Road vehicle and its separating and combining mechanism, vehicle and separating and combining method

Abstract

The application discloses a road vehicle, a separation and combination mechanism thereof, a vehicle and a separation and combination method. The separation and combination mechanism comprises a connecting assembly configured to connect to a to-be-connected device; the to-be-connected device is provided with at least two first connecting structures which are arranged at intervals along a preset direction, and the connecting assembly is configured to connect to different first connecting structures. The separation and combination mechanism can move the to-be-connected device of the aircraft parked on the side along the preset direction to the road vehicle, thereby facilitating the separation or combination of the aircraft and the road vehicle. After the connecting assembly connects to a previous first connecting structure and drives the aircraft to move towards the road vehicle by a preset distance, the connecting assembly can connect to a subsequent first connecting structure and continue to drive the to-be-connected device to move towards the road vehicle. The connecting assembly can cooperate with different first connecting structures to move the to-be-connected device towards the road vehicle in batches, thereby reducing the moving stroke of the connecting assembly and the cost of parts of the separation and combination mechanism.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and in particular to a road vehicle and its separation and connection mechanism, a means of transportation and its separation and connection method. Background Technology

[0002] With the development of transportation technology, flying cars have recently emerged. Flying cars possess both flying and road-driving functions, and they come in many forms. One type of flying car decouples road-driving and flying scenarios. The flying car consists of two parts: a road vehicle (also known as a road vehicle) and an aircraft. The road vehicle can travel independently on the road like a car, while the aircraft flies in the sky when needed. At the same time, the road vehicle can also be combined with the aircraft to form a complete flying car.

[0003] In related technologies, aircraft take off or land directly on road structures, thereby separating or combining the road structure and the aircraft. In this case, because the aircraft needs to carry passengers or cargo and is quite heavy, the road structure is required to have a very high load-bearing capacity, and the size of the part carrying the aircraft must be made as large as possible to achieve a safe landing. The positioning technology and docking control of the aircraft are also required to be very precise, making it difficult to promote and apply this technology of separating and combining the aircraft with the road structure in actual products. Summary of the Invention

[0004] The main objective of this application is to provide a separation and connection mechanism for road vehicles, so as to facilitate the separation or connection of the device to be combined and the road vehicle.

[0005] To achieve the above objectives, the present application proposes a vehicle separation and connection mechanism for connecting a road vehicle and a device to be combined with the road vehicle. The separation and connection mechanism includes a connecting component for connecting the road vehicle, at least a portion of which is used to move relative to the road vehicle along a preset direction. The connecting component is also used to connect the device to be combined, which is spaced apart from the road vehicle along the preset direction. The device to be combined has at least two first connecting structures spaced apart along the preset direction, and the connecting component is used to connect different first connecting structures to drive the device to be combined to move toward the road vehicle.

[0006] This application also proposes a road vehicle, which includes the above-mentioned separation and engagement mechanism.

[0007] This application also proposes a means of transportation, which includes a device to be assembled and the aforementioned road vehicle.

[0008] This application also proposes a separation and combination method for combining road vehicles and a device to be combined, which are spaced apart along a preset direction. The device to be combined has at least two first connecting structures spaced apart along the preset direction. The separation and combination method includes the following steps:

[0009] The first connecting structure drives the device to be combined to move a preset distance toward or away from the road vehicle;

[0010] The first connecting structure drives the device to be combined to continue moving toward or away from the road vehicle.

[0011] The technical solution of this application, by setting a connecting component for moving relative to a road vehicle along a preset direction, enables the separation and connection mechanism to move the aircraft and other devices to be combined, which are parked on the side along the preset direction, onto the road vehicle, which is beneficial for the separation or combination of the aircraft and other devices to be combined with the road vehicle. After the connecting component connects to the previous first connecting structure and moves the device to be combined toward the road vehicle a preset distance, the connecting component can connect to the next first connecting structure and move the device to be combined toward the road vehicle again until the device to be combined is moved onto the road vehicle. The connecting component can cooperate with different first connecting structures to move the aircraft and other devices to be combined toward the road vehicle in stages, which helps to reduce the movement stroke of the connecting component and reduce the component cost of the separation and connection mechanism. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0013] Figure 1 This is a perspective view of an embodiment of the vehicle in this application.

[0014] Figure 2 This is a perspective view of another state of one embodiment of the vehicle in this application.

[0015] Figure 3 This is a partial structural diagram of an embodiment of the vehicle in this application.

[0016] Figure 4 This is a perspective view of an embodiment of the connecting component in this application.

[0017] Figure 5 This is a partial structural schematic diagram of an embodiment of the vehicle in this application.

[0018] Figure 6 This is a partial structural schematic diagram of an embodiment of the vehicle in this application.

[0019] Figure 7 This is a schematic diagram of the motion state of an embodiment of the vehicle in this application.

[0020] Figure 8 This is a schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0021] Figure 9 This is a partial schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0022] Figure 10 This is a schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0023] Figure 11 This is a schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0024] Figure 12 This is a schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0025] Figure 13 This is a schematic diagram of another motion state of a vehicle according to an embodiment of this application.

[0026] Figure 14 This is a perspective view of an embodiment of the first locking structure in this application.

[0027] Figure 15 This is a partial structural diagram of an embodiment of the first locking structure in this application.

[0028] Figure 16 This is a schematic diagram of the rear view of an embodiment of the first locking structure in this application.

[0029] Figure 17 This is a cross-sectional schematic diagram of an embodiment of the first locking structure in this application.

[0030] Figure 18 This is a schematic diagram of another partial structure of one embodiment of the first locking structure in this application.

[0031] Figure 19 This is a schematic diagram of another partial structure of one embodiment of the first locking structure in this application.

[0032] Figure 20 This is a schematic diagram of the motion state of an embodiment of the first locking structure in this application.

[0033] Figure 21 This is a schematic diagram of another motion state of an embodiment of the first locking structure in this application.

[0034] Figure 22 This is a perspective view of an embodiment of the second locking structure in this application.

[0035] Figure 23 This is a partial structural diagram of an embodiment of the second locking structure in this application.

[0036] Figure 24 This is a partial structural schematic diagram of an embodiment of the second locking structure in this application, viewed from the front.

[0037] Figure 25 This is a schematic diagram of the motion state of an embodiment of the second locking structure in this application.

[0038] Figure 26 This is a schematic diagram of another motion state of an embodiment of the second locking structure in this application.

[0039] Figure 27 This is a schematic diagram of another motion state of an embodiment of the second locking structure in this application.

[0040] Figure 28 This is a perspective view of an embodiment of the elastic limiting mechanism in this application.

[0041] Figure 29 This is a partial structural schematic diagram of an embodiment of the elastic limiting mechanism in this application.

[0042] Figure 30 This is a partial structural schematic diagram of another embodiment of the elastic limiting mechanism in this application.

[0043] Figure 31 This is a perspective view of an embodiment of the third locking structure in this application.

[0044] Figure 32 This is a cross-sectional schematic diagram of an embodiment of the third locking structure in this application.

[0045] Figure 33 This is a cross-sectional schematic diagram of another state of an embodiment of the third locking structure in this application.

[0046] Figure 34 This is a cross-sectional schematic diagram of a partial structure of an embodiment of the third locking structure in this application.

[0047] Figure 35 This is a perspective view of one embodiment of the movable cover plate in this application.

[0048] Figure 36 This is a three-dimensional schematic diagram of the cooperation between the rotating shaft and the transmission disk in one embodiment of this application.

[0049] Figure 37This is a partial structural schematic diagram of an embodiment of the fifth cylinder in this application.

[0050] Figure 38 This is a schematic diagram of a partial structure of the fifth cylinder embodiment in this application from a top view.

[0051] Figure 39 This is a partial structural schematic diagram of an embodiment of the third elastic element in this application.

[0052] Figure 40 This is a partial structural diagram of an embodiment of the third locking structure in this application.

[0053] Figure 41 This is a cross-sectional schematic diagram of a partial structure of an embodiment of the third locking structure in this application.

[0054] Figure 42 This is a schematic diagram of a partial structure of an embodiment of the third locking structure in this application, viewed from above.

[0055] Figure 43 This is a partial structural diagram of another embodiment of the third locking structure in this application.

[0056] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0057] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0058] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0059] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0060] This application proposes a means of transportation that facilitates the separation or combination of an aircraft and a road vehicle.

[0061] Reference Figure 1 and Figure 2 In one embodiment of this application, the vehicle includes a road vehicle 8000 and a docking device to be docked with the road vehicle 8000, wherein the docking device may be configured as an aircraft 9000. The road vehicle 8000 is used to travel on the ground, and the aircraft 9000 is used to fly in the air after detaching from the road vehicle 8000. The aircraft 9000 may be configured to include a carrying bay 9100 and landing gear 9200. The carrying bay 9100 is used to carry passengers or cargo, and the landing gear 9200 is used to support the carrying bay 9100 on the ground.

[0062] The landing gear 9200 may also be configured to include a first frame 9210 and a second frame 9220 spaced apart along a predetermined direction X; at least a portion of the first frame 9210 may be movable toward or away from the carrying compartment 9100, and at least a portion of the second frame 9220 may be movable toward or away from the carrying compartment 9100, in order to reduce the overall space occupied by the vehicle. For example, the first frame 9210 and the second frame 9220 may be configured as telescopic landing gear or folding landing gear. Of course, when there is sufficient clearance on the road vehicle 8000, the landing gear 9200 may also be configured as a fixed landing gear structure, and this embodiment does not limit this.

[0063] Furthermore, the road vehicle 8000 includes the aforementioned separation and engagement mechanism. The road vehicle 8000 can be configured as a vehicle similar to a pickup truck, or a vehicle similar to a trailer; this embodiment is not limited in this respect. It is understood that the landing gear 9200 can form a gap at the bottom of the carrying bay 9100, and at least a portion of the road vehicle 8000 is used to drive into this gap, for example, through automatic parking or manual parking, so that the aforementioned separation and engagement mechanism can move into the gap, thereby moving the aircraft 9000. In addition, communication devices can be installed on both the aircraft 9000 and the road vehicle 8000 to communicate and transmit data via a network. Of course, the communication devices on the aircraft 9000 and the road vehicle 8000 can also communicate with a server to receive data from or transmit data to the server.

[0064] Among them, reference Figure 2 and Figure 3 The separation and connection mechanism includes a connecting component 7000, which connects to the road vehicle 8000, for example, by bolting or welding. At least a portion of the connecting component 7000 is movable relative to the road vehicle 8000 along a preset direction X. The connecting component 7000 also connects to the aircraft 9000, for example, by bolting, plugging, or snapping. The connecting component 7000 may include a servo cylinder, an electric telescopic rod, a pneumatic cylinder, or a hydraulic cylinder. For example, in the separated state, the aircraft 9000 is positioned at an interval from the road vehicle 8000 along the preset direction X, which can be understood as the aircraft 9000 being parked beside the road vehicle 8000. The connecting component 7000 can move the aircraft 9000 onto and connect it to the road vehicle 8000 through its portion that moves relative to the road vehicle 8000 along the preset direction X. Specifically, the aircraft 9000 is provided with at least two first connecting structures 9300 spaced apart along a preset direction X, and the connecting assembly 7000 is used to connect different first connecting structures 9300 to drive the aircraft 9000 toward the road vehicle 8000. In some embodiments, refer to Figure 3 The aircraft 9000 is provided with three first connecting structures 9300 spaced apart along a preset direction, so as to shorten the travel distance of the connecting component 7000 and reduce the number of connections between the connecting component 7000 and the first connecting structure 9300, which can be understood as reducing the number of round trips of the connecting component 7000. Of course, the aircraft 9000 may also be provided with other numbers of first connecting structures 9300 spaced apart along a preset direction, and this embodiment does not limit this.

[0065] This embodiment, by providing a connecting component 7000 for moving relative to the road vehicle 8000 along a preset direction X, enables the separation and connection mechanism to move the aircraft 9000 and other devices to be combined, which are parked on the side along the preset direction X, onto the road vehicle 8000. This facilitates the separation or combination of the aircraft 9000 and other devices to be combined with the road vehicle 8000. After the connecting component 7000 connects to a previous first connecting structure 9300 and moves the aircraft 9000 and other devices to be combined toward the road vehicle 8000 a preset distance, the connecting component 7000 can connect to a subsequent first connecting structure 9300 and continue to move the aircraft 9000 toward the road vehicle 8000 until the aircraft 9000 moves onto the road vehicle 8000. The connecting component 7000 can cooperate with different first connecting structures 9300 to move the aircraft 9000 and other devices to be combined toward the road vehicle 8000 in stages, which helps to reduce the travel distance of the connecting component 7000 and lowers the component cost of the separation and connection mechanism.

[0066] In the aforementioned vehicles, the road vehicle 8000 uses the aforementioned separation and connection mechanism to transfer the road vehicle 8000 and the aircraft 9000, which are to be combined. In addition, the road vehicle 8000 can also use the separation and connection mechanism to transfer other devices to be combined with it, such as cargo boxes and movable sleeping pods. This application will use the aircraft 9000 as an example to describe the separation and connection mechanism between the road vehicle 8000 and the devices to be combined. Unless contradictory, the structure of the aircraft 9000 can be applied to independent functional mechanisms such as cargo boxes and movable sleeping pods.

[0067] In some implementations, refer to Figure 3 A second locking structure 8500 is provided on one of the road vehicle 8000 and the aircraft 9000. This locking structure 8500 connects the road vehicle 8000 and the aircraft 9000, for example, through bolts or welding. The second locking structure 8500 is used for detachable locking with the other of the two vehicles. For example, after the aircraft 9000 is in place, the second locking structure 8500 can lock the aircraft 9000 and the road vehicle 8000, improving the stability of the aircraft 9000 during transport on the road vehicle 8000. The locking structure 8500 can be connected to the road vehicle 8000 to reduce the load added to the aircraft 9000 by its weight. Of course, the locking structure 8500 can also be connected to the aircraft 9000; this embodiment does not limit this.

[0068] In some implementations, refer to Figure 3 The road vehicle 8000 can be configured to include a wheel assembly 8100 and a body structure 8200 that can be raised and lowered relative to the wheel assembly 8100, with the connecting component 7000 connected to the body structure 8200. Specifically, the relative raising and lowering of the body structure 8200 and the wheel assembly 8100 can be achieved through a suspension structure or other lifting components, thereby causing the body structure 8200 to drive the aforementioned separation and connection mechanism to rise to abut against the aircraft 9000. The wheel assembly 8100 can be configured to include multiple wheels, each of which can achieve relative raising and lowering with the body structure 8200 through an independent suspension structure, in order to adjust the relative orientation accuracy of the connecting component 7000 and the aircraft 9000 and improve the connection efficiency between the connecting component 7000 and the aircraft 9000.

[0069] In some implementations, refer to Figure 3 The bottom of the carrying compartment 9100 may be provided with a supporting rolling element 9510, which may be configured as including balls, rollers or wheels. The supporting rolling element 9510 is used to abut against the road vehicle 8000 so that the aircraft 9000 can slide on the road vehicle 8000.

[0070] In some implementations, refer to Figure 3 The separation and connection mechanism also includes a first drive device 7230, which is tractively connected to the moving part of the connecting assembly 7000. The first drive device 7230 is used to move the moving part of the connecting assembly 7000 along a preset direction X. The first drive device 7230 is located on the side of the moving part of the connecting assembly 7000 facing the road vehicle 8000, for example, on the right side in the figure. In this embodiment, the connecting assembly 7000 can provide more installation space for other components on the side of the preset direction X, which is beneficial to improving the overall structural compactness of the vehicle.

[0071] In some implementations, refer to Figure 3 , Figure 4The moving part of the connecting assembly 7000 includes a connecting rod body, and the connecting assembly 7000 also includes a connecting cylinder 7310. The connecting rod body is sleeved inside the connecting cylinder 7310 to provide more precise transmission. A transmission structure is provided inside the connecting cylinder 7310. The input end of the transmission structure is connected to the output shaft of the first drive device 7230, and the output end of the transmission structure is connected to the connecting rod body. The transmission structure being located inside the cylinder 7310 helps reduce the likelihood of dust accumulation, thus increasing service life, and also reduces the overall size of the connecting assembly 7000. For example, the connecting assembly 7000 can be configured as an inline servo electric cylinder, an electric telescopic rod, a pneumatic cylinder, a hydraulic cylinder, etc. Of course, the connecting assembly 7000 can also be configured as a transmission belt or rope assembly, and the aircraft 9000 can be connected via a movable belt or rope; this embodiment does not limit this.

[0072] In some implementations, refer to Figure 3 , Figure 4 The separation and connection mechanism may further include a first guide rail 7210 and a first slider 7220. The first guide rail 7210 extends along a preset direction X, and the first slider 7220 is slidably connected to the first guide rail 7210. The first guide rail 7210 is used for fixed connection with the road vehicle 8000, for example, by bolt connection, slot connection, etc. The first slider 7220 is connected to the moving part of the connecting assembly 7000, for example, connected to the aforementioned connecting rod. The first slider 7220 is provided with a first through hole, through which the moving part of the connecting assembly 7000 passes, and the moving part of the connecting assembly 7000 is limitedly connected to the first slider 7220 in a preset direction. For example, the connecting rod is provided with retaining rings on both sides of the first slider 7220 to limit the movement in the preset direction X. In this embodiment, the first slider 7220 can move with the moving part of the connecting assembly 7000 (e.g., the aforementioned connecting rod), bearing radial force for the moving part of the connecting assembly 7000 and improving the movement accuracy of the moving part of the connecting assembly 7000. For example, when the connecting rod extends toward the aircraft 9000 relative to the cylinder 7310, the first slider 7220 can support the connecting rod, reduce the sag of the connecting rod, improve the positional accuracy of the end of the connecting rod, improve the positional accuracy of the end of the connecting rod relative to the aircraft 9000, and improve the connection efficiency between the connecting assembly 7000 and the aircraft 9000.

[0073] In some implementations, refer to Figure 3 The first guide rail 7210 is located on the moving part of the connecting assembly 7000 to the side facing the aircraft 9000. For example, the first guide rail 7210 is located on the left side of the connecting rod and the cylinder 7310 in the figure, so that the connecting assembly 7000 can provide more installation space for other components on the side of the preset direction X.

[0074] In some implementations, refer to Figure 3 , Figure 5 The separation and connection mechanism also includes a guide structure 8300, which is connected to the road vehicle 8000. The guide structure 8300 extends along a preset direction X and is positioned within the bottom gap of the aircraft 9000. Two sets of guide rolling elements 9520 may be provided at the bottom of the carrying compartment 9100 to reduce friction when interacting with the guide structure 8300 and improve the movement efficiency of the aircraft 9000. The guide rolling elements 9520 may be configured as balls, rollers, or wheels. The two sets of guide rolling elements 9520 form a bottom gap extending along a preset direction to accommodate at least a portion of the guide structure 8300. In this embodiment, when the connecting component 7000 moves the aircraft 6000 along the preset direction X, the guide structure 8300 can reduce the yaw angle of the aircraft 9000 and the road vehicle 8000 along the preset direction X through interaction with the bottom of the aircraft 9000, such as with the two sets of guide rolling elements 9520, so that the aircraft 9000 can be aligned with the road vehicle 8000, thereby improving the alignment accuracy between the aircraft 9000 and the road vehicle 8000.

[0075] In some embodiments, the guide structure 8300 includes a first upright plate 8310 and a second upright plate 8320, which extend along a preset direction X. The first upright plate 8310 and the second upright plate 8320 are spaced apart, and at least a portion of the connecting components 7000 are disposed within the space between the first upright plate 8310 and the second upright plate 8320, thereby improving the overall space utilization of the vehicle.

[0076] In some embodiments, the guide structure 8300 includes a guide end 8301 facing the aircraft 9000. The width of the guide end 8301 decreases in the direction facing the aircraft 9000, for example, decreasing to the left in the figure, thereby facilitating access into the bottom gap of the aircraft 9000. For example, the guide end 8301 can be formed by one end of the first upright plate 8310 facing the aircraft 9000 and one end of the second upright plate 8320 facing the aircraft 9000; specifically, the distance between the end of the first upright plate 8310 facing the aircraft 9000 and the end of the second upright plate 8320 facing the aircraft 9000 decreases in the direction facing the aircraft 9000, for example, decreasing to the left in the figure. During manufacturing, the end of the first upright plate 8310 facing the aircraft 9000 can be bent toward the second upright plate 8320, and the end of the second upright plate 8320 facing the aircraft 9000 can be bent toward the first upright plate 8310. Of course, the first upright plate 8310 may be bent towards the second upright plate 8320 at the end facing the aircraft 9000, or the second upright plate 8320 may be bent towards the first upright plate 8310 at the end facing the aircraft 9000. This embodiment does not limit this.

[0077] In some implementations, refer to Figure 5 The guide structure 8300 also includes a first cover plate 8330, which extends along a preset direction X. One side of the first upright plate 8310 and one side of the second upright plate 8320 are respectively used to connect to the road vehicle 8000, for example, by welding, plugging, or bolting. The other side of the first upright plate 8310 and the other side of the second upright plate 8320 are respectively connected to the first cover plate 8330, thereby reducing the risk of other components accidentally colliding with the connecting assembly 7000, ensuring the transmission accuracy of the connecting assembly 7000, and improving the separation and engagement efficiency of the aircraft 9000 and the road vehicle 8000.

[0078] In some implementations, refer to Figure 5The first cover plate 8330 has a guide notch 8331 at one end facing the aircraft 9000. The guide notch 8331 allows the first connecting structure 9300 to enter in a preset direction. The inner wall of the guide notch 8331 abuts against the first connecting structure 9300. The width direction of the guide notch 8331 is perpendicular to the preset direction, and the width of the guide notch 8331 increases along the direction facing the aircraft 9000, for example, it increases to the right in the figure. In this embodiment, when the connecting assembly 7000 moves the aircraft 6000 along the preset direction X, the inner wall of the guide notch 8331 can reduce the relative positional deviation between the aircraft 9000 and the road vehicle 8000 along the width direction of the guide notch 8331 through interaction with the first connecting structure 9300. This allows the aircraft 9000 to be aligned relative to the road vehicle 8000, improving the alignment accuracy between the aircraft 9000 and the road vehicle 8000.

[0079] In some embodiments, the guide notch 8331 is used to provide a guide slot 8332 on the side facing away from the aircraft 9000. For example, the guide slot 8332 is provided on the right side of the guide notch 8331 in the figure. The guide slot 8332 extends along a preset direction X. The guide slot 8332 is used to allow the first connecting structure 9300 to enter along the preset direction, and the sidewall of the guide slot 8332 is used to abut against the first connecting structure 9300. After the relative positional deviation is reduced by the guide notch 8331, the first connecting structure 9300 can move more stably along the preset direction X in the guide slot 8332, improving the movement stability of the aircraft 9000.

[0080] In addition, the distance between the end of the first upright plate 8310 facing the aircraft 9000 and the end of the second upright plate 8320 facing the aircraft 9000 decreases in the direction towards the aircraft 9000, which enables the first cover plate 8330 with the guide notch 8331 and guide slit 8332 and the guide structure 8300 to have higher structural strength, further improving the stability of the aircraft 9000's movement.

[0081] In some implementations, refer to Figure 6 The first connecting structure 9300 is disposed on the carrier compartment 9100. At least part of the first connecting structure 9300 can move relative to the carrier compartment 9100 to approach or move away from the carrier compartment 9100. This reduces the space occupied when the aircraft 9000 is attached to the road vehicle 8000, which helps to reduce the overall volume of the vehicle and reduces the risk of motion interference between the aircraft 9000 and the road vehicle 8000.

[0082] Specifically, refer to Figure 6The first connecting structure 9300 facing the road vehicle 8000 includes a fixed body 9321 and a movable body; for example, the first connecting structure 9300 may be configured to include a connecting post 9310, and the connecting post 9310 may be configured as the movable body. The fixed body 9321 is connected to the carrier compartment 9100, for example, by bolt connection, slot connection, etc. The movable body is movably connected to the fixed body 9321 to move closer to or away from the carrier compartment 9100, for example, the movable body may be configured as a telescopic pin, an electrically operated push rod, a cylinder rod, etc.

[0083] In some implementations, refer to Figure 6 The moving part of the connecting assembly 7000 is provided with a traction ring 7100; the traction ring 7100 is connected to the connecting rod body by means such as threaded connection or plug-in connection. The traction ring 7100 is used to accommodate the first connecting structure 9300, such as the connecting post 9310. The inner sidewall of the traction ring 7100 is used to abut against the first connecting structure 9300 in a preset direction X, thereby driving the aircraft 9000 to move in the preset direction X through the traction ring 7100. In this embodiment, the internal space of the traction ring 7100 can be made relatively large, which allows the first connecting structure 9300 to have a relatively large positional error, which is beneficial to improving the connection efficiency between the first connecting structure 9300 and the connecting assembly 7000.

[0084] When setting the traction ring 7100, refer to... Figure 6 The connecting post 9310 may have a protrusion 9311 on the side away from the carrier compartment 9100. The protrusion 9311 protrudes radially along the connecting post 9310, for example, the protrusion 9311 may be annular. At least a portion of the protrusion 9311 is located beside the pre-defined direction X. In this embodiment, when the connecting post 9310 abuts against the inner wall of the traction ring 7100 in the pre-defined direction X, the portion of the protrusion 9311 located beside the traction ring 7100 in the pre-defined direction X can hold the traction ring 7100 in place, reducing the probability of the connecting post 9310 dislodging from the traction ring 7100 and improving the connection stability between the aircraft 9000 and the connecting assembly 7000. Furthermore, the connecting post 9310 may be configured to be thicker at both ends and thinner in the middle to further improve the connection stability between the aircraft 9000 and the connecting assembly 7000.

[0085] In some implementations, refer to Figure 6The traction ring 7100 includes a first traction portion 7110 for facing away from the road vehicle 8000. The first traction portion 7110 is used to abut against the side of the first connecting structure 9300 facing away from the road vehicle 8000. The width of the first traction portion 7110 decreases in the direction facing away from the road vehicle 8000, so that after the first connecting structure 9300 enters the traction ring 7100, the mutual abutment between the first traction portion 7110 and the first connecting structure 9300 (such as the connecting post 9310 mentioned above) improves the relative position accuracy between the aircraft 9000 and the road vehicle 8000 and improves the centering accuracy.

[0086] In some embodiments, the inner sidewall of the first traction portion 7110 is provided with a first traction recess 7111. The first traction recess 7111 is used to accommodate at least a portion of the first connecting structure 9300, such as the aforementioned connecting post 9310, to improve the connection stability between the aircraft 9000 and the road vehicle 8000. When the connecting post 9310 is accommodated within the first traction recess 7111, the aforementioned protrusion 9311 can further reduce the probability of the connecting post 9310 dislodging from the traction ring 7100 by locking the first traction recess 7111, thereby further improving the connection stability between the aircraft 9000 and the connecting assembly 7000.

[0087] In some embodiments, the roughness of the inner sidewall of the first traction portion 7110 is less than the roughness of the outer sidewall of the first traction portion 7110, so as to reduce the friction between the first traction portion 7110 and the first connecting structure 9300 and improve the service life of the first traction portion 7110 and the first connecting structure 9300.

[0088] In some embodiments, the traction ring 7100 includes a second traction portion 7120 for facing the road vehicle 8000. The second traction portion 7120 is used to abut against the side of the first connecting structure 9300 facing the road vehicle 8000. The width of the second traction portion 7120 decreases along the direction facing the road vehicle 8000, so that after the first connecting structure 9300 enters the traction ring 7100, the mutual abutment between the second traction portion 7120 and the first connecting structure 9300 (e.g., the aforementioned connecting post 9310) improves the relative position accuracy between the aircraft 9000 and the road vehicle 8000, thereby improving the centering accuracy.

[0089] In some embodiments, the inner wall of the second traction portion 7120 is provided with a second traction recess 7121. The second traction recess 7121 is used to accommodate at least a portion of the first connecting structure 9300, such as the aforementioned connecting post 9310, to improve the connection stability between the aircraft 9000 and the road vehicle 8000. When the connecting post 9310 is accommodated within the second traction recess 7121, the aforementioned protrusion 9311 can further reduce the probability of the connecting post 9310 dislodging from the traction ring 7100 by locking the second traction recess 7121, thereby further improving the connection stability between the aircraft 9000 and the connecting assembly 7000.

[0090] In some embodiments, the roughness of the inner sidewall of the second traction portion 7120 is less than the roughness of the outer sidewall of the second traction portion 7120, so as to reduce the friction between the second traction portion 7120 and the first connecting structure 9300 and improve the service life of the second traction portion 7120 and the first connecting structure 9300.

[0091] It is understood that the first traction portion 7110 and the first traction recess 7111 can cooperate with the first connecting structure 9300 during the process of the aircraft 9000 being attached to the road vehicle 8000, and the second traction portion 7120 and the second traction recess 7121 can cooperate with the first connecting structure 9300 during the process of the aircraft 9000 being detached from the road vehicle 8000.

[0092] In some implementations, refer to Figure 6 The width direction of the traction ring 7100 is perpendicular to the preset direction X. The width of the traction ring 7100 is less than or equal to the minimum distance between the end of the first upright plate 8310 facing the aircraft 9000 and the end of the second upright plate 8320 facing the aircraft 9000. This allows the traction ring 7100 to move along the preset direction X into the first upright plate 8310 and the second upright plate 8320, improving space utilization and reducing the impact of external components on the traction ring 7100. Simultaneously, the traction ring 7100 can drive the first connecting structure 9300 (such as the aforementioned connecting post 9310) into the aforementioned guide notch 8331 and guide gap 8332, thus engaging the aircraft 9000. The protrusion 9311 on the connecting post 9310 can engage with the guide notch 8331 and guide gap 8332, reducing the risk of the aircraft 9000 accidentally detaching from the road vehicle 8000.

[0093] In some implementations, refer to Figure 6The aircraft 9000 is equipped with a first detection device 9400. The first detection device 9400 is used at least to detect the relative position of the first connecting structure 9300 facing the road vehicle 8000 and the moving part of the connecting assembly 7000, in order to improve the relative positional accuracy of the moving part of the connecting assembly 7000 before connecting with the aircraft 9000, for example, improving the relative positional accuracy of the connecting post 9310 and the traction ring 7100. The first detection device 9400 can be configured as a camera or similar device.

[0094] The first detection device 9400 can be connected to the aforementioned fixing body 9321, for example, by means of bolt connection, tape bonding, etc.

[0095] This application also proposes a separation and connection method for connecting a road vehicle 8000 and an aircraft 9000 spaced apart along a preset direction. The aircraft 9000 is provided with at least two first connection structures 9300 spaced apart along a preset direction. The separation and connection method includes the following steps:

[0096] The aircraft 9000 is moved toward or away from the road vehicle 8000 by a predetermined distance through a first connection structure 9300, for example, by the connection component 7000 mentioned above connecting this first connection structure 9300.

[0097] The aircraft 9000 can continue to move toward or away from the road vehicle 8000 via another first connection structure 9300, for example, by connecting the other first connection structure 9300 via the aforementioned connection component 7000.

[0098] For example, refer to Figure 3 , Figure 7 After the connecting component 7000 connects to the previous first connecting structure 9300 and moves the aircraft 9000 toward the road vehicle 8000 a preset distance, the connecting component 7000 can connect to the next first connecting structure 9300 and move the aircraft 9000 toward the road vehicle 8000 again until the aircraft 9000 moves onto the road vehicle 8000. The connecting component 7000 can cooperate with different first connecting structures 9300 to move the aircraft 9000 toward the road vehicle 8000 in stages, which helps to reduce the travel distance of the connecting component 7000 and reduce the component cost of the separation and connection mechanism.

[0099] Among them, reference Figures 8 to 13 The aircraft 9000 and road vehicle 8000 of the above-mentioned means of transportation can be combined by referring to the following steps of the separation and combination method.

[0100] Specifically, refer to Figure 8 , Figure 9After the first connecting structure 9300 moves part of the aircraft 9000 onto the road vehicle 8000, the landing gear 9200 can be retracted towards the road vehicle 8000 when the road vehicle 8000 supports part of the weight of the aircraft 9000. For example, the first frame 9210 can be retracted and the second frame 9220 can support the ground.

[0101] Reference Figure 10 The aircraft 9000 continues to move onto the road vehicle 8000 via the next first connecting structure 9300; specifically, it may include retracting the previous first connecting structure 9300 and extending the next first connecting structure 9300, for example, extending into the aforementioned traction ring 7100.

[0102] Reference Figure 11 , Figure 12 After the center of gravity of the aircraft 9000 is shifted onto the road vehicle 8000, another part of the landing gear 9200 away from the road vehicle 8000 can be retracted, for example, the second frame 9220 mentioned above can be retracted.

[0103] Reference Figure 13 The aircraft 9000 is then connected to the road vehicle 8000 via the subsequent first connecting structure 9300, and the aircraft 9000 is locked to the road vehicle 8000, for example, by the aforementioned second locking structure 8500.

[0104] In some implementations, refer to Figure 14 One of the road vehicle 8000 and the aircraft 9000 is provided with a first locking structure 8400, which is used for detachable locking with the other of the aircraft 9000 and the road vehicle 8000. For example, the first locking structure 8400 may be provided on the road vehicle 8000 or on the aircraft 9000; this embodiment is not limited in this respect.

[0105] Sometimes, the locking efficiency between the aircraft 9000 and the road vehicle 8000 needs improvement. In some implementations, refer to... Figure 14The aircraft 9000 or the road vehicle 8000 is provided with a first connecting pin 9530; the first locking structure 8400 includes a first locking body 8410 and a first locking rod 8420. The first locking body 8410 is provided with a first connecting notch 8411. The first locking body 8410 can be connected to the road vehicle 8000, for example, by fasteners such as bolts, screws, and rivets, or by welding, to reduce the load on the aircraft 9000 caused by the weight of the first locking body 8410. Of course, the first locking body 8410 can also be connected to the aircraft 9000, and this embodiment does not limit this. The first connecting notch 8411 is used for the first connecting pin 9530 to move into the first connecting notch 8411 along a preset direction X. The preset direction X can be the direction in which the aircraft 9000 is relatively close to the road vehicle 8000. It can be understood that the first connecting pin 9530 moves into the first connecting notch 8411 along the preset direction X as the aircraft 9000 or the vehicle 8000 moves. The first locking rod 8420 is used to move to cover at least a portion of the first connecting notch 8411 and to abut against the side wall of the first connecting pin 9530, thereby preventing the first connecting pin 9530 from moving out of the first connecting notch 8411. The first locking rod 8420 can be driven by a motor, cylinder, or other driving device, or it can be moved manually; this embodiment does not limit this. The diameter of the first connecting pin 9530 is smaller than the maximum width of the first connecting notch 8411. For example, refer to... Figure 14 The space formed by the first connecting notch 8411 and the first locking rod 8420 is circular in shape, and the diameter of the circle is larger than the diameter of the first connecting pin 9530. Of course, the space formed by the first connecting notch 8411 and the first locking rod 8420 can also be triangular, quadrilateral, pentagonal, etc., in which case the diameter of the inscribed circle of the space can be larger than the diameter of the first connecting pin 9530. During the movement of the aircraft 9000 relative to the road vehicle 8000, for example when the aircraft 9000 needs to engage with the road vehicle 8000, specifically before the aircraft 9000 is moved along a preset direction X by the connecting component 7000, the first locking structure 8400 can be used to lock the aircraft 9000 and the road vehicle 8000, so that the first connecting notch 8411 can at least engage the first connecting pin 9530 at its maximum width, thereby offsetting at least part of the positional deviation between the aircraft 9000 waiting for the locking device and the road vehicle 8000, allowing the first connecting pin 9530 to have a large positional error, which is beneficial to improving the engagement success rate between the aircraft 9000 and the road vehicle 8000 and improving the locking efficiency between the aircraft 9000 and the road vehicle 8000.

[0106] In some embodiments, the first locking structure 8400 further includes a second driving device 8430 and a transmission body 8440. The transmission body 8440 is movable relative to the first locking body 8410. This movement may include rotation and translation, wherein translation may be achieved through a sliding groove connection or similar means. It is understood that the transmission body 8440 moves under the drive of the second driving device 8430. The second driving device 8430 may be configured as a drive motor, a drive cylinder, etc., and this embodiment does not limit this.

[0107] Reference Figure 15 , Figure 16 The transmission body 8440 is connected to the second driving device 8430 and the first locking rod 8420 respectively to perform transmission. The transmission body 8440 is at least partially exposed outside the first locking body 8410. The exposed portion of the transmission body 8440 is provided with a second connecting structure for connecting a force-applying component. For example, the second connecting structure may include a connecting groove 8443, which extends radially along the rotating portion 8441 to reduce the space occupied by the second connecting structure. Correspondingly, the force-applying component may be a screwdriver or the like. Of course, the second connecting structure may also be a hexagonal head or other protruding structure, and the force-applying component may be a wrench or the like. This embodiment does not limit this. The second connecting structure on the exposed portion of the transmission body 8440 facilitates manual movement of the first locking rod 8420 in case of accidental damage to the second driving device 8430, reducing the risk that the first locking structure 8400 may fail to engage or disengage due to the first locking rod 8420 being unable to move.

[0108] In some implementations, refer to Figure 15 , Figure 17 The transmission body 8440 includes a rotating portion 8441, which is rotatably connected to the first lock body 8410, thereby reducing the space occupied by the rotating portion 8441 (compared to linkage mechanisms, etc.). The axial end of the rotating portion 8441 is exposed outside the first lock body 8410, and a second connecting structure is disposed at the exposed axial end of the rotating portion 8441. A first toothed structure 8442 is provided on the outer peripheral wall of the rotating portion 8441, for example, the rotating portion 8441 and the first toothed structure 8442 can be formed by setting a gear. A second toothed structure 8463 is provided on the first lock body 8410, and the first toothed structure 8442 meshes with the second toothed structure 8463 to perform transmission. The meshing of the first toothed structure 8442 and the second toothed structure 8463 improves the transmission stability.

[0109] In some implementations, refer to Figure 18The first lock body 8410 is provided with a first annular groove 8451, which extends circumferentially along the first connecting notch 8411. The first lock rod 8420 includes an annular body 8460, which is disposed within the first annular groove 8451. The annular body 8460 is slidably connected to the first annular groove 8451 to slide to cover at least a portion of the first connecting notch 8411. The cross-section of the first annular groove 8451 and the cross-section of the annular body 8460 can be respectively set as rectangular, rounded rectangle, circular, or elliptical. The annular body 8460 is provided with a first annular boss 8461, which is coaxially arranged with the annular body 8460. The inner wall of the first annular groove 8451 is provided with a second annular groove 8452, which is coaxially arranged with the annular body 8460. The first annular boss 8461 is disposed in the second annular groove 8452, and the first annular boss 8461 and the second annular groove 8452 are slidably connected, that is, slidably connected through a sliding groove structure, which improves the smoothness of movement of the annular body 8460 and the first locking rod 8420 relative to the first locking body 8410. The cross-section of the first annular boss 8461 and the cross-section of the second annular groove 8452 can be set as rectangle, rounded rectangle, circle or ellipse, etc., respectively.

[0110] In some implementations, refer to Figure 18The first lock body 8410 includes a first cantilever 8412 and a second cantilever 8413. The first cantilever 8412 and the second cantilever 8413 are spaced apart and form a first connecting notch 8411. The first cantilever 8412 and the second cantilever 8413 can be respectively configured as coaxial arc shapes, so that the first connecting notch 8411 is circular in shape. At least a portion of the first annular groove 8451 and at least a portion of the second annular groove 8452 are provided on the first cantilever 8412. The first annular groove 8451 extends to the free end of the first cantilever 8412, for example, through the lower end in the figure. The second cantilever 8413 is provided with a third annular groove 8453, which extends to the free end of the second cantilever 8413, for example, through the lower end in the figure. The annular body 8460 is used to extend from the first annular groove 8451 and extend into the third annular groove 8453 for locking. At this time, the annular body 8460 The outer walls of 460 are respectively limited by the first cantilever 8412 and the second cantilever 8413, which helps to improve the connection stability of the first lock body 8410 when locked. The end of the annular body 8460 that extends out of the first annular groove 8451 is provided with a second annular boss 8462, which is coaxially arranged with the annular body 8460. The second annular boss 8462 can be connected with the first annular boss 8461 to form a whole, or it can be offset from the first annular boss 8461. On the other hand, the annular body 8460, the first annular boss 8461 and the second annular boss 8462 can be integrally formed by casting, machining or other methods. The inner wall of the third annular groove 8453 is provided with a fourth annular groove 8454 that is coaxially arranged with the annular body 8460. The fourth annular groove 8454 extends to the free end that penetrates the second cantilever 8413, for example, through the lower end in the figure. The cross-sections of the second annular boss 8462 and the fourth annular groove 8454 can be rectangular, rounded rectangular, circular, or elliptical, respectively. The fourth annular groove 8454 is used for the second annular boss 8462 to extend into, thereby further improving the smoothness of movement of the annular body 8460 and the first locking rod 8420 relative to the first lock body 8410. The ends of the annular body 8460 facing the free end of the second cantilever 8413 and the second annular boss 8462 facing the free end of the second cantilever 8413 can be chamfered to improve the ease of extension into the third annular groove 8453 and the fourth annular groove 8454.

[0111] It should be noted that, Figure 18In this embodiment, the annular body 8460 is provided with a first annular boss 8461, a second annular boss 8462, a second annular groove 8452, and a fourth annular groove 8454 on both sides along the Z direction, for illustration purposes. Of course, it is also possible to provide the first annular boss 8461, the second annular boss 8462, the second annular groove 8452, and the fourth annular groove 8454 only on one side along the Z direction of the annular body 8460; this embodiment does not limit this.

[0112] In some implementations, refer to Figure 19 , Figure 20 The first annular groove 8451 is provided with a first limit switch 8471 for abutting one end of the annular body 8460. The first limit switch 8471 can be configured as a contact switch, etc. (Refer to...) Figure 19 , Figure 21 The third annular groove 8453 is provided with a second limit switch 8472 for abutting the other end of the annular body 8460. The second limit switch 8472 can be configured as a contact switch or the like. The first annular groove 8451 communicates with the third annular groove 8453, and the first limit switch 8471 and the second limit switch 8472 are spaced apart. The first lock body 8410 is also provided with a second through hole 8414, which connects the gap between the first limit switch 8471 and the second limit switch 8472. The wires of the first limit switch 8471 and the second limit switch 8472 (not shown in the figure) pass through the second through hole 8414. In this embodiment, the first locking structure 8400 can provide timely feedback on the position of the annular body 8460 and the first locking rod 8420 through the first limit switch 8471 and the second limit switch 8472, and can also accommodate the corresponding wires through the gap between the second through hole 8414 and the first limit switch 8471 and the second limit switch 8472, which is beneficial to improving space utilization.

[0113] In related technologies, when the aircraft 9000 is integrated with the road vehicle 8000, unstable connections sometimes occur. In some implementations, refer to... Figure 22 , Figure 23The second locking structure 8500 includes a second lock body 8510, a second lock rod 8520, and a controllable force application structure. The second lock body 8510 can be connected to the road vehicle 8000, for example, by fasteners such as bolts, screws, and rivets, or by welding, to reduce the load on the aircraft 9000 caused by the weight of the second lock body 8510. Of course, the second lock body 8510 can also be connected to the aircraft 9000; this embodiment does not limit this. The second lock body 8510 has a second connecting notch 8511; the second connecting notch 8511 allows the second connecting pin 9540 to move into it along a preset direction X. This preset direction X can be the direction in which the aircraft 9000 is relatively close to the road vehicle 8000. It can be understood that the second connecting pin 9540 moves into the second connecting notch 8511 along the preset direction X as the aircraft 9000 or the vehicle 8000 moves, thereby smoothly connecting the movement and locking processes of the aircraft 9000. The second locking rod 8520 is used to move to cover at least a portion of the second connecting notch 8511 and to abut against the side wall of the second connecting pin 9540, thereby preventing the second connecting pin 9540 from moving out of the second connecting notch 8511. The second locking rod 8520 can be driven by a motor, cylinder, or other driving device, or it can be moved manually, or it can be moved by a structure such as the second connecting pin 9540; this embodiment does not limit these methods. A controllable force-applying structure is used to connect the second locking rod 8520 and prevent it from moving away from the second connecting notch 8511, thereby preventing the second connecting pin 9540 from moving out of the second connecting notch 8511, thus improving the connection stability after the aircraft 9000 is attached to the road vehicle 8000. In this embodiment, the controllable force application structure can be understood as a force application structure that can keep the second locking rod 8520 covering the second connection notch 8511 or move the second locking rod 8520 away from the second connection notch 8511 according to an electrical signal, such as a motor, cylinder, and necessary transmission structure. Furthermore, the controllable force application structure provides controllability in preventing the second locking rod 8520 from moving away from the second connection notch 8511, which is beneficial for improving the automation level of the second locking structure 8500.

[0114] In some implementations, refer to Figure 22The second locking rod 8520 is used to rotate in the direction toward the second connecting notch 8511 to cover at least a portion of the second connecting notch 8511. This can be understood as the second locking rod 8520 being rotatably connected to the second lock body 8510. The controllable force application structure includes a third driving device 8530 and a transmission member 8540. The transmission member 8540 is drively connected to the third driving device 8530. The third driving device 8530 can be configured to keep the second locking rod 8520 covering the second connecting notch 8511 or to move the second locking rod 8520 away from the second connecting notch 8511 according to an electrical signal. The third driving device 8530 can be configured as a drive motor, drive cylinder, etc., controllable by an electrical signal. (Refer to...) Figure 23 , Figure 27 When the second locking rod 8520 covers the second connecting notch 8511, the third driving device 8530 is used to move the transmission member 8540 to the side of the second locking rod 8520 facing away from the second connecting notch 8511. It can be understood that the transmission member 8540 moves under the drive of the third driving device 8530. The movement of the transmission member 8540 includes rotation and translation. For example, the transmission member 8540 is connected to the second lock body 8510 through a rotating shaft structure or a sliding groove structure to achieve rotation or translation. In this embodiment, in cases of wobbling of the second connecting pin 9540, the transmission member 8540 can prevent the force of the second connecting pin 9540 from directly acting on the third driving device 8530. It can be understood that the force of the second connecting pin 9540 acts on the transmission member 8540 first, and then on the third driving device 8530, which helps to improve the service life of the third driving device 8530.

[0115] In some embodiments, the transmission member 8540 is rotatably connected to the second lock body 8510, for example, via a rotating shaft. (See also...) Figure 22 The third drive unit 8530 is used to rotate the transmission member 8540 along a first circumferential direction W1 or a second circumferential direction, wherein the first circumferential direction W1 and the second circumferential direction are opposite; for example, the first circumferential direction W1 is clockwise and the second circumferential direction is counterclockwise. (Refer to...) Figure 22 , Figure 27When the second locking rod 8520 covers the second connecting notch 8511, the transmission member 8540 is used to rotate along the first circumferential direction W1 to abut against the side of the second locking rod 8520 facing away from the second connecting notch 8511, for example, abutting against the lower side of the second locking rod 8520 in the figure; the second lock body 8510 is provided with a blocking block 8550, which can be set on the second lock body 8510 by welding, plugging, integral molding, etc.; the blocking block 8550 is used to abut against the transmission member 8540 in front of the first circumferential direction W1, for example, abutting against the transmission member 8540 on the left side in the figure, so as to prevent the second locking rod 8520 from driving the transmission member 8540 to rotate along the first circumferential direction W1. This can be understood as follows: when the second connecting pin 9540 is shaken, it will impact the second locking rod 8520. The second locking rod 8520 tends to move away from the second connecting notch 8511, thus tending to drive the transmission member 8540 to continue rotating along the first circumferential direction W1. The blocking block 8550 restricts this tendency. That is, in this embodiment, when the second connecting pin 9540 tends to disengage outward, the blocking block 8550 can block the transmission member 8540, thereby blocking the second locking rod 8520 through the transmission member 8540, so that the second locking rod 8520 stably locks the second connecting pin 9540.

[0116] In some implementations, refer to Figure 25 The second locking structure 8500 also includes a second detection device 8560, which may include a third limit switch. The second detection device 8560 is electrically connected to the third drive device 8530. The second detection device 8560 detects when the second locking rod 8520 rotates to cover the second connecting notch 8511. This can be understood as the second detection device 8560 outputting a detection signal when the second locking rod 8520 rotates to cover the second connecting notch 8511. Alternatively, the second detection device 8560 detects when the second connecting pin 9540 moves into the second connecting notch 8511. This can be understood as the second detection device 8560 outputting a detection signal when the second connecting pin 9540 moves into the second connecting notch 8511. Thus, when the second connecting pin 9540 is in the locked position, the third drive device 8530 stops power output, reducing the power consumption of the third drive device 8530.

[0117] In some implementations, refer to Figure 24The second locking rod 8520, the transmission component 8540, and the second detection device 8560 are disposed on the same surface of the second lock body 8510, for example, on the upper surface shown in the figure; the third driving device 8530 is disposed on the other surface of the second lock body 8510 opposite to the transmission component 8540, for example, on the upper surface shown in the figure, thereby improving the space utilization of the second locking structure 8500. The second lock body 8510 can be configured as a plate to facilitate the distributed arrangement of the second locking rod 8520, the transmission component 8540, the second detection device 8560, and the third driving device 8530.

[0118] In some implementations, refer to Figure 23 The transmission component 8540 has an arc-shaped surface 8541 on the side facing the second locking rod 8520. When the transmission component 8540 rotates along the second circumferential direction to a preset position, such as rotating counterclockwise to the position shown in the figure, it can be understood as the position where the second locking rod 8520 is open. At this time, the center of the arc-shaped surface 8541 is consistent with the rotation center of the second locking rod 8520, and the radius of the arc-shaped surface 8541 is greater than or equal to the maximum rotation radius R of the side of the second locking rod 8520 facing the transmission component 8540. This allows the second locking rod 8520 to open smoothly and avoid impacting the transmission component 8540. At the same time, the arc-shaped surface 8541 allows the transmission component 8540 to be positioned closer to the locking rod 8520, improving the structural compactness of the locking structure 8500. In addition, when the transmission component 8540 abuts against the second locking rod 8520, the force arm of the transmission component 8540 is reduced, improving the abutment stability of the transmission component 8540 against the second locking rod 8520.

[0119] In some implementations, refer to Figure 25 , Figure 26 and Figure 27One end of the second locking rod 8520 is rotatably connected to the second lock body 8510, and the other end of the second locking rod 8520 is provided with a third connecting notch 8521. The second locking structure 8500 also includes a first elastic element 8570, the two ends of which are respectively connected to the second lock body 8510 and the second locking rod 8520. The first elastic element 8570 is used to rotate the second locking rod 8520 away from the second connecting notch 8511 and away from the third connecting notch 8521 so that the second connecting pin 9540 can enter. It can be understood that when the second locking rod 8520 rotates away from the second connecting notch 8511 and reaches the stop position, the third connecting notch 8521 is at least partially unobstructed, and the second connecting pin 9540 can enter the third connecting notch 8521. The first elastic element 8570 can be set as a spring, a spring sheet, etc. The inner wall of the third connecting notch 8521 is used for the second connecting pin 9540 to abut in a predetermined direction X, so as to drive the second locking rod 8520 to rotate to cover at least part of the second connecting notch 8511. It is understood that in order for the second connecting pin 9540 to move from the third connecting notch 8521 into the second connecting notch 8511, the third connecting notch 8521 communicates with the second connecting notch 8511 during the rotation stroke of the second locking rod 8520; in addition, at the end of the rotation stroke of the second locking rod 8520, the second locking rod 8520 covers the second connecting notch 8511 to prevent the second connecting pin 9540 from dislodging. In this embodiment, when the second connecting pin 9540 enters the second connecting notch 8511 along the preset direction X, it can store energy for the first elastic element 8570, so that the first elastic element 8570 can provide a power source for the second locking rod 8520. When the second locking rod 8520 needs to be opened, the first elastic element 8570 can provide at least part of the power to the second locking rod 8520, thereby reducing the power consumption of the second locking structure 8500.

[0120] In some embodiments, when the second locking structure 8500 is locked with the second connecting pin 9540, the inner wall of the second connecting notch 8511 and the second locking rod 8520 respectively abut against the second connecting pin 9540. This can be understood as the inscribed circle of the space formed by the second connecting notch 8511 and the second locking rod 8520 having the same diameter as the second connecting pin 9540. In this embodiment, the inner wall of the second connecting notch 8511 and the second locking rod 8520 abutting against the second connecting pin 9540 respectively helps to improve the connection stability of the road vehicle 8000 and the aircraft 9000 after locking.

[0121] Among them, reference Figure 25 , Figure 26A first buffer layer 8512 may be provided on the inner wall of the second connecting notch 8511. The first buffer layer 8512 may be made of rubber or the like to reduce the risk of the second connecting pin 9540 damaging the second connecting notch 8511. The first buffer layer 8512 may be attached to the side wall of the second connecting notch 8511 by means of adhesive, heat fusion, or other methods. A second buffer layer 8522 may be provided on the inner wall of the third connecting notch 8521. The second buffer layer 8522 may be made of rubber or the like to reduce the risk of the second connecting pin 9540 damaging the third connecting notch 8521. The second buffer layer 8522 may be attached to the side wall of the third connecting notch 8521 by means of adhesive, heat fusion, or other methods. When the first buffer layer 8512 and the second buffer layer 8522 are provided simultaneously, when the second locking structure 8500 is locked with the second connecting pin 9540, the first buffer layer 8512 and the second buffer layer 8522 respectively abut against the second connecting pin 9540. This not only improves the connection stability of the road vehicle 8000 and the aircraft 9000 after locking through the first buffer layer 8512 and the second buffer layer 8522, but also reduces the risk of the second connecting pin 9540 damaging the second connecting notch 8511 or the third connecting notch 8521.

[0122] In related technologies, the smoothness of alignment between the aircraft 9000 and the road vehicle 8000 sometimes needs to be improved. In some implementations, refer to Figure 28 , Figure 29 as well as Figure 30 The road vehicle 8000 also includes an elastic limiting mechanism 8600, which includes a first cylinder 8610, a second cylinder 8620, and a positioning pin 8640. The second cylinder 8620 is made of an elastic material, such as rubber. The second cylinder 8620 is fitted over the first cylinder 8610, and the second cylinder 8620 and the first cylinder 8610 can be connected by an interference fit or by adhesive bonding. The second cylinder 8620 is used to connect one of the road vehicle 8000 and the aircraft 9000. The positioning pin 8640 is used to connect the other of the aircraft 9000 and the road vehicle 8000, and the positioning pin 8640 extends into the first cylinder 8610. In this embodiment, when the positioning pin 8640 is inserted into the first cylinder 8610 for centering, the second cylinder 8620, made of elastic material, is easy to deform under the force of the positioning pin 8640, making it easier to change the orientation of the first cylinder 8610. This improves the efficiency of the positioning pin 8640 in aligning with the first cylinder 8610 and enhances the smoothness of centering between the aircraft 9000 and the road vehicle 8000.

[0123] In some embodiments, the elastic limiting mechanism 8600 further includes a third cylinder 8630, which is sleeved outside the second cylinder 8620. The third cylinder 8630 and the second cylinder 8620 can be connected by an interference fit or by an adhesive bonding method. The third cylinder 8630 is used to abut against the aircraft 9000 or the road vehicle 8000, thereby improving the connection stability between the aircraft 9000 and the road vehicle 8000 through the abutment method.

[0124] The elastic limiting mechanism 8600 may further include a first connecting block 8650, which is used to connect either the road vehicle 8000 or the aircraft 9000, for example, by bolting, plugging, or welding. The first connecting block 8650 has a connecting hole. A portion of the third cylinder 8630 is disposed within this connecting hole, for example, by an interference fit; another portion of the third cylinder 8630 extends out of the connecting hole and abuts against the other of the road vehicle 8000 or the aircraft 9000, thereby improving the connection stability between the aircraft 9000 and the road vehicle 8000 by increasing the flatness of the protruding portion of the third cylinder 8630.

[0125] In some embodiments, the elastic limiting mechanism 8600 includes a base plate 8661 and a connecting plate 8662, which can be fixedly connected by welding, bolting, or other methods. The base plate 8661 is used to connect a road vehicle 8000 or an aircraft 9000; a positioning pin 8640 and the base plate 8661 are respectively connected to the connecting plate 8662, for example, by welding. The positioning pin 8640 is spaced apart from the base plate 8661, and the axial end of the third cylinder 8630 is used to move to abut against the connecting plate 8662, thereby improving the connection stability between the aircraft 9000 and the road vehicle 8000; the gap between the positioning pin 8640 and the base plate 8661 is used to accommodate part of the third cylinder 8630 and part of the first connecting block 8650, thereby improving the space utilization of the elastic limiting mechanism 8600.

[0126] In some embodiments, the surface of the base plate 8661 facing the locating pin 8640 abuts against the first connecting block 8650 to further improve the connection stability between the aircraft 9000 and the road vehicle 8000.

[0127] In some implementations, refer to Figure 28The positioning pin 8640 and the first cylinder 8610 extend along a preset direction X. The end of the positioning pin 8640 is provided with a first inclined wall surface 8641. For example, the first inclined wall surface 8641 can be formed by setting a chamfer or rounded corner at the end of the positioning pin 8640. That is, the first inclined wall surface 8641 can include a plane or an arc surface; or, at least part of the inner wall of the first cylinder 8610 is inclined. Both of these are conducive to further improving the smoothness of the positioning pin 8640 entering the first cylinder 8610.

[0128] In some implementations, refer to Figure 28 At least a portion of the first inclined wall 8641 is disposed on the side of the preset direction X, or a portion of the inner wall of the first cylinder 8610 is inclined on the side of the preset direction X, thereby improving the alignment accuracy of the aircraft 9000 and the road vehicle 8000 on the side of the preset direction X through the interaction between the positioning pin 8640 and the first cylinder 8610.

[0129] In related technologies, the connection stability between the aircraft 9000 and the road vehicle 8000 sometimes needs further improvement. In some implementations, refer to Figure 31 , Figure 32 The vehicle also includes a third locking structure 8700, which includes a first threaded hole 8771 on one of the road vehicle 8000 and the aircraft 9000, and a rotating shaft 8710 on the other of the road vehicle 8000 and the aircraft 9000. The rotating shaft 8710 includes a first external thread section 8711, which is threadedly connected to the first threaded hole 8771. The rotating shaft 8710, which drives the first external thread section 8711 to screw into or out of the first threaded hole 8771, can be driven manually by the user or by a drive device such as a motor; this embodiment does not limit this. In this embodiment, after the aircraft 9000 is in place with the road vehicle 8000, the shaft 8710 can be rotated and the first external thread section 8711 can be threadedly connected with the first threaded hole 8771, thereby realizing the detachable connection of the road vehicle 8000 and the aircraft 9000, which improves the connection stability between the aircraft 9000 and the road vehicle 8000.

[0130] In some implementations, refer to Figure 32 , Figure 33 , Figure 34 and Figure 35The third locking structure 8700 also includes a fourth cylinder 8720 and a cover plate assembly 8730; the cover plate assembly 8730 is connected to the axial end of the fourth cylinder 8720, for example by means of snap-fit ​​connection, bolt connection, welding, etc.; the cover plate assembly 8730 is provided with a second threaded hole 8734; a portion of the rotating shaft 8710 is disposed inside the fourth cylinder 8720, and the rotating shaft 8710 is provided with a second external thread section 8712, which is threadedly connected to the second threaded hole 8734; at least a portion of the first external thread section 8711 is used to be disposed on the side of the cover plate assembly 8730 facing away from the fourth cylinder 8720, which can be understood as the first external thread section 8711 being closer to the first threaded hole 8771 than the second external thread section 8712, so that the first external thread section 8711 extends outward relative to the first threaded hole 8771 when it is screwed into the first threaded hole 8771. It is understandable that when the first external thread segment 8711 exits the first threaded hole 8771, at least a portion of the first external thread segment 8711 can retract into the cover plate assembly 8730 and the fourth cylinder 8720 as a whole. The first external thread segment 8711 and the second external thread segment 8712 can be integrally formed by thread machining, casting, or other methods; the first external thread segment 8711 and the second external thread segment 8712 can be connected, or they can be spaced apart; this embodiment does not impose any limitations on this. In this embodiment, by threading the second external thread segment 8712 to the first threaded hole 8771, the rotating shaft 8710 can extend outwards after rotation, for example, in the upward direction shown in the figure, and move smoothly toward the first threaded hole 8771, improving the stability of the threaded connection process between the first external thread segment 8711 and the first threaded hole 8771.

[0131] In some implementations, refer to Figure 34 , Figure 35The cover plate assembly 8730 includes a second elastic element 8731 and a fixed cover plate 8732 and a movable cover plate 8733 stacked together. The fixed cover plate 8732 is fixedly connected to the axial end of the fourth cylinder 8720, for example, by bolt connection, welding, snap-fit ​​connection, etc. A second threaded hole 8734 is provided on the movable cover plate 8733 and penetrates the movable cover plate 8733. The fixed cover plate 8732 is provided with a third through hole, which communicates with the second threaded hole 8734. It can be understood that the rotating shaft 8710 can pass through the movable cover plate 8733 and the fixed cover plate 8732 in sequence. The second elastic element 8731 can be set as a spring, a spring sheet, etc. One end of the second elastic element 8731 is connected to the movable cover plate 8733, for example, by welding, abutment, insertion, etc.; the other end of the second elastic element 8731 is connected to the fourth cylinder 8720 or the fixed cover plate 8732, including indirect connection or direct connection through other components. The second elastic element 8731 is used to move the movable cover plate 8733 along the axial direction of the fourth cylinder 8720 until it abuts against the fixed cover plate 8732. In this embodiment, when the positional deviation between the first external thread section 8711 and the first threaded hole 8771 is large, for example along... Figure 34 When the left and right position deviation is large, the end of the first external thread section 8711 will hit other solid structures, and the shaft 8710 will be subjected to a retraction force. At this time, the movable cover plate 8733 with the second threaded hole 8734 can retract in time under the action of the second elastic element 8731, reducing the risk of the shaft 8710 breaking due to force deviation or excessive force.

[0132] In some implementations, refer to Figure 34 The fixed cover plate 8732 is provided with a receiving groove 8735; at least a portion of the movable cover plate 8733 is accommodated within the receiving groove 8735 to improve space utilization. The receiving groove 8735 can be formed by stamping, casting, or machining. The inner wall of the receiving groove 8735 abuts against the movable cover plate 8733 circumferentially along the second threaded hole 8734 to circumferentially limit the movement of the movable cover plate 8733, thereby reducing the risk of slippage of the movable cover plate 8733. (Refer to...) Figure 35 The movable cover 8733 can be configured as a rounded rectangle or similar structure, and the receiving groove 8735 can be correspondingly configured as a rounded rectangular groove. Of course, refer to... Figure 36 The movable cover plate 8733 can be set into shapes such as triangle, pentagon, and ellipse; see reference. Figure 37 , Figure 38 The accommodating groove 8735 can also be set to a triangular, pentagonal, elliptical or other shapes, and this embodiment does not limit it in this way.

[0133] In some implementations, refer to Figure 36The rotating shaft 8710 has a second inclined wall 8713 at one end for inserting into the first threaded hole 8771, which extends circumferentially along the rotating shaft 8710. The second inclined wall 8713 can be a flat surface or an arc-shaped surface; in some embodiments, a chamfer or fillet can be provided at the end of the rotating shaft 8710 for inserting into the first threaded hole 8771 to form the second inclined wall 8713. In this embodiment, when the rotating shaft 8710 retracts under force, it can be aligned with the first threaded hole 8771 through a smaller diameter position on the second inclined wall 8713, which helps improve the alignment efficiency between the first external thread section 8711 and the first threaded hole 8771.

[0134] In some implementations, refer to Figure 34 , Figure 37 and Figure 38 The third locking structure 8700 also includes a transmission disk 8740 and a fifth cylinder 8750. The fifth cylinder 8750 is fitted inside the fourth cylinder 8720 and can be coaxially arranged with the fourth cylinder 8720. The fifth cylinder 8750 is used to rotate around the fourth cylinder 8720, including manual driving by the user and driving by a motor or other driving device. The inner side wall of the fifth cylinder 8750 is provided with a transmission groove 8751, which extends along one axial end of the fifth cylinder 8750 to the other axial end. The transmission groove 8751 is inclined and vertically arranged relative to the axial end face of the fifth cylinder 8750. A conduction disk 8740 is disposed within the fifth cylinder 8750. The outer peripheral wall of the conduction disk 8740 is provided with a conduction protrusion 8741, which is slidably connected to the conduction groove 8751 along its extension direction. A rotating shaft 8710 is fixedly connected to the conduction disk 8740, for example, by welding or insertion. The rotating shaft 8710 can be coaxially arranged with the conduction disk 8740. In this embodiment, the fifth cylinder 8750 can both drive the rotating shaft 8710 to rotate and allow the rotating shaft 8710 to move axially and retract, reducing the risk of the rotating shaft 8710 breaking due to force misalignment or excessive force.

[0135] In some embodiments, the inner wall of the fifth cylinder 8750 is provided with multiple transmission grooves 8751, which are arranged circumferentially along the fifth cylinder 8750; the outer peripheral wall of the transmission disk 8740 is provided with multiple transmission protrusions 8741, which are connected one-to-one with the transmission grooves 8751, thereby further improving the transmission stability between the fifth cylinder 8750 and the rotating shaft 8710. The transmission disk 8740 can be configured as a gear; of course, the transmission disk 8740 can also be configured as a triangular, rectangular, pentagonal, or other structures, and this embodiment does not impose any limitations on this. Correspondingly, the cross-section of the internal space of the fifth cylinder 8750 can be configured as a star, triangle, rectangle, pentagon, or other shapes.

[0136] In some implementations, refer to Figure 34 The third locking structure 8700 also includes a second cover plate 8761, which is connected to the end of the fifth cylinder 8750 facing the cover plate assembly 8730, for example, by welding, bolting, or snap-fitting. The second cover plate 8761 is used for the conduction disk 8740 to abut against; that is, the rotating shaft 8710 drives the conduction disk 8740, thereby causing the conduction disk 8740 to abut against the second cover plate 8761. The second cover plate 8761 has a fourth through hole through which the rotating shaft 8710 passes, but the abutment between the second cover plate 8761 and the conduction disk 8740 can still reduce the risk of the conduction disk 8740 coming off the fifth cylinder 8750. It is understood that, in order to prevent the conduction disk 8740 from coming off the fifth cylinder 8750, the diameter of the fourth through hole can be set to be smaller than the outer diameter of the conduction disk 8740.

[0137] In some implementations, refer to Figure 34 and Figure 43The third locking structure 8700 also includes an electrically connected force measuring device 8762 (e.g., a force sensor) and a fourth driving device 8763 (e.g., a drive motor). The fourth driving device 8763 is driven by the fifth cylinder 8750, meaning that the fourth driving device 8763 causes the fifth cylinder 8750 to rotate circumferentially around the fourth cylinder 8720 via a transmission structure. The force measuring device 8762 is located inside the fourth cylinder 8720 and is fixedly connected to it, for example, by means of bolts or snap-fit ​​connections, to facilitate the installation and removal of the force measuring device 8762. The force measuring device 8762 is located on the side of the second cover plate 8761 facing away from the fifth cylinder 8750. The second cover plate 8761 abuts against the force measuring device 8762, and the force measuring device 8762 detects the abutting force of the second cover plate 8761, which helps to prevent excessive retraction force on the rotating shaft 8710 and damage to the rotating shaft 8710. The fourth drive device 8763 can be configured to control its own power output based on the electrical signal regarding the magnitude of the force output by the force measuring device 8762. For example, when the force measuring device 8762 detects a large abutting force, the fourth drive device 8763 stops power output. For example, when the first external thread section 8711 is tightened to the required degree with the first threaded hole 8771, the first external thread section 8711 will drive the rotating shaft 8710, the transmission disk 8740, and the second cover plate 8761 to move, and the second cover plate 8761 abuts against the force measuring device 8762; at this time, the fourth drive device 8763 can stop power output or continue to provide power output based on the relationship between the force output value of the force measuring device 8762 and the preset value.

[0138] In some implementations, refer to Figure 34 , Figure 37 The third locking structure 8700 also includes a third elastic element 8764, which can be configured as a disc spring, spring, or spring sheet. The third elastic element 8764 is disposed inside the fifth cylinder 8750 and on the side of the transmission disk 8740 facing away from the rotating shaft 8710. One end of the third elastic element 8764 is connected to the fifth cylinder 8750, for example, by being snapped into a groove. The other end of the third elastic element 8764 abuts against the transmission disk 8740 to move the transmission disk 8740 toward the second cover plate 8761. For example, when the transmission disk 8740 moves excessively in the downward direction shown in the figure, the third elastic element 8764 abuts against the transmission disk 8740. In this embodiment, the third elastic element 8764 can provide cushioning when the rotating shaft 8710 and the transmission disk 8740 retract excessively, preventing the rotating shaft 8710 and the transmission disk 8740 from damaging other components or themselves.

[0139] In some implementations, refer to Figure 34The third locking structure 8700 also includes a bearing 8765; the inner ring of the bearing 8765 abuts against the outer peripheral wall of the fifth cylinder 8750, and the outer ring of the bearing 8765 abuts against the inner peripheral wall of the fourth cylinder 8720, thereby achieving radial limiting; the bearing 8765 is axially fixedly connected to one of the fourth cylinder 8720 and the fifth cylinder 8750, for example, by an interference fit; the bearing 8765 is axially movably connected to the other of the fourth cylinder 8720 and the fifth cylinder 8750. When the first external thread section 8711 is tightened with the first threaded hole 8771, the fifth cylinder 8750 tends to abut against the force measuring device 8762; the bearing 8765 alleviates this tendency and ensures the radial position of the fifth cylinder 8750, improving the smoothness of the operation of the third locking structure 8700.

[0140] In some implementations, refer to Figure 40 , Figure 41 and Figure 42 The third locking structure 8700 also includes a second connecting block 8770 and a movable groove 8780 disposed on the road vehicle 8000 or aircraft 9000. The second connecting block 8770 is disposed within the movable groove 8780, and a first threaded hole 8771 is disposed on the second connecting block 8770. The bottom wall of the movable groove 8780 faces the rotating shaft 8710 to prevent the second connecting block 8770 from falling out of the movable groove 8780 in the direction toward the rotating shaft 8710. The bottom wall of the movable groove 8780 is provided with a fifth through hole 8783. The fifth through hole 8783 is used for the first external thread segment 8711 to pass through. The movable groove 8780 is provided with a first limiting structure and a second limiting structure. The first limiting structure is used to abut against the second connecting block 8770 radially along the first threaded hole 8771 to reduce the risk of the second connecting block 8770 slipping during circumferential rotation. The second limiting structure is used to abut against the side of the second connecting block 8770 facing away from the bottom wall of the movable groove 8780 to reduce the risk of the second connecting block 8770 being pushed away from the movable groove 8780 by the rotating shaft 8710. The second connecting block 8770 is disposed in the movable groove 8780 and can move. For example, the second inclined wall surface 8713 of the rotating shaft 8710 abuts against the first threaded hole 8771, causing the second connecting block 8770 to move. This facilitates the movement of the first threaded hole 8771 on the second connecting block 8770 to a position more aligned with the first external thread segment 8711, which is beneficial to improving the connection efficiency between the first external thread segment 8711 and the first threaded hole 8771.

[0141] The first limiting structure includes two opposing side walls of the movable groove 8780. Alternatively, refer to... Figure 41The first limiting structure includes a first baffle 8791 and a second baffle 8792 spaced apart along the extending direction of the movable groove 8780, and a second connecting block 8770 disposed within the interval between the first baffle 8791 and the second baffle 8792. Of course, the first limiting structure may also include both side walls of the movable groove 8780 opposite to each other and the aforementioned first baffle 8791 and second baffle 8792; this embodiment does not limit this.

[0142] In some implementations, refer to Figure 41 One end of the first baffle 8791 is bent and fixedly connected to the bottom wall of the movable groove 8780. At this time, the first baffle 8791 can be set as an L-shape. One end of the second baffle 8792 is bent and fixedly connected to the bottom wall of the movable groove 8780. At this time, the second baffle 8792 can be set as an L-shape. This improves the connection stability between the first baffle 8791, the second baffle 8792 and the movable groove 8780. The first baffle 8791, the second baffle 8792 and the movable groove 8780 can be connected by bolts, welding or other methods.

[0143] In some implementations, refer to Figure 40 , Figure 42 The second limiting structure includes a first transverse extension plate 8781 and a second transverse extension plate 8782 spaced apart. The extending directions of the first transverse extension plate 8781 and the second transverse extension plate 8782 are respectively aligned with the extending direction of the movable groove 8780. The first transverse extension plate 8781 and the second transverse extension plate 8782 are respectively connected to the two side walls of the movable groove 8780. The movable groove 8780, the first transverse extension plate 8781, and the second transverse extension plate 8782 can be integrally formed by sheet metal bending. Alternatively, the movable groove 8780 and the first transverse extension plate 8781 and the second transverse extension plate 8782 can be connected by welding or other methods. The interval between the first transverse extension plate 8781 and the second transverse extension plate 8782 is respectively positioned opposite to the bent portions of the first baffle 8791 and the second baffle 8792. The gap between the first transverse plate 8781 and the second transverse plate 8782 improves the ease of installation of the first baffle 8791 and the second baffle 8792. This gap can be understood as allowing tools such as screwdrivers and welding guns to enter the movable groove 8780 and align with the bent portions of the first baffle 8791 and the second baffle 8792, thereby enabling bolting, welding, and other operations between the first baffle 8791, the second baffle 8792 and the movable groove 8780.

[0144] In some embodiments, the fourth drive device 8763, which is driven by the fifth cylinder 8750, may be configured to include a drive motor and a reducer, such as a gear reducer. The output shaft of the drive motor is connected to the input end of the reducer, and the output end of the reducer is driven by the fifth cylinder 8750, thereby causing the fifth cylinder 8750 and the first external thread section 8711 to rotate at a relatively low speed. In another embodiment, refer to... Figure 43 The fourth drive device 8763 can also be configured as a DD direct drive motor (DD, direct driver), which includes a torque motor or a linear motor, so as to directly drive the fifth cylinder 8750 and make the fifth cylinder 8750 and the first external thread section 8711 rotate at a relatively low speed.

[0145] It is understood that since the vehicle 8000, the means of transport, and the separation and connection method adopt all the technical solutions of all the above-mentioned separation and connection mechanisms, they have at least all the beneficial effects brought about by the technical solutions of the above-mentioned embodiments, which will not be elaborated here.

[0146] The above description is merely a preferred embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A separation and engagement mechanism for road vehicles, characterized in that, The separation and connection mechanism is used to connect a road vehicle and a device to be combined with the road vehicle, wherein the device to be combined is an aircraft; the separation and connection mechanism includes a connecting component, which is used to connect the road vehicle, and at least a portion of the connecting component is used to move relative to the road vehicle along a preset direction. The connecting component is also used to connect the device to be combined, the device to be combined is used to park beside the road vehicle, and is spaced apart from the road vehicle along the preset direction; the device to be combined is provided with at least two first connecting structures spaced apart along the preset direction, and the connecting component is used to connect different first connecting structures to drive the device to be combined to move toward the road vehicle.

2. The separation and connection mechanism as described in claim 1, characterized in that, The movable part of the connecting component is provided with a traction ring, which is used to accommodate the first connecting structure, and the inner sidewall of the traction ring is used to abut against the first connecting structure along the preset direction.

3. The separation and connection mechanism as described in claim 2, characterized in that, The traction ring includes a first traction portion for facing away from the road vehicle, the first traction portion for abutting against the side of the first connecting structure facing away from the road vehicle, and the width of the first traction portion decreasing in the direction facing away from the road vehicle.

4. The separation and connection mechanism as described in claim 3, characterized in that, The inner wall of the first traction portion is provided with a first traction recess, which is used to accommodate at least a portion of the first connecting structure.

5. The separation and connection mechanism as described in claim 3 or 4, characterized in that, The roughness of the inner wall of the first traction part is less than the roughness of the outer wall of the first traction part.

6. The separation and connection mechanism as described in claim 2, characterized in that, The traction ring includes a second traction portion for facing the road vehicle, the second traction portion for abutting the side of the first connecting structure facing the road vehicle, and the width of the second traction portion decreasing in the direction toward the road vehicle.

7. The separation and connection mechanism as described in claim 6, characterized in that, The inner wall of the second traction portion is provided with a second traction recess, which is used to accommodate at least a portion of the first connecting structure.

8. The separation and connection mechanism as described in claim 6 or 7, characterized in that, The roughness of the inner wall of the second traction part is less than the roughness of the outer wall of the second traction part.

9. The separation and connection mechanism as described in any one of claims 1 to 4, characterized in that, The separation and connection mechanism further includes a first guide rail and a first slider. The first guide rail extends along the preset direction, and the first slider is slidably connected to the first guide rail. The first guide rail is used to be fixedly connected to the road vehicle, and the first slider is connected to the moving part of the connection component. The first slider is provided with a first through hole, the moving part of the connecting component passes through the first through hole, and the moving part of the connecting component is limited to the first slider in the preset direction.

10. The separation and connection mechanism as described in claim 9, characterized in that, The first guide rail is disposed on the movable part of the connecting assembly and is oriented toward one side of the device to be assembled.

11. The separation and connection mechanism as described in any one of claims 1 to 4, characterized in that, The separation and connection mechanism further includes a first driving device, which is pulsatorically connected to the moving part of the connecting component. The first driving device is used to move the moving part of the connecting component along the preset direction. The first driving device is disposed on the side of the moving part of the connecting component facing the road vehicle.

12. The separation and connection mechanism as described in claim 11, characterized in that, The movable part of the connecting assembly includes a connecting rod, and the connecting assembly also includes a connecting cylinder, with the connecting rod sleeved inside the connecting cylinder; the connecting cylinder is provided with a transmission structure, the input end of which is connected to the output shaft of the first driving device, and the output end of which is connected to the connecting rod.

13. The separation and connection mechanism as described in any one of claims 2 to 4, characterized in that, The separation and connection mechanism further includes a guide structure for connecting with the road vehicle; the guide structure extends along the preset direction and is disposed within the bottom gap of the device to be combined.

14. The separation and connection mechanism as described in claim 13, characterized in that, The guide structure includes a first upright plate and a second upright plate, which extend along the preset direction. The first upright plate and the second upright plate are spaced apart, and at least a portion of the connecting components are disposed within the space between the first upright plate and the second upright plate.

15. The separation and connection mechanism as described in claim 14, characterized in that, The guide structure includes a guide end for facing the device to be assembled, the width of the guide end decreasing in the direction toward the device to be assembled; The first upright plate is used to form the guide end facing one end of the device to be assembled, and the second upright plate is used to form the guide end facing one end of the device to be assembled. The distance between the first upright plate facing one end of the device to be assembled and the second upright plate facing one end of the device to be assembled decreases in the direction toward the device to be assembled.

16. The separation and connection mechanism as described in claim 14, characterized in that, The guide structure further includes a first cover plate, which extends along the preset direction; one side of the first upright plate and one side of the second upright plate are respectively used to connect to the road vehicle, and the other side of the first upright plate and the other side of the second upright plate are respectively connected to the first cover plate.

17. The separation and connection mechanism as described in claim 16, characterized in that, The first cover plate has a guide notch at one end facing the device to be assembled. The guide notch is for the first connecting structure to enter along the preset direction. The inner sidewall of the guide notch is for abutting the first connecting structure. The width of the guide notch is perpendicular to the preset direction, and the width of the guide notch increases along the direction towards the device to be assembled.

18. The separation and connection mechanism as described in claim 17, characterized in that, The guide notch is provided on the side opposite to the assembly device, and the guide gap extends along the preset direction; the guide gap is used to allow the first connecting structure to enter along the preset direction, and the sidewall of the guide gap is used to abut against the first connecting structure.

19. The separation and connection mechanism as described in claim 17, characterized in that, The width direction of the traction ring is perpendicular to the preset direction, and the width of the traction ring is less than or equal to the minimum distance between the end of the first upright plate facing the device to be combined and the end of the second upright plate facing the device to be combined.

20. A road-traveling vehicle, characterized in that, The road vehicle has a disengagement and engagement mechanism as described in any one of claims 1 to 19.

21. A means of transportation, characterized in that, The means of transport includes the assembly device and the road vehicle as described in claim 20.

22. The means of transport as claimed in claim 21, characterized in that, The assembly to be combined includes a carrier compartment and landing gear. The first connecting structure is disposed on the carrier compartment, and at least a portion of the first connecting structure is movable relative to the carrier compartment to move closer to or further away from the carrier compartment. And / or, The first connection structure includes a connecting column, a protrusion on the side of the connecting column away from the bearing chamber, the protrusion protruding radially along the connecting column, and at least a portion of the protrusion being disposed on the side in the preset direction; and / or, The assembly device is provided with three first connecting structures spaced apart along the preset direction; and / or The assembly to be assembled is provided with a first detection device, which is at least used to detect the relative position of the first first connecting structure facing the road vehicle and the moving portion of the connecting assembly; and / or, The road vehicle includes a wheel assembly and a body structure that can be raised and lowered relative to the wheel assembly, and the connecting assembly is connected to the body structure.

23. The means of transport as claimed in claim 22, characterized in that, The first connection structure facing the road vehicle includes a fixed body and a movable body, the fixed body being connected to the carrier compartment, and the movable body being movably connected to the fixed body to move closer to or away from the carrier compartment; The first detection device is connected to the fixed body.

24. The means of transport as claimed in claim 21, characterized in that, The assembly to be assembled includes a carrier compartment and landing gear. The landing gear includes a first frame and a second frame that are spaced apart along the preset direction. At least a portion of the first frame is movable toward or away from the carrier compartment, and at least a portion of the second frame is movable toward or away from the carrier compartment. And / or, The assembly includes a carrier compartment and landing gear. The bottom of the carrier compartment is provided with supporting rolling elements for abutting against the road vehicle; and / or, The assembly device includes a carrier compartment and landing gear. The bottom of the carrier compartment is provided with two sets of guide rolling elements, and the two sets of guide rolling elements form a bottom gap extending along the preset direction.

25. The means of transport as claimed in claim 21, characterized in that, One of the road vehicle and the device to be combined is provided with a first locking structure, which is used to detachably lock with the other of the device to be combined and the road vehicle.

26. The means of transport as described in claim 25, characterized in that, The device to be assembled or the vehicle is provided with a first connecting pin; the first locking structure includes a first lock body and a first locking rod, the first lock body is provided with a first connecting notch; the first connecting notch is used to allow the first connecting pin to move into the preset direction, the first locking rod is used to move to cover at least part of the first connecting notch and to abut against the side wall of the first connecting pin, and the diameter of the first connecting pin is smaller than the maximum width of the first connecting notch.

27. The means of transport as claimed in claim 26, characterized in that, The first locking structure further includes a second driving device and a transmission body. The transmission body is movable relative to the first lock body and is connected to the second driving device and the first locking rod respectively. The transmission body is at least partially exposed outside the first lock body, and a second connecting structure is provided on the exposed part of the transmission body. The second connecting structure is used to connect a force-applying component.

28. The means of transport as claimed in claim 27, characterized in that, The transmission body includes a rotating part, which is rotatably connected to the first lock body. The axial end of the rotating part is exposed outside the first lock body, and the second connecting structure is disposed at the exposed axial end of the rotating part. The outer peripheral wall of the rotating part is provided with a first tooth structure, and the first lock body is provided with a second tooth structure. The first tooth structure and the second tooth structure mesh to perform transmission.

29. The means of transport as claimed in claim 28, characterized in that, The second connection structure includes a connection groove that extends radially along the rotating portion.

30. The means of transport as claimed in any one of claims 26 to 29, characterized in that, The first lock body is provided with a first annular groove, which extends circumferentially along the first connection notch; the first lock rod includes an annular body, which is disposed in the first annular groove and is slidably connected to the first annular groove to slide to cover at least part of the first connection notch. The annular body is provided with a first annular boss, which is coaxially arranged with the annular body; the inner wall of the first annular groove is provided with a second annular groove, which is coaxially arranged with the annular body, and the first annular boss is disposed in the second annular groove, and the first annular boss is slidably connected with the second annular groove.

31. The means of transport as described in claim 30, characterized in that, The first lock body includes a first cantilever and a second cantilever, the first cantilever and the second cantilever are spaced apart and form the first connection notch, at least a portion of the first annular groove and at least a portion of the second annular groove are provided on the first cantilever, and the first annular groove extends to the free end through the first cantilever; The second cantilever is provided with a third annular groove, which extends to the free end of the second cantilever. The annular body is used to extend out of the first annular groove and into the third annular groove. The annular body has a second annular boss at one end extending out of the first annular groove, and the second annular boss is coaxially arranged with the annular body; the inner wall of the third annular groove has a fourth annular groove coaxially arranged with the annular body, the fourth annular groove extends to the free end of the second cantilever, and the fourth annular groove is used for the second annular boss to extend into.

32. The means of transport as claimed in claim 31, characterized in that, The first annular groove is provided with a first limit switch for abutting one end of the annular body, and the third annular groove is provided with a second limit switch for abutting the other end of the annular body. The first annular groove is connected to the third annular groove, and the first limit switch and the second limit switch are spaced apart; the first lock body is also provided with a second through hole, which connects the gap between the first limit switch and the second limit switch, and the wires of the first limit switch and the second limit switch pass through the second through hole.

33. The means of transport as claimed in claim 21, characterized in that, One of the road vehicle and the device to be combined is provided with a second locking structure, which is used to detachably lock with the other of the device to be combined and the road vehicle.

34. The means of transport as described in claim 33, characterized in that, The second locking structure includes a second lock body, a second lock rod, and a controllable force application structure. The second lock body is provided with a second connecting notch. The second connecting notch is used for the second connecting pin to move into the predetermined direction. The second lock rod is used to move to cover at least part of the second connecting notch and to abut against the side wall of the second connecting pin. The controllable force application structure is used to connect the second lock rod and prevent the second lock rod from moving away from the second connecting notch.

35. The means of transport as described in claim 34, characterized in that, The second locking bar is used to rotate in the direction toward the second connection notch to cover at least part of the second connection notch; the controllable force application structure includes a third drive device and a transmission member, the transmission member being tractively connected to the third drive device; when the second locking bar covers the second connection notch, the transmission member is used to move to abut against the side of the second locking bar opposite to the second connection notch.

36. The means of transport as described in claim 35, characterized in that, The transmission component is rotatably connected to the second lock body, and the third driving device is used to make the transmission component rotate along a first circumferential direction or a second circumferential direction, wherein the first circumferential direction and the second circumferential direction are opposite; when the second lock rod covers the second connection notch, the transmission component is used to rotate along the first circumferential direction to abut against the side of the second lock rod opposite to the second connection notch; The second lock body is provided with a blocking block, which is used to abut against the transmission member in front of the first circumferential direction to prevent the second lock rod from driving the transmission member to rotate along the first circumferential direction.

37. The means of transport as claimed in claim 36, characterized in that, The second locking structure further includes a second detection device, which is electrically connected to the third driving device; the second detection device is used to detect that the second locking rod rotates to cover the second connecting notch or to detect that the second connecting pin moves into the second connecting notch.

38. The means of transport as claimed in claim 37, characterized in that, The second detection device includes a third limit switch, and / or, The second locking rod, the transmission component, and the second detection device are disposed on the same surface of the second lock body, and the third driving device is disposed on the other surface of the second lock body opposite to the transmission component.

39. The means of transport as claimed in claim 36, characterized in that, The transmission component has an arc-shaped surface on the side facing the second locking rod. When the transmission component rotates along the second circumferential direction to a preset position, the center of the arc-shaped surface coincides with the rotation center of the second locking rod, and the radius of the arc-shaped surface is greater than or equal to the maximum rotation radius of the second locking rod on the side facing the transmission component.

40. The means of transport as claimed in claim 36, characterized in that, One end of the second locking rod is rotatably connected to the second lock body, and the other end of the second locking rod is provided with a third connecting notch; the second locking structure also includes a first elastic member, the two ends of the first elastic member are respectively connected to the second lock body and the second locking rod, the first elastic member is used to make the second locking rod rotate away from the second connecting notch and away from the third connecting notch so that the second connecting pin can enter; the inner sidewall of the third connecting notch is used for the second connecting pin to abut along the preset direction, so as to drive the second locking rod to rotate to cover at least part of the second connecting notch.

41. The means of transport as claimed in claim 40, characterized in that, The inner wall of the second connecting notch is provided with a first buffer layer, and the inner wall of the third connecting notch is provided with a second buffer layer; when the second locking structure is locked with the second connecting pin, the first buffer layer and the second buffer layer respectively abut against the second connecting pin; And / or, when the second locking structure is locked with the second connecting pin, the inner sidewall of the second connecting notch and the second locking rod respectively abut against the second connecting pin.

42. The means of transport as claimed in claim 21, characterized in that, The vehicle also includes an elastic limiting mechanism, which includes a first cylinder, a second cylinder, and a positioning pin; the second cylinder is made of an elastic material and is sleeved on the first cylinder, and the second cylinder is used to connect the road vehicle and one of the devices to be combined. The positioning pin is used to connect the assembly device to another of the road vehicle, and the positioning pin is used to extend into the first cylinder.

43. The means of transport as described in claim 42, characterized in that, The elastic limiting mechanism further includes a third cylinder, which is sleeved outside the second cylinder and is used to abut against the device to be assembled or the road vehicle. The elastic limiting mechanism further includes a first connecting block, which is used to connect one of the road vehicle or the device to be combined. The first connecting block is provided with a connecting hole. Part of the third cylinder is disposed in the connecting hole, and another part of the third cylinder extends out of the connecting hole and is used to abut against the other of the road vehicle or the device to be combined.

44. The means of transport as claimed in claim 43, characterized in that, The elastic limiting mechanism includes a base plate and a connecting plate. The base plate is used to connect the road vehicle or the assembly device. The positioning pin and the base plate are respectively connected to the connecting plate, and the positioning pin is spaced apart from the base plate. The axial end of the third cylinder is used to move to abut against the connecting plate, and the gap between the positioning pin and the base plate is used to accommodate part of the third cylinder and part of the first connecting block.

45. The means of transport as described in claim 44, characterized in that, The surface of the base plate facing the positioning pin abuts against the first connecting block.

46. ​​The means of transport as claimed in claim 42, characterized in that, The positioning pin and the first cylinder extend along the preset direction, and the end of the positioning pin is provided with a first inclined wall or at least part of the inner wall of the first cylinder is inclined.

47. The means of transport as claimed in claim 46, characterized in that, At least a portion of the first inclined wall is disposed on the side of the preset direction, or a portion of the inner wall of the first cylinder is disposed inclined on the side of the preset direction.

48. The means of transport as claimed in claim 21, characterized in that, The vehicle also includes a third locking structure, which includes a first threaded hole disposed on one of the road vehicle and the device to be coupled, and a rotating shaft disposed on the other of the road vehicle and the device to be coupled; the rotating shaft includes a first external threaded section, which is threadedly connected to the first threaded hole.

49. The means of transport as claimed in claim 48, characterized in that, The third locking structure further includes a fourth cylinder and a cover plate assembly; the cover plate assembly is connected to the axial end of the fourth cylinder, and the cover plate assembly is provided with a second threaded hole; a portion of the rotating shaft is disposed in the fourth cylinder, and the rotating shaft is provided with a second external threaded section, the second external threaded section being threadedly connected to the second threaded hole, and at least a portion of the first external threaded section is used to be disposed on the side of the cover plate assembly opposite to the fourth cylinder.

50. The means of transport as described in claim 49, characterized in that, The cover plate assembly includes a second elastic element and a fixed cover plate and a movable cover plate stacked together. The fixed cover plate is fixedly connected to the axial end of the fourth cylinder. A second threaded hole is provided on the movable cover plate and penetrates through the movable cover plate. The fixed cover plate is provided with a third through hole, which communicates with the second threaded hole. One end of the second elastic element is connected to the movable cover plate, and the other end of the second elastic element is connected to the fourth cylinder or the fixed cover plate. The second elastic element is used to move the movable cover plate along the axial direction of the fourth cylinder to abut against the fixed cover plate.

51. The means of transport as described in claim 50, characterized in that, The end of the rotating shaft that extends into the first threaded hole is provided with a second inclined wall, which extends circumferentially along the rotating shaft.

52. The means of transport as described in claim 50, characterized in that, The fixed cover plate is provided with a receiving groove; at least part of the movable cover plate is received in the receiving groove, and the inner sidewall of the receiving groove is used to abut against the movable cover plate along the circumference of the second threaded hole to limit the movable cover plate circumferentially.

53. The means of transport as described in any one of claims 49 to 52, characterized in that, The third locking structure further includes a transmission disk and a fifth cylinder. The fifth cylinder is sleeved inside the fourth cylinder and is used to rotate around the fourth cylinder. A transmission groove is provided on the inner side wall of the fifth cylinder, and the transmission groove extends along one axial end of the fifth cylinder to the other axial end. The conductive disk is disposed inside the fifth cylinder. The outer peripheral wall of the conductive disk is provided with conductive protrusions. The conductive protrusions are slidably connected to the conductive groove along the extension direction of the conductive groove. The rotating shaft is fixedly connected to the conductive disk.

54. The means of transport as described in claim 53, characterized in that, The inner wall of the fifth cylinder is provided with a plurality of the conductive grooves, which are arranged circumferentially along the fifth cylinder; the outer wall of the conductive disk is provided with a plurality of the conductive protrusions, which are connected to the conductive grooves one by one.

55. The means of transport as described in claim 53, characterized in that, The third locking structure further includes a second cover plate, which is connected to one end of the fifth cylinder facing the cover plate assembly. The second cover plate is used for the conduction disk to abut against. The second cover plate is provided with a fourth through hole, through which the rotating shaft passes.

56. The means of transport as described in claim 55, characterized in that, The third locking structure further includes an electrically connected force measuring device and a fourth driving device. The fourth driving device is drivenly connected to the fifth cylinder. The force measuring device is disposed inside the fourth cylinder and fixedly connected to the fourth cylinder. The force measuring device is disposed on the side of the second cover plate facing away from the fifth cylinder. The second cover plate is used to abut against the force measuring device. The force measuring device is used to detect the abutting force of the second cover plate.

57. The means of transport as described in claim 55, characterized in that, The third locking structure further includes a third elastic element, which is disposed in the fifth cylinder and on the side of the transmission disk facing away from the rotating shaft. One end of the third elastic element is connected to the fifth cylinder, and the other end of the third elastic element is used to abut against the transmission disk to move the transmission disk toward the second cover plate.

58. The means of transport as described in claim 53, characterized in that, The third locking structure also includes a bearing; the inner ring of the bearing abuts against the outer peripheral wall of the fifth cylinder, and the outer ring of the bearing abuts against the inner peripheral wall of the fourth cylinder; The bearing is fixedly connected axially to one of the fourth and fifth cylinders, and movably connected axially to the other of the fourth and fifth cylinders.

59. The means of transport as claimed in claim 48, characterized in that, The third locking structure further includes a second connecting block and a movable groove disposed on the road vehicle or the device to be coupled. The second connecting block is disposed in the movable groove, and the first threaded hole is disposed on the second connecting block. The bottom wall of the movable groove faces the rotating shaft, and the bottom wall of the movable groove is provided with a fifth through hole for the first external thread section to pass through. The movable groove is provided with a first limiting structure and a second limiting structure. The first limiting structure is used to abut against the second connecting block radially along the first threaded hole, and the second limiting structure is used to abut against the side of the second connecting block facing away from the bottom wall of the movable groove.

60. The means of transport as described in claim 59, characterized in that, The first limiting structure includes two side walls of the movable groove that are disposed opposite to each other; and / or, The first limiting structure includes a first baffle and a second baffle that are spaced apart along the extension direction of the movable groove, and the second connecting block is disposed within the gap between the first baffle and the second baffle.

61. The means of transport as claimed in claim 60, characterized in that, One end of the first baffle is bent and fixedly connected to the bottom wall of the movable groove, and one end of the second baffle is bent and fixedly connected to the bottom wall of the movable groove.

62. The means of transport as claimed in claim 61, characterized in that, The second limiting structure includes a first transverse plate and a second transverse plate spaced apart. The extension directions of the first transverse plate and the second transverse plate are respectively consistent with the extension direction of the movable groove. The first transverse plate and the second transverse plate are respectively connected to the two side walls of the movable groove. The gap between the first transverse plate and the second transverse plate is respectively arranged opposite to the bent portion of the first baffle and the bent portion of the second baffle.

63. A method for separating and combining, characterized in that, The separation and connection method is applied to the separation and connection mechanism as described in any one of claims 1 to 19. The separation and connection method is used to connect a road vehicle and a device to be combined, which are spaced apart along a preset direction. The device to be combined is provided with at least two first connecting structures spaced apart along the preset direction. The separation and connection method includes the following steps: The first connecting structure drives the device to be combined to move a preset distance toward or away from the road vehicle; The first connecting structure drives the device to be combined to continue moving toward or away from the road vehicle.

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