rotating along the first annular direction W1 to abut against the side of the lock rod 8520 away from the first connecting gap 8511. The lock body 8510 is provided with a blocking block 8550. The blocking block 8550 is used for abutting against the transmission member 8540 in front of the first annular direction W1 to block 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 move outwards, 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 comprises a detection member 8560, for example, the detection member 8560 can be provided to comprise a third travel switch. The detection member 8560 is electrically connected with the driving device 8530, and the detection member 8560 is used to detect that the locking rod 8520 is rotated to cover the first connecting gap 8511 or is used to detect that the limiting mechanism 9540 is moved into the connecting gap, so as to stop the driving device 8530 from power output when the limiting mechanism 9540 is located at the locking position, thereby reducing power consumption.

[0262] In some embodiments, referring to Figure 31 , the locking 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 which is away from the transmission member 8540, thereby improving space utilization. In this embodiment, the lock body 8510 can be provided as a plate member.

[0263] In some embodiments, referring to Figure 30 , the side of the transmission member 8540 which is towards the locking rod 8520 is provided with an arc surface 8541, and when the transmission member 8540 is rotated along the circumferential direction to a preset position, it can be understood that the arc surface 8541 corresponds to the position at which the locking rod 8520 is opened, the center of the arc surface 8541 is consistent with the rotation center of the locking rod 8520, and the radius of the arc surface 8541 is greater than or equal to the maximum rotation radius R of the side of the locking rod 8520 which is towards the transmission member 8540, so that the locking rod 8520 can be smoothly opened, and at the same time, the arc surface 8541 improves the compactness of the structure.

[0264] In some embodiments, referring to Figure 32 , Figure 33 and Figure 34 , one end of the locking rod 8520 is rotationally connected with the lock body 8510, and the other end of the locking rod 8520 is provided with a second connecting gap 8521; the locking mechanism 8500 further comprises a first elastic member 8570, both ends of the first elastic member 8570 are connected with the lock body 8510 and the locking rod 8520 respectively, and the first elastic member 8570 is used to rotate the locking rod 8520 away from the first connecting gap 8511 and away from the second connecting gap 8521 so as to allow the limiting mechanism 9540 to enter; in this embodiment, the first elastic member 8570 can be provided as a spring, a spring sheet or the like. The inner side wall of the second connecting gap 8521 is used to abut against the limiting mechanism 9540 along the preset direction X, so as to drive the locking rod 8520 to rotate to cover at least part of the first connecting gap 8511. In this embodiment, when the limiting mechanism 9540 enters the first connecting gap 8511 along the preset direction X, the first elastic member 8570 can be energized, so that the first elastic member 8570 can provide a power source for the locking rod 8520, thereby reducing power consumption of the locking mechanism 8500.

[0265] In some embodiments, the inner side wall of the first connecting notch 8511 is provided with a first buffer layer 8512, which can be made of rubber or the like, to reduce the risk of the limiting mechanism 9540 damaging the first connecting notch 8511. The inner side wall of the second connecting notch 8521 is provided with a buffer layer 8522, which can be made of rubber or the like, to reduce the risk of the limiting mechanism 9540 damaging the second connecting notch 8521.

[0266] In this application, unless otherwise clearly specified or limited, the terms "mounting", "connecting" and the like should be interpreted in a broad sense. For example, it can be fixed connection, or detachable connection, or integral connection, or transmission connection; it can be direct connection, or indirect connection through intermediate medium. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0267] In addition, the terms "first", "second" and the like 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 connection with the embodiments or examples are included in at least one embodiment or example of the present application. In this application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this application and the features of different embodiments or examples without contradiction.

[0268] The above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A separating coupling device for a two-part flying car comprising a road vehicle and an aircraft, characterized in that, The aircraft comprises a fuselage and a traction docking mechanism; The separation and combination device comprises: The telescopic traction mechanism is provided on the vehicle body of the road vehicle, and comprises a bearing box, a sliding support and a traction member. The sliding support is slidably assembled in the bearing box. The traction member is annular, and is rotatably assembled in the sliding support. The traction member can be selectively rotated to a limiting position or an unlocking position relative to the sliding support. In the case that the traction member is rotated to the limiting position relative to the sliding support, the traction member protrudes out of the sliding support. An inner ring surface of the traction member located outside the sliding support and the sliding support jointly enclose a limiting space. The traction member is used for limiting the traction docking mechanism in the limiting space. In the case that the traction member is rotated to the unlocking position relative to the sliding support, the traction member is retracted into the sliding support. A plurality of linear motion mechanisms are provided on the vehicle body of the road vehicle. The plurality of linear motion mechanisms are distributed on opposite sides of the telescopic traction mechanism along the horizontal direction. The output end of each linear motion mechanism is connected to the telescopic traction mechanism. The movement direction of the output end of each linear motion mechanism is the same as the telescopic direction of the traction end of the telescopic traction mechanism.

2. The separating binding device according to claim 1, characterized in that, The linear motion mechanism comprises a bearing shell, a lead screw, a lead screw nut, a nut support and a support sliding block. The bearing shell is provided on the vehicle body of the road vehicle. A sliding channel is arranged in the bearing shell. The lead screw is rotatably assembled in the bearing shell. The lead screw nut is assembled on the lead screw. The nut support is located in the sliding channel and is spaced from the inner wall of the sliding channel. 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 located on one side of the bearing shell along the horizontal direction. The support sliding block is arranged between the nut support and the inner wall of the sliding channel.

3. The separating binding device according to claim 1, wherein The telescopic traction mechanism comprises a support driving assembly and a support limiting member. The support driving assembly is assembled in the bearing box and is adapted to drive the sliding support to move relative to the bearing box. The support limiting member is located on the movement path of the sliding support and is fixed relative to the bearing box.

4. The separation binding device according to claim 1, wherein The telescopic traction mechanism comprises a support bearing rod. The support bearing rod is located between the bottom of the sliding support and the bearing box. The support bearing rod has a gap with the bottom of the sliding support.

5. The separating binding device according to claim 1, wherein The separation and combination device further comprises a plurality of guide bases. The plurality of guide bases are provided on the vehicle body of the road vehicle. The plurality of guide bases are distributed on opposite sides of the telescopic traction mechanism along the horizontal direction.

6. The separation binding device according to claim 1, wherein The separation and combination device further comprises a supporting mechanism. The supporting mechanism is provided on the vehicle body of the road vehicle. The supporting top end of the supporting mechanism is higher than or equal to at least one of the top end of the telescopic traction mechanism and the top end of the linear motion mechanism.

7. A road vehicle, characterized in that The separation and combination device comprises: A vehicle body is provided with an aircraft accommodating compartment located on a side of a cockpit of the road vehicle facing a tail of the road vehicle. And The separating and combining device according to any one of claims 1 to 6 is assembled to the vehicle body and located in the aircraft accommodating compartment.

8. A two-seater flying car characterized by the fact that, Comprise: An aircraft; And The road vehicle according to claim 7, the aircraft accommodating compartment is adapted to accommodate the aircraft.

9. The two-part flying car of claim 8, wherein, The traction docking mechanism comprises a fuselage assembly seat, a pull ring, a first limiting piece and a second limiting piece, the fuselage assembly seat is assembled to the fuselage and located at the bottom of the aircraft, the pull ring is rotatably assembled to the fuselage assembly seat, the first limiting piece and the second limiting piece are respectively located on the opposite sides of the pull ring deviated from the fuselage assembly seat.

10. The two-part flying car of claim 8, wherein, The aircraft comprises a fuselage and a guide wheel, the guide wheel comprises a first support, a first roller and a first bushing, the first support is assembled to the fuselage and located at the bottom of the aircraft, the first roller is rollably assembled to the first support, the rotation axis of the first roller is perpendicular to the horizontal direction, and the first bushing is rotatably sleeved on the first support.

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