Aircraft parking apron, aircraft hangar and carrier

Abstract

The invention provides an aircraft parking apron, an aircraft hangar and a carrier, the aircraft parking apron comprises a parking platform and a position adjusting mechanism, and the parking platform is used for landing an aircraft; the position adjusting mechanism is used for adjusting the position of the aircraft landing on the parking platform and comprises at least two movable assemblies, and the at least two movable assemblies can move from the position of the relative middle of the parking platform to the position of the relative edge of the parking platform and can act on structural parts of the aircraft in the moving process; therefore, the aircraft is driven to move from the landing position to the target position. According to the aircraft parking apron, the aircraft hangar and the carrier provided by the invention, the aircraft landing on the aircraft parking apron can be accurately positioned.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft parking apron, an aircraft hangar and a carrier. Background Art

[0002] With the continuous development of science and technology and aircraft technology, aircraft have been widely used in many fields. Accordingly, aircraft hangars used in conjunction with aircraft have also emerged. Aircraft hangars can be used for aircraft landing; when an aircraft lands in an aircraft hangar, the aircraft can interact with ground devices such as the aircraft hangar, such as charging, replacing loads, replacing batteries, replenishing raw materials, etc., so it is necessary to park the aircraft accurately at the required location. However, when an aircraft in the related art lands in an aircraft hangar, it is usually difficult to complete a precise landing. Summary of the invention

[0003] The present invention provides an aircraft parking apron, an aircraft hangar and a vehicle, which are intended to accurately position an aircraft landing on the aircraft parking apron.

[0004] An embodiment of the present invention provides an aircraft parking apron, comprising:

[0005] A docking platform for landing the aircraft;

[0006] A position adjustment mechanism, used for adjusting the position of an aircraft landing on the docking platform, comprises at least two movable components, wherein the at least two movable components can move from a position relative to the middle of the docking platform toward a position relative to the edge of the docking platform, and can act on the structural parts of the aircraft during the movement, thereby driving the aircraft to move from the landing position to the target position.

[0007] Another embodiment of the present invention provides an aircraft parking apron, comprising:

[0008] A docking platform for landing the aircraft;

[0009] A position adjustment mechanism, used to adjust the position of the aircraft landing on the docking platform, comprising at least two movable components, each of which can perform rotational motion relative to the docking platform and can act on the structural parts of the aircraft during the rotational motion to drive the aircraft to move from the landing position to the target position;

[0010] Wherein, the movable assembly has a rotation center, and when the aircraft moves to the target position, the structural component of the aircraft is located at the rotation center.

[0011] Another embodiment of the present invention provides an aircraft hangar, comprising:

[0012] the engine room; and

[0013] The aircraft parking apron as described in any one of the above items can be accommodated in the cabin, and the cabin can be opened to land the aircraft.

[0014] Another embodiment of the present invention provides a carrier, comprising:

[0015] A power system, used to drive the vehicle to move; and

[0016] The aircraft hangar as described above, wherein the aircraft hangar is carried by the vehicle.

[0017] The aircraft apron, aircraft hangar and vehicle provided in the embodiments of the present invention adjust the position of the aircraft to the target position through a position adjustment mechanism, thereby realizing accurate positioning of the aircraft landing on the aircraft apron. The aircraft does not need to accurately land at the target position, as long as it can land on the aircraft apron, thereby reducing the positioning and navigation accuracy and safety of the aircraft landing.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure of the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying any creative work.

[0020] Figure 1 It is a schematic diagram of the structure of an aircraft parking apron provided by an embodiment of the present invention, wherein an aircraft has landed on the docking platform;

[0021] Figure 2 It is a structural schematic diagram of an aircraft parking apron at one angle provided by an embodiment of the present invention;

[0022] Figure 3 It is a structural schematic diagram of an aircraft parking apron at one angle provided by an embodiment of the present invention;

[0023] Figure 4 is a schematic structural diagram of an aircraft parking apron from another angle provided by an embodiment of the present invention;

[0024] Figure 5 is a partial structural schematic diagram of an aircraft parking apron from another angle provided by an embodiment of the present invention;

[0025] Figure 6is a partial structural schematic diagram of an aircraft parking apron from another angle provided by an embodiment of the present invention;

[0026] Figure 7 is a schematic structural diagram of an aircraft parking apron at one angle provided by another embodiment of the present invention;

[0027] Figure 8 is a schematic diagram of the structure of an aircraft parking apron provided by another embodiment of the present invention, wherein an aircraft has landed on the docking platform;

[0028] Fig. 9 is a schematic structural diagram of an aircraft parking apron from another angle provided by another embodiment of the present invention;

[0029] Fig.10 is a structural schematic diagram of an aircraft parking apron at one angle provided by another embodiment of the present invention;

[0030] Fig.11 is a structural schematic diagram of an aircraft parking apron at one angle provided by another embodiment of the present invention;

[0031] Fig.12 is a schematic diagram of the structure of an aircraft parking apron provided by another embodiment of the present invention, wherein the aircraft is landed on the docking platform;

[0032] Fig.13 is a schematic structural diagram of an aircraft parking apron from another angle provided by an embodiment of the present invention;

[0033] Fig.14 is a schematic structural diagram of an aircraft parking apron provided by yet another embodiment of the present invention;

[0034] Fig.15 is a schematic diagram of the structure of an aircraft parking apron provided by yet another embodiment of the present invention, wherein the aircraft is landed on the docking platform;

[0035] Fig.16 is a partial structural schematic diagram of an aircraft apron provided by yet another embodiment of the present invention;

[0036] Fig.17 is a structural schematic diagram of an aircraft apron provided by another embodiment of the present invention;

[0037] Fig.18 It is a structural schematic diagram of an aircraft hangar provided by an embodiment of the present invention;

[0038] Fig.19 It is a structural schematic diagram of an aircraft hangar provided by an embodiment of the present invention;

[0039] Fig. 20 It is a schematic structural diagram of a carrier provided in one embodiment of the present invention.

[0040] Description of reference numerals:

[0041] 1001. Vehicle;

[0042] 1000. Aircraft hangar;

[0043] 100. Aircraft parking apron;

[0044] 10. Docking platform;

[0045] 20. Position adjustment mechanism; 21. Movable assembly; 2101. Force application part; 2102. Transmission part; 211. Force application concave surface; 212. Rotation center; 213. Surrounding member; 214. Pushing member; 2141. Pushing surface; 2142. Antenna; 22. Driving device; 221. Rotating disk; 2211. Arc-shaped guide member; 222. Driving member; 223. Transmission structure; 2231. Turbine; 2232. Worm; 23. Guide assembly; 231. Guide groove; 232. Stop member; 24. Transmission assembly; 241. Driving wheel; 242. Driven wheel; 243. Transmission belt; 25. Transmission device; 26. Guide groove body;

[0046] 30. Limiting assembly; 41. Sensor; 42. Electrical connection; 43. Charging assembly; 44. Battery replacement assembly; 45. Identification;

[0047] 200, cabin; 300, mounting device; 301, connecting arm mechanism; 3011, first connecting arm; 3012, second connecting arm; 302, quick-release connector;

[0048] 2000, aircraft; 201, aircraft body; 2011, fuselage; 2012, aircraft arm; 202, power unit; 2021, propeller; 2022, power motor; 203, structural parts; 2031, tripod;

[0049] 3000. Power system. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0051] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0052] It should also be understood that the terms used in the present specification are only for the purpose of describing specific embodiments and are not intended to limit the present invention. As used in the present specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0053] It should be further understood that the term "and / or" used in the present description and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0054] With the development of society, transportation is becoming more and more convenient, and transportation methods are becoming more and more diverse and popular. The development of transportation tools has made great progress. The market's requirements for the performance and experience of transportation tools have also increased significantly, and various driving assistance equipment and entertainment facilities have gradually become popular on transportation tools, such as vehicle-mounted aircraft, game consoles, KTV, etc. Correspondingly, aircraft hangars used in conjunction with vehicle-mounted aircraft have also emerged. Aircraft hangars can be used for aircraft landing or parking; when the aircraft lands or is parked in the aircraft hangar, the aircraft can interact with ground devices such as aircraft hangars, such as charging, replacing loads, replacing batteries, replenishing raw materials, etc., so it is necessary to accurately park the aircraft in the required position. However, when the aircraft in the related art lands in the aircraft hangar, it is usually difficult to complete accurate landing, which affects the interaction between the aircraft and the ground device. Of course, more and more unmanned airports are used for aircraft landing. Such airports are usually small, and the aircraft also needs to land accurately when landing in order to perform operations such as charging and battery replacement.

[0055] To this end, an embodiment of the present invention provides an aircraft parking apron, an aircraft hangar, and a vehicle, so as to accurately locate an aircraft landing on the aircraft parking apron.

[0056] Some embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0057] See also Figure 1 , an embodiment of the present invention provides an aircraft parking apron 100 for an aircraft 2000 to land or park.

[0058] In some embodiments, the aircraft 2000 includes an unmanned aerial vehicle. The unmanned aerial vehicle can be applied to at least one of the following fields: aerial photography, agriculture, plant protection, express transportation, disaster relief, monitoring infectious diseases, surveying and mapping, power inspection, etc. Exemplarily, the aircraft 2000 can be a rotary-wing unmanned aerial vehicle, a fixed-wing unmanned aerial vehicle, an unmanned helicopter, or a fixed-wing-rotor hybrid unmanned aerial vehicle, etc. Among them, the rotary-wing unmanned aerial vehicle can be a single-rotor aircraft, a double-rotor aircraft, a three-rotor aircraft, a four-rotor aircraft, a six-rotor aircraft, an eight-rotor aircraft, a ten-rotor aircraft, a twelve-rotor aircraft, etc.

[0059] See also Figure 1 In some embodiments, the aircraft 2000 includes an aircraft body 201 and a power device 202 . The power device 202 is disposed in the aircraft body 201 , and is used to provide flight power for the aircraft 2000 .

[0060] See also Figure 1 , exemplarily, the aircraft body 201 includes a fuselage 2011 and an arm 2012, the arm 2012 is connected to the fuselage 2011, and the power unit 202 is disposed on the arm 2012. , exemplarily, the number of the arm 2012 includes one or more, and the one or more arms 2012 extend radially from the fuselage 2011.

[0061] See also Figure 1 Exemplarily, the power device 202 may include a propeller 2021 and a power motor 2022, at least one of the power motor 2022 and the propeller 2021 is arranged on the arm 2012; the power motor 2022 is transmission-connected to the propeller 2021, and the power motor 2022 is used to drive the propeller 2021 to rotate, thereby providing power for the flight of the aircraft 2000.

[0062] See also Figure 1 In some embodiments, the structural member 203 of the aircraft 2000 is used to adjust the position of the aircraft landing pad 100 (see Figure 2) so that the position adjustment mechanism 20 can act on the structural member 203, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0063] Exemplarily, the structural member 203 of the aircraft 2000 may include at least one of the following: a tripod 2031, an arm 2012, a fuselage 2011, etc. of the aircraft 2000, and the tripod 2031 of the aircraft 2000 is connected to at least one of the fuselage 2011 and the arm 2012. For example, the structural member 203 includes the tripod 2031; or, the structural member 203 includes the fuselage 2011; or, the structural member 203 includes the arm 2012; or, the structural member 203 includes the fuselage 2011 and the arm 2012.

[0064] In some embodiments, the structural member 203 is separately provided from the aircraft body 201, and the connection between the two may include at least one of the following: snap connection, adhesive connection, screw locking connection, magnetic connection, etc. Exemplarily, the structural member 203 is connected to the arm 2012, and the structural member 203 and the arm 2012 are separately provided.

[0065] In some embodiments, the structural member 203 is integrally connected to at least a portion of the aircraft body 201. For example, the structural member 203 is integrally connected to the arm 2012 of the aircraft body 201; or the structural member 203 is integrally connected to the fuselage 2011 of the aircraft body 201.

[0066] In some embodiments, the structural member 203 is detachably connected to the aircraft body 201 or is non-detachably connected to the aircraft body 201 .

[0067] The number of the structural members 203 of the aircraft 2000 can be set according to actual needs. In some embodiments, the structural members 203 include at least two, for example, two, three, four or more.

[0068] See also Figure 2In some embodiments, the aircraft parking apron 100 includes a docking platform 10 and a position adjustment mechanism 20. The docking platform 10 is used to land the aircraft 2000. The position adjustment mechanism 20 is used to adjust the position of the aircraft 2000 that has landed on the docking platform 10. The position adjustment mechanism 20 includes at least two movable components 21. The movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position. The aircraft parking apron 100 can adjust the aircraft 2000 that has landed on the aircraft parking apron 100 to the target position through the position adjustment mechanism 20. Therefore, the aircraft 2000 does not need to land accurately at the target position. It is sufficient for the aircraft 2000 to land on the aircraft parking apron 100, thereby reducing the positioning requirements and navigation accuracy requirements for the landing of the aircraft 2000.

[0069] In some embodiments, when the position adjustment mechanism 20 moves the aircraft 2000 from the landing position to the target position, the aircraft 2000 can interact with ground equipment (not shown), such as charging, replacing loads, replacing batteries, replenishing raw materials, etc. The ground equipment may include an aircraft hangar 1000 (see Fig.18 ) and / or other ground equipment such as airports, etc. The raw materials include at least one of the following: liquid raw materials and solid raw materials. The liquid raw materials include at least one of the following: gasoline, detergent, liquid pesticide, etc.; the solid raw materials include at least one of the following: solid pesticide, fire extinguishing powder, etc.

[0070] Exemplarily, by moving the aircraft 2000 from the landing position to the target position through the position adjustment mechanism 20, it is convenient for the operating device of the ground equipment (not shown) to perform operations such as replacing the load, replacing the battery or replenishing the raw materials on the aircraft 2000.

[0071] Exemplarily, the operating device includes a replacement mechanism (not shown) for replacing the load or other components of the aircraft 2000 (such as the battery or water tank of the aircraft 2000). Exemplarily, the replacement mechanism may include at least one of the following: a replacement manipulator, other auxiliary mechanical structures, etc. Exemplarily, the load may include at least one of the following: a gimbal, an imaging device, a detection sensor, etc. The imaging device includes at least one of the following: a camera, a video camera, a mobile phone, an ultrasonic imaging device, an infrared imaging device, etc.

[0072] Exemplarily, the operating device includes a supply mechanism (not shown) for supplying raw materials to the aircraft 2000. Exemplarily, the supply mechanism includes at least one of the following: a supply manipulator, other auxiliary mechanical structures, and the like.

[0073] Exemplarily, the movable components 21 are arranged at intervals to reduce or even avoid motion interference between different movable components 21 .

[0074] The arrangement of at least two movable components 21 can be set according to actual needs and is not limited here. For example, the two movable components 21 are arranged in a first direction or a second direction, and the first direction is perpendicular to the second direction. Figure 2 As shown by X in the figure, the second direction is Figure 2 Alternatively, the first direction intersects with the diagonal of the docking platform 10, and the first direction intersects at Figure 2 or, the first direction is parallel to or coincides with the diagonal of the docking platform 10; or, the first direction is parallel to or coincides with the diagonal of the quadrilateral structure formed by the four tripods 2031.

[0075] Exemplarily, the position of the movable assembly 21 can be determined according to the position of the structural member 203. For example, the structural member 203 includes a tripod 2031, and the number of the tripods 2031 includes four. The four tripods 2031 form a quadrilateral structure, and at least two movable assemblies 21 are arranged on the diagonal of the quadrilateral structure. In this way, the volume of the movable assembly 21 can be designed to be smaller, thereby reducing the volume and weight of the aircraft apron 100. Exemplarily, when the aircraft 2000 is located at the target position, at least two movable assemblies 21 are arranged on the diagonal of the quadrilateral structure.

[0076] In some embodiments, at least two movable components 21 are disposed on the diagonal lines of the docking platform 10 , and the volume of the movable components 21 can be designed to be smaller, thereby reducing the volume and weight of the aircraft apron 100 .

[0077] In some embodiments, the number of structural members 203 is set corresponding to the number of movable components 21. In some embodiments, the number of structural members 203 is the same as the number of movable components 21, and each movable component 21 can act on one structural member 203. In other embodiments, the number of structural members 203 may also be different from the number of movable components 21, which is not limited here.

[0078] In some embodiments, the number of movable components 21 is less than or equal to the number of structural members 203. In other embodiments, the number of movable components 21 may also be greater than the number of structural members 203.

[0079] The number of movable components 21 and the number of structural members 203 can be set according to actual needs, such as two, three, four or more. Exemplarily, the number of movable components 21 is two, and the two movable components 21 correspond to one structural member 203 respectively. Exemplarily, the number of movable components 21 is four, and the four movable components 21 can respectively drive the four structural members 203 to move.

[0080] See also Figure 2 , exemplarily, at least two movable components 21 include movable components 21a, movable components 21b, movable components 21c and movable components 21d, the structural member 203 includes tripods 2031, the number of tripods 2031 includes four, and the four tripods 2031 form a quadrilateral structure; the movable components 21a and the movable components 21c are located on one of the diagonals of the quadrilateral structure, and the movable components 21b and the movable components 21d are located on the other diagonal of the quadrilateral structure. So that the force of the movable component 21 acting on the structural member 203 can be decomposed into a first decomposition force and a second decomposition force along a first direction and a second direction perpendicular to each other, the first decomposition force enables the structural member 203 to drive the aircraft 2000 to move toward the target position along the first direction, and the second decomposition force enables the structural member 203 to drive the aircraft 2000 to move toward the target position along the second direction perpendicular to the first direction, thereby ensuring that the aircraft 2000 can move to the target position under the action of the two movable components 21. The volume of each movable component 21 of the position adjustment mechanism 20 of this embodiment can be designed to be smaller, thereby reducing the volume and weight of the aircraft apron 100.

[0081] Exemplarily, the first direction is parallel to one of the sides of the quadrilateral structure, and the first direction and the second direction are both located in the plane where the quadrilateral structure is located.

[0082] For example, the first direction is Figure 2 The X direction is shown in the second direction. Figure 2 As shown in the Y direction.

[0083] In other embodiments, the arrangement of the active components 21a, 21b, 21c, and 21d may be other arrangements, for example, the active components 21a and 21c are arranged at intervals along a first arrangement direction, the active components 21b and 21d are arranged at intervals along a second arrangement direction, the first arrangement direction is parallel to one side of the quadrilateral structure, and the first arrangement direction intersects with the second arrangement direction. Exemplarily, the first arrangement direction is perpendicular to the second arrangement direction.

[0084] See also Figure 2 In some embodiments, one of the active component 21a, the active component 21b, the active component 21c and the active component 21d may be omitted. Figure 2 In other embodiments, two of the active components 21a, 21b, 21c and 21d may be omitted, for example, the active components 21a and 21b may be omitted; or, the active components 21b and 21c may be omitted; or, the active components 21a and 21c may be omitted.

[0085] Exemplarily, the aircraft 2000 includes at least two structural members 203 , and the at least two movable components 21 can act on different structural members 203 respectively during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0086] It can be understood that, in order to move the aircraft 2000 from the landing position to the target position, at a certain position in the activity trajectory of at least two active components 21, only one active component 21 may act on the corresponding structural component 203 to drive the aircraft 2000 to move; or, a part of the at least two active components 21 respectively act on the corresponding structural component 203 to drive the aircraft 2000 to move; or, each active component 21 respectively acts on the corresponding structural component 203 to drive the aircraft 2000 to move. Exemplarily, in order to move the aircraft 2000 from the landing position to the target position, at a certain position in the activity trajectory of at least two active components 21, each active component 21 does not act on the corresponding structural component 203, and as the active component 21 further moves, at least one of the multiple active components 21 may act on the corresponding structural component 203, thereby driving the aircraft 2000 to move.

[0087] See also Figure 2 In some embodiments, at least two movable components 21 can move from a position relatively in the middle of the docking platform 10 toward a position relatively at the edge of the docking platform 10, and can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0088] In the aircraft apron 100 of the above embodiment, when the aircraft 2000 lands on the aircraft apron 100, at least two movable components 21 of the position adjustment mechanism 20 can move from a position relative to the middle of the docking platform 10 to a position relative to the edge of the docking platform 10, and can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position, thereby achieving accurate positioning of the aircraft 2000 landing on the aircraft apron 100. The aircraft apron 100 of this embodiment has a simple structure, is easy to operate, occupies a small volume, and is light in weight. The light weight can also reduce the carrier 1001 (see Fig. 20 In addition, due to the simplified and lightweight structure of the aircraft apron 100, the volume of the aircraft hangar 1000 including the aircraft apron 100 is significantly reduced, which greatly improves the selectivity of the integration position of the aircraft hangar 1000 and the vehicle body (not shown) of the vehicle 1001, and the installation of the aircraft hangar 1000 is flexible.

[0089] For example, in the process that at least two movable components 21 drive the aircraft 2000 to move from the landing position to the target position through the structural member 203, the moving direction of the movable component 21 is as follows: Figure 2 As shown by the dotted arrow near the active component 21.

[0090] Exemplarily, at least two movable components 21 can move from the first position to the second position, and the movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position. Exemplarily, the first position is farther away from the edge of the docking platform 10 relative to the second position; or, the first position is closer to the middle of the docking platform 10 relative to the second position. Exemplarily, the first position is a position relative to the middle of the docking platform 10, and the second position is a position relative to the edge of the docking platform 10.

[0091] Exemplarily, the first position is Figure 2 The first limit position of the movable component 21a, the movable component 21b, the movable component 21c or the movable component 21d is, and the second position is Figure 3 The first limit position is further away from the edge of the docking platform 10 than the second limit position, or the first limit position is closer to the middle of the docking platform 10 than the second limit position. In other embodiments, the first position may not be Figure 2 The first position is any suitable position between the first limit position and the second position. Similarly, the second position may not be Figure 3 The second extreme position in the embodiment, the second position is any suitable position between the first position and the second extreme position.

[0092] Exemplarily, when the movable assembly 21 moves to the second position, the aircraft 2000 moves to the target position.

[0093] See also Figure 2In some embodiments, at least two movable components 21 move in directions away from each other. It can be understood that at least two movable components 21 move in directions away from each other so that at least one of the at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position. With this arrangement, the movable component 21 is flexibly arranged, and the movable component 21 can be miniaturized as much as possible to a certain extent, occupying a small volume, reducing the interference of the movable component 21 on the aircraft 2000, and the movable component 21 is light in weight, which can reduce the energy consumption of the vehicle 1001 including the aircraft apron 100.

[0094] See also Figure 2 In some embodiments, the distance between at least two movable components 21 gradually increases during the movement. Exemplarily, during the movement of at least two movable components 21, the distance between at least two movable components 21 gradually increases, so that at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position. With this arrangement, the movable component 21 is flexibly arranged, and the movable component 21 can be miniaturized as much as possible to a certain extent, occupying a small volume, reducing the interference of the movable component 21 with the aircraft 2000, and the movable component 21 is light in weight, and the light weight can reduce the energy consumption of the vehicle 1001 including the aircraft apron 100.

[0095] In some embodiments, at least two movable components 21 perform linear movement or curved movement to drive the aircraft 2000 to move from the landing position to the target position. Exemplarily, at least two movable components 21 can perform linear movement from a position relatively in the middle of the docking platform 10 toward a position relatively at the edge of the docking platform 10, so that at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the linear movement, thereby driving the aircraft 2000 to move from the landing position to the target position. Exemplarily, at least two movable components 21 can perform curved movement from a position relatively in the middle of the docking platform 10 toward a position relatively at the edge of the docking platform 10, so that at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the curved movement, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0096] Exemplarily, the aircraft 2000 can move linearly or curvedly under the action of at least two movable components 21, thereby moving from a landing position to a target position.

[0097] In some embodiments, at least two movable components 21 move synchronously or asynchronously, so that at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0098] See also Figure 1 and Figure 2 In some embodiments, the movable assembly 21 includes a force-applying concave surface 211. During the movement of the movable assembly 21, the force-applying concave surface 211 can abut against the structural component 203 to drive the aircraft 2000 to move, thereby achieving accurate positioning of the aircraft 2000. During the process of at least two movable assemblies 21 driving the aircraft 2000 to move from the landing position to the target position, the force-applying concave surface 211 can effectively contact or abut against the structural component 203, thereby improving the force transmission effect, thereby ensuring that the position adjustment mechanism 20 can reliably and stably drive the aircraft 2000 to move from the landing position to the target position.

[0099] See also Figure 1 and Figure 2 In some embodiments, the force-applying concave surface 211 can apply a force to the aircraft 2000 from a direction toward the outside of the aircraft 2000. Exemplarily, at least two movable components 21 can move from a position relatively to the middle of the docking platform 10 toward a position relatively to the edge of the docking platform 10, and the force-applying concave surface 211 can apply a force to the structural member 203 of the aircraft 2000 from a direction toward the outside of the aircraft 2000, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0100] In some embodiments, the force-applying concave surface 211 includes at least one of the following: an arc surface, a spherical surface, a V-shaped surface, a U-shaped surface, a C-shaped surface, an S-shaped surface, other regular curved surfaces, irregular curved surfaces, etc. Exemplarily, the force-applying concave surface 211 includes an arc-shaped surface.

[0101] It can be understood that the force-applying concave surface 211 is named from the perspective of actively applying a force. In actual application, the structural member 203 may also apply a force to the force-applying concave surface 211, and the force-applying concave surface 211 may also be subjected to a force, which is not limited here.

[0102] Exemplarily, when the aircraft 2000 is located at the landing position or the target position, the projection of the center of gravity of the aircraft 2000 on the docking platform 10 is located between the plurality of movable components 21 or the plurality of force-applying concave surfaces 211 .

[0103] See also Figure 4In some embodiments, the position adjustment mechanism 20 further includes a driving device 22 for driving at least two movable components 21 to move, and the driving device 22 is disposed on the side of the aircraft apron 100 facing away from the docking platform 10. In this way, it is possible to avoid interference between the driving device 22 and the aircraft 2000 when the aircraft 2000 lands at the landing position or moves to the target position. In other embodiments, the driving device 22 may also be at least partially disposed on the side of the docking platform 10 facing the force-applying concave surface 211.

[0104] See also Figure 4 In some embodiments, the driving device 22 includes a rotating disk 221, which can drive at least two movable components 21 to move away from or close to the center of the rotating disk 221 during rotation. This can reduce the number of motors or driving components 222, effectively reduce the cost of the aircraft apron 100, and can also reduce the volume and weight of the aircraft apron 100 to a certain extent. As the weight becomes lighter, the energy consumption of the vehicle 1001 including the aircraft apron 100 can also be reduced. Please refer to Figure 4 In some embodiments, the driving device 22 further includes a driving member 222, and the driving member 222 is used to drive the rotating disk 221 to rotate. Exemplarily, the driving member 222 includes at least one of the following: a first motor, a cylinder, an electric push rod, an electro-hydraulic push rod, etc.

[0105] See also Figure 4 In some embodiments, the driving device 22 further includes a transmission structure 223, and the driving member 222 is connected to the rotating disk 221 through the transmission structure 223. The transmission structure 223 includes at least one of the following: a transmission rod structure, a transmission belt structure, a transmission chain, a transmission gear, a worm gear structure, etc. Figure 4 Exemplarily, the transmission structure 223 includes a turbine 2231 and a worm 2232 , the driving member 222 is connected to the turbine 2231 through the worm 2232 , the turbine 2231 is connected to the rotating disk 221 , and the transmission structure 223 can drive the rotating disk 221 to rotate under the drive of the driving member 222 .

[0106] In other embodiments, the rotating disk 221 may be driven to rotate by a second motor used to drive other structural elements (such as the cabin 200 of the aircraft hangar 1000), which is not limited here. For example, the second motor can drive the cabin 200 of the aircraft hangar 1000 to open and close, the aircraft apron 100 can be accommodated in the cabin 200, and the cabin 200 can be opened so that the aircraft 2000 can land on the aircraft apron 100 or take off from the aircraft apron 100; when the aircraft 2000 moves to the target position, the cabin 200 can be closed to protect the components or the aircraft 200 in the cabin 200, and can reduce the occupied volume of the cabin 200 to a certain extent; in addition, the second motor can also drive the rotating disk 221 to rotate, and there is no need to set up two motors to drive the cabin 200 to open and close and the rotating disk 221 to rotate respectively, which saves the number of components set up, reduces costs, and can also reduce the volume and weight of the aircraft apron 100 to a certain extent. As the weight becomes lighter, the energy consumption of the vehicle 1001 including the aircraft apron 100 can also be reduced.

[0107] Exemplarily, the rotating disk 221 can drive at least two movable components 21 to move away from the center of the rotating disk 221 during the rotation process, so that the at least two movable components 21 can move from a position relatively in the middle of the docking platform 10 toward a position relatively at the edge of the docking platform 10, so that the at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position.

[0108] Exemplarily, the rotating disk 221 can drive at least two movable components 21 to move close to the center of the rotating disk 221 during the rotation process, so that the movable components 21 move to the initial position to ensure that the position adjustment mechanism 20 can subsequently move the aircraft 2000 that has landed on the aircraft apron 100 from the landing position to the target position again.

[0109] Exemplarily, the force-applying concave surface 211 and the rotating disk 221 are respectively disposed on two opposite sides of the docking platform 10 .

[0110] See also Figure 3 In some embodiments, the position adjustment mechanism 20 also includes a guide assembly 23, which is used to limit the moving direction of the movable assembly 21 relative to the docking platform 10; when the rotating disk 221 rotates, the movable assembly 21 moves along the direction defined by the guide assembly 23, so that the movable assembly 21 can move reliably and stably.

[0111] The structure, shape and / or quantity of the guide assembly 23 can be set according to actual needs. Figure 2For example, the guide assembly 23 includes a guide groove 231, and the guide groove 231 is used to guide the movement of the movable assembly 21. In addition, the guide groove 231 can also be provided for at least part of the movable assembly 21. Exemplarily, the number of the guide grooves 231 is adapted to the number of the movable assembly 21, for example, each movable assembly 21 is provided with a corresponding guide groove 231.

[0112] See also Figure 4 In some embodiments, the guide assembly 23 includes a stopper 232, which is used to constrain the movement of the movable assembly 21 so that the movable assembly 21 can slide or translate smoothly and reliably in a single direction. Exemplarily, the stopper 232 is connected to the docking platform 10 or other components of the aircraft hangar 1000.

[0113] See also Figure 4 In some embodiments, the rotating disk 221 is provided with an arc-shaped guide 2211, which is distributed in a fan-shaped manner; wherein one end of the movable component 21 is connected to the arc-shaped guide 2211, and when the arc-shaped guide 2211 rotates with the rotating disk 221, the arc-shaped guide 2211 drives the movable component 21 to move linearly. In this way, the rotational motion of the rotating disk 221 can be converted into the linear motion of the movable component 21, and the structural design is ingenious and reasonable.

[0114] In some embodiments, the number of arc-shaped guides 2211 matches the number of movable components 21, for example, the number of arc-shaped guides 2211 is the same as the number of movable components 21, and each arc-shaped guide 2211 corresponds to one movable component 21. Exemplarily, the rotating disk 221 is provided with a plurality of arc-shaped guides 2211, and each arc-shaped guide 2211 corresponds to one movable component 21, so that at least two movable components 21 can be driven to move by one rotating disk 221, and the structure of the driving device 22 is simple.

[0115] See also Figure 4 , illustratively, the arc guide 2211 includes an arc groove.

[0116] See also Figure 4 In some embodiments, the movable assembly 21 includes a force-applying portion 2101 and a transmission portion 2102, the force-applying portion 2101 is connected to the transmission portion 2102, the force-applying concave surface 211 is provided on the force-applying portion 2101, and one end of the transmission portion 2102 is connected to an arc-shaped guide 2211. When the arc-shaped guide 2211 rotates following the rotating disk 221, the arc-shaped guide 2211 can drive the transmission portion 2102 to move linearly, thereby driving the force-applying portion 2101 to move linearly. Exemplarily, the stopper 232 is used to constrain the movement of the transmission portion 2102, so that the transmission portion 2102 can slide or translate in a single direction, thereby enabling the force-applying portion 2101 to slide or translate in a single direction.

[0117] Exemplarily, the force applying part 2101 is integrally connected with the transmission part 2102. Exemplarily, the force applying part 2101 and the transmission part 2102 are separately provided, and the connection method between the two includes at least one of the following: adhesive connection, snap connection, magnetic connection, threaded connection, screw locking connection, etc.

[0118] Exemplarily, the transmission part 2102 includes a transmission rod body or any other suitable structure.

[0119] It can be understood that when the driving member 222 drives the rotating disk 221 to rotate through the transmission structure 223, the cylindrical head at the end of the transmission part 2102 can slide and cooperate with the arc-shaped guide member 2211. Since the transmission part 2102 is constrained by the limit member 232, the transmission part 2102 can only make telescopic movements in the guiding direction of the limit member 232. Therefore, the rotation of the rotating disk 221 will drive the transmission part 2102 to slide or translate in a single direction, thereby driving the force-applying part 2101 to move.

[0120] In some embodiments, the transmission part 2102 can move from the third position to the fourth position, so that the corresponding force-applying part 2101 can move from a position relative to the middle of the docking platform 10 to a position relative to the edge of the docking platform 10; at least one of the at least two movable components 21 can act on the structural member 203 of the aircraft 2000 during the movement, thereby driving the aircraft 2000 to move from the landing position to the target position. Exemplarily, the third position is closer to the center of the rotating disk 221 relative to the fourth position. Exemplarily, the third position is Figure 5 The fourth position is the position of the middle transmission part 2102. Figure 6 The position of the middle transmission part 2102.

[0121] See also Figure 7 The embodiment of the present invention further provides an aircraft parking apron 100, including a docking platform 10 and a position adjustment mechanism 20, wherein the docking platform 10 is used for landing an aircraft 2000; the position adjustment mechanism 20 is used for adjusting the position of the aircraft 2000 that has landed on the docking platform 10, and the position adjustment mechanism 20 includes at least two movable components 21, each of which can rotate relative to the docking platform 10, and can act on a structural member 203 of the aircraft 2000 during the rotational movement to drive the aircraft 2000 to move from the landing position to the target position; wherein the movable component 21 has a rotation center 212, and when the aircraft 2000 moves to the target position, the structural member 203 of the aircraft 2000 is located at the rotation center 212.

[0122] The aircraft parking apron 100 of the above embodiment can adjust the aircraft 2000 landing on the aircraft parking apron 100 to the target position through the position adjustment mechanism 20, so the aircraft 2000 does not need to land accurately at the target position, as long as the aircraft 2000 can land on the aircraft parking apron 100, thereby reducing the positioning requirements and navigation accuracy requirements for the landing of the aircraft 2000. In addition, when the aircraft 2000 lands on the aircraft parking apron 100, the movable component 21 can rotate relative to the docking platform 10. During the rotation of the movable component 21, the movable component 21 can act on the structural member 203 of the aircraft 2000 to drive the aircraft 2000 to move from the landing position to the target position. When the aircraft 2000 moves to the target position, the structural member 203 of the aircraft 2000 is located at the rotation center 212 of the movable component 21, thereby realizing the precise positioning of the aircraft 2000 landing on the aircraft parking apron 100. The aircraft parking apron 100 of the present embodiment has a simple structure, is easy to operate, occupies a small volume, and is light in weight. The light weight can also reduce the number of vehicles 1001 including the aircraft parking apron 100 (see Fig. 20 In addition, due to the simplified and lightweight structure of the aircraft apron 100, the volume of the aircraft hangar 1000 including the aircraft apron 100 is significantly reduced, which greatly improves the selectivity of the integration position of the aircraft hangar 1000 and the vehicle body (not shown) of the vehicle 1001, and the installation of the aircraft hangar 1000 is flexible.

[0123] Exemplarily, the aircraft 2000 includes the aircraft 2000 of any one of the above embodiments. The structural component 203 includes the structural component 203 of any one of the above embodiments.

[0124] See also Figure 7 and Figure 8 In some embodiments, the movable assembly 21 includes a force-applying concave surface 211 with a variable curvature radius. When the movable assembly 21 rotates, the force-applying concave surface 211 can abut against the structural member 203 of the aircraft 2000 and drive the aircraft 2000 to move, thereby moving the aircraft 2000 from the landing position to the target position. The movable assembly 21 of this structure is simple in structure, small in volume, and light in weight.

[0125] In some embodiments, the force-applying concave surface 211 is arc-shaped, and the curvature radius of the arc gradually decreases along the force-applying concave surface 211 toward the rotation center 212. In this way, the force-applying concave surface 211 can not only abut against the structural member 203 of the aircraft 2000 and drive the aircraft 2000 to move, but also play a certain guiding role on the structural member 203, thereby ensuring that the aircraft 2000 can reliably and stably move to the target position.

[0126] The number of force-applying concave surfaces 211 can be set according to actual needs, such as being designed to be one, two or more. In some embodiments, each movable component 21 includes at least two force-applying concave surfaces 211, and at least two force-applying concave surfaces 211 are distributed in a fan-blade manner, with a compact structure, small occupied volume, and can improve the efficiency of the movable component 21 in driving the structural member 203 to move.

[0127] In some embodiments, at least two movable components 21 rotate in the same direction, so that the forces exerted by different movable components 21 on the aircraft 2000 in opposite directions can be reduced as much as possible, ensuring that the aircraft 2000 can be reliably and smoothly moved to the target position. In other embodiments, at least two of the movable components 21 can also rotate in different directions.

[0128] See also Figure 7 In some embodiments, the movable assembly 21 further includes a surrounding member 213, which is arranged around the force-applying concave surface 211; wherein, after the aircraft 2000 lands on the docking platform 10, the structural member 203 of the aircraft 2000 can be located between the surrounding member 213 and the force-applying concave surface 211. The arrangement of the surrounding member 213 can limit the structural member 203. In the process of the position adjustment mechanism 20 moving the aircraft 2000 from the landing position to the target position, the structural member 203 can be limited between the surrounding member 213 and the force-applying concave surface 211, preventing the structural member 203 from being separated from the effective force-applying area of ​​the force-applying concave surface 211, which causes the problem that the force-applying concave surface 211 is difficult to effectively abut the structural member 203 during the rotation of the movable assembly 21, thereby ensuring that the movable assembly 21 can smoothly and accurately move the aircraft 2000 to the target position.

[0129] See also Figure 7 In some embodiments, one end of the force-applying concave surface 211 is connected to the surrounding member 213, and the other end extends toward the rotation center 212. In this way, the structural member 203 can be reliably limited between the surrounding member 213 and the force-applying concave surface 211, ensuring that the structural member 203 can reliably, smoothly, and accurately move to the rotation center 212 under the action of the force-applying concave surface 211, thereby enabling the aircraft 2000 to accurately move to the target position.

[0130] In some embodiments, the enclosure 213 is circular, elliptical, or other regular or irregular shapes.

[0131] In some embodiments, the height of the movable assembly 21 relative to the docking platform 10 is lower than the height of the structural member 203 relative to the docking platform 10. In this way, the probability of interference between the movable assembly 21 and the aircraft 2000 (such as the arm 2012, the structural member 203 or the power device 202 of the aircraft 2000) can be reduced as much as possible, and the movable assembly 21 can apply a force to the structural member 203 to drive the aircraft 2000 to move to the target position.

[0132] In some embodiments, after the aircraft 2000 is located at the target position, the movable assembly 21 can continue to rotate without interfering with the structural member 203, so that the movable assembly 21 generates wind force during the rotation process, thereby dissipating the components (the components may include the aircraft 2000 or components of the aircraft hangar 1000, etc.) at the aircraft hangar 1000 including the aircraft apron 100, expanding the function of the movable assembly 21, reducing the number of additional cooling fans, reducing the number of components, simplifying the structure, effectively reducing the cost, reducing the occupied volume and reducing the weight, and the weight reduction can also correspondingly reduce the energy consumption of the vehicle 1001 including the aircraft apron 100. Exemplarily, after the aircraft 2000 is located at the target position, at least two movable assemblies 21 can continue to rotate, and at least two movable assemblies 21 can blow out at least two airflows in different directions during the rotation process, so that the airflow in the aircraft hangar 1000 can circulate quickly, effectively controlling the temperature in the aircraft hangar 1000, and reducing the number of cooling fans used in the aircraft hangar 1000.

[0133] Exemplarily, when the aircraft 2000 is located at the target position, the movable component 21 is not in contact with the structural component 203 , so that the movable component 21 can continue to rotate without interfering with the structural component 203 .

[0134] In some embodiments, after the aircraft 2000 is located at the target position, the rotation speed of the movable component 21 can be adjusted to generate wind to dissipate heat for the aircraft 2000. In this way, the movable component 21 can not only drive the aircraft 2000 to move smoothly from the landing position to the target position, but also dissipate heat for the aircraft 2000 after the aircraft 2000 moves to the target position. In some embodiments, each movable component 21 rotates relative to the docking platform 10 at a first rotation speed. When the movable component 21 rotates, the movable component 21 can apply a force to the structural member 203 of the aircraft 2000 to drive the aircraft 2000 to move from the landing position to the target position; after the aircraft 2000 is located at the target position, the rotation speed of the movable component 21 can be adjusted to a second rotation speed to generate wind, thereby dissipating heat for the aircraft 2000. Exemplarily, the first rotation speed is less than the second rotation speed. In the process of the movable component 21 rotating at the first rotation speed to drive the aircraft 2000 to move from the landing position to the target position, the magnitude of the first rotation speed can remain unchanged, or can be adjusted and changed according to actual needs. Similarly, when the movable component 21 rotates at the second speed to generate wind to achieve the heat dissipation function, the second speed can remain unchanged or can be adjusted according to actual needs, which is not limited here. In other embodiments, the first speed can also be greater than or equal to the second speed.

[0135] See also Figure 7 In some embodiments, a limit assembly 30 is provided at the rotation center 212. After the aircraft 2000 moves to the target position, the structure 203 can be limited by the limit assembly 30, so that the structure 203 can be reliably located at the desired position, and the aircraft 2000 can be reliably located at the target position.

[0136] In some embodiments, the limiting assembly 30 includes a groove, which is recessed in the docking platform 10. After the aircraft 2000 moves to the target position, the structural member 203 can be engaged with the groove, thereby limiting the structural member 203. The limiting assembly 30 has a simple structure and occupies little space.

[0137] In other embodiments, the limiting assembly 30 may also be any other suitable structure, for example, the limiting assembly 30 includes a magnetic attraction mechanism, which can apply suction to the structural member 203. Exemplarily, the magnetic attraction mechanism includes a magnet or other structure capable of generating magnetism.

[0138] See also Fig. 9 In some embodiments, the position adjustment mechanism 20 includes a driving device 22, and at least two movable components 21 correspond to at least two driving devices 22, so that the movement of at least two movable components 21 can be independently controlled, and the control is flexible. Exemplarily, each movable component 21 corresponds to a driving device 22.

[0139] In some embodiments, at least two movable components 21 are driven by the same driving device 22, so that the motion control of each movable component 21 is simple, the number of driving devices 22 is small, and the structure is simple, which is conducive to reducing the occupied volume and weight of the aircraft apron 100, and can also correspondingly reduce the energy consumption of the vehicle 1001 including the aircraft apron 100. Exemplarily, the driving device 22 includes a motor.

[0140] See also Fig. 9 In some embodiments, when at least two movable components 21 are driven by the same driving device 22, one of the movable components 21 is an active component, and the active component drives the other movable components 21 to rotate through the transmission component 24. The structure of the position adjustment mechanism 20 is simple, and the number of driving devices 22 is small.

[0141] In some embodiments, the transmission assembly 24 includes at least one of the following: a transmission rod structure, a transmission belt structure, a transmission chain, a transmission gear, etc. The structure of the transmission assembly 24 is simple.

[0142] See also Fig. 9 , illustratively, the transmission assembly 24 includes a driving wheel 241, a driven wheel 242 and a transmission belt 243. The driving wheel 241 is connected to the driving member (one of the movable components 21), the driven wheel 242 is connected to the other movable components 21, and the transmission belt 243 is connected to the driving wheel 241 and the driven wheel 242 to play a role in motion transmission; the driving device 22 is connected to the driving wheel 241 to provide power for the rotation of the driving wheel 241.

[0143] See also Figures 10 to 12 The embodiment of the present invention further provides an aircraft parking apron 100, comprising a docking platform 10 and a position adjustment mechanism 20. The docking platform 10 is used to land an aircraft 2000. The position adjustment mechanism 20 is used to adjust the position of the aircraft 2000 that has landed on the docking platform 10. The position adjustment mechanism 20 comprises at least two movable components 21. Each movable component 21 performs a rotational motion relative to the docking platform 10. During the rotational motion, the movable component 21 can act on a structural component 203 of the aircraft 2000 to drive the aircraft 2000 to move from the landing position to the target position. The aircraft parking apron 100 can adjust the aircraft 2000 that has landed on the aircraft parking apron 100 to the target position through the position adjustment mechanism 20. Therefore, the aircraft 2000 does not need to land accurately at the target position. As long as the aircraft 2000 can land on the aircraft parking apron 100, the positioning requirements and navigation accuracy requirements for the landing of the aircraft 2000 are reduced.

[0144] See also Fig.10In some embodiments, the movable component 21 includes a push piece 214, and the movable component 21 can drive the push piece 214 to move when rotating, so that the push piece 214 can push the aircraft 2000 from the landing position to the target position. In the aircraft apron 100, the movable component 21 can drive the push piece 214 to move when rotating, so that the push piece 214 can push the aircraft 2000 from the landing position to the target position, thereby realizing the precise positioning of the aircraft 2000 landing on the aircraft apron 100. The aircraft apron 100 of this embodiment has a simple structure, convenient operation, small occupied volume, and light weight. In addition, due to the simplification and light weight of the structure of the aircraft apron 100, the volume of the aircraft hangar 1000 including the aircraft apron 100 is significantly reduced, which greatly improves the selectivity of the integration position of the aircraft hangar 1000 and the vehicle body (not shown) of the vehicle 1001, and the aircraft hangar 1000 is flexible to install.

[0145] In some embodiments, the push member 214 can flip over relative to the docking surface. During the flipping process of the push member 214, the push member 214 can push the aircraft 2000 to move, thereby pushing the aircraft 2000 to move to the target position.

[0146] In some embodiments, the pusher 214 can abut against the aircraft body 201 of the aircraft 2000 during the flipping process. Exemplarily, the pusher 214 can abut against the arm 2012 and / or the fuselage 2011 during the flipping process.

[0147] See also Fig.10 In some embodiments, the push member 214 includes a push surface 2141. When the docking surface does not dock the aircraft 2000, the push surface 2141 is not higher than the docking surface, so as to reduce the occupied space of the aircraft parking apron 100 and reduce the interference of the movable assembly 21 with the aircraft 2000 or other components. Exemplarily, the push surface 2141 can be pressed against the arm 2012 of the aircraft 2000, so that the force of the push member 214 acting on the arm 2012 can be decomposed into a first decomposition force and a second decomposition force along a first direction and a second direction perpendicular to each other. The first decomposition force can drive the aircraft 2000 to move toward the target position along the first direction, and the second decomposition force can drive the aircraft 2000 to move toward the target position along the second direction, thereby ensuring that the aircraft 2000 can accurately move to the target position under the action of the two movable assemblies 21. In the position adjustment mechanism 20 of this embodiment, the volume of each movable assembly 21 can be designed to be small, thereby reducing the volume and weight of the aircraft parking apron 100.

[0148] For example, the first direction is Fig.10 The X direction is shown in the second direction. Fig.10 As shown in the Y direction.

[0149] For example, when the aircraft 2000 is not docked on the docking surface, the position of the push member 214 relative to the docking platform 10 is as follows: Fig.10 When the push member 214 drives the aircraft 2000 to move to the target position, the position of the push member 214 relative to the docking platform 10 is as shown in FIG. Fig.11 or Fig.12 shown.

[0150] See also Fig.10 In some embodiments, the push member 214 further includes an angular portion 2142, which is convexly disposed on the push surface 2141. During the flipping process of the push member 214, the angular portion 2142 abuts against the aircraft 2000 earlier than the push surface 2141. Exemplarily, the number of movable components 21 includes two, and each movable component 21 is correspondingly provided with a push member 214. After the aircraft 2000 is accurately positioned, the angular portions 2142 of the two push members 214 can clamp the fuselage 2011 of the aircraft 2000, thereby fixing the position of the aircraft 2000.

[0151] See also Fig.12 In some embodiments, the antenna portion 2142 can abut against the fuselage 2011 of the aircraft 2000 , and the thrust surface 2141 can abut against the arm 2012 of the aircraft 2000 .

[0152] In some embodiments, the antenna portion 2142 can be extended and retracted relative to the thrust surface 2141. After the antenna portion 2142 abuts against the aircraft 2000, as the thrust member 214 continues to flip, the length of the antenna portion 2142 extending from the thrust surface 2141 decreases so that the thrust surface 2141 can abut against the aircraft 2000.

[0153] See also Fig.13 In some embodiments, the position adjustment mechanism 20 further includes a driving device 22, and the driving device 22 is used to drive the push member 214 to move. Exemplarily, the driving device 22 includes a motor or a cylinder. Fig.13 , exemplarily, the driving device 22 is connected to at least two movable components 21 through the transmission device 25, so that the driving device 22 can drive the at least two movable components 21 to move, which can save the number of driving devices 22, reduce the volume and weight, and reduce the cost. Exemplarily, the transmission device 25 includes one or more rods, and the structure of the transmission device 25 is simple.

[0154] See also Figure 1 or Figure 8In some embodiments, the structural member 203 includes a tripod 2031 of the aircraft 2000. After the aircraft 2000 lands on the docking platform 10, the tripod 2031 is used to support the aircraft 2000 so that the aircraft 2000 can be parked reliably and stably on the docking platform 10; the structural member 203 can not only cooperate with the movable component 21, but also be used to support the aircraft 2000. The structural member 203 has diversified functions, and there is no need to set two components separately. The number of components set is small, which is conducive to reducing the occupied volume and weight of the aircraft 2000, and can reduce the energy consumption of the aircraft 2000.

[0155] Exemplarily, the number of the stands 2031 includes at least two, and the number of the stands 2031 is less than or equal to the number of the movable components 21 .

[0156] See also Figure 2 or Figure 7 , combined with Figure 1 or Figure 8 In some embodiments, there are four tripods 2031, which form a quadrilateral structure; there are two movable components 21, which are located on the diagonal lines of the quadrilateral structure, so that the force of the movable component 21 on the structural member 203 can be decomposed into a first decomposed force and a second decomposed force along the first direction and the second direction perpendicular to each other, the first decomposed force enables the structural member 203 to drive the aircraft 2000 to move toward the target position along the first direction, and the second decomposed force enables the structural member 203 to drive the aircraft 2000 to move toward the target position along the second direction, thereby ensuring that the aircraft 2000 can accurately move to the target position under the action of the two movable components 21. In the position adjustment mechanism 20 of this embodiment, the volume of each movable component 21 can be designed to be smaller, thereby reducing the volume and weight of the aircraft apron 100.

[0157] Exemplarily, the first direction is parallel to one of the sides of the quadrilateral structure, and the first direction and the second direction are both located in the plane where the quadrilateral structure is located.

[0158] For example, the first direction is Figure 2 or Figure 7 The X direction is shown in the second direction. Figure 2 or Figure 7 As shown in the Y direction.

[0159] See also Figures 14 to 16The embodiment of the present invention further provides an aircraft parking apron 100, including a docking platform 10 and a position adjustment mechanism 20, wherein the docking platform 10 is used for landing an aircraft 2000; the position adjustment mechanism 20 is used for adjusting the position of the aircraft 2000 that has landed on the docking platform 10, and the position adjustment mechanism 20 includes a guide groove 26; when a structural member 203 of the aircraft 2000 falls into the groove of the guide groove 26, the guide groove 26 can cooperate with the structural member 203 to guide the structural member 203 so that the structural member 203 can move relative to the guide groove 26, thereby moving the aircraft 2000 from the landing position to the target position.

[0160] The aircraft parking apron 100 of the above embodiment can adjust the aircraft 2000 landing on the aircraft parking apron 100 to the target position through the position adjustment mechanism 20, so the aircraft 2000 does not need to land accurately at the target position, as long as the aircraft 2000 can land on the aircraft parking apron 100, thereby reducing the positioning requirements and navigation accuracy requirements for the landing of the aircraft 2000. In addition, since the position adjustment mechanism 20 includes a guide slot 26; when the structural member 203 of the aircraft 2000 falls into the notch of the guide slot 26, the guide slot 26 can guide and cooperate with the structural member 203, so that the structural member 203 can move relative to the guide slot 26, so that the aircraft 2000 moves from the landing position to the target position, the positioning of the aircraft 2000 is simple and the energy consumption is low, and the position adjustment mechanism 20 has a simple structure, small occupied volume, and light weight, which can reduce the energy consumption of the vehicle 1001 including the aircraft parking apron 100. In addition, due to the simplified and lightweight structure of the aircraft apron 100, the volume of the aircraft hangar 1000 including the aircraft apron 100 is significantly reduced, which greatly improves the selectivity of the integration position of the aircraft hangar 1000 and the vehicle body (not marked) of the vehicle 1001, and the installation of the aircraft hangar 1000 is flexible.

[0161] In some embodiments, when the structural member 203 falls into the slot of the guide slot 26, the structural member 203 can slide along the slot sidewall of the guide slot 26 toward the slot bottom of the guide slot 26 under the gravity of the aircraft 2000, so that the aircraft 2000 moves from the landing position to the target position. In this way, when the aircraft 2000 moves from the landing position to the target position, there is no need to use a motor or other energy, which saves power consumption and reduces costs.

[0162] In some embodiments, the side walls of the guide groove body 26 are inclined relative to the gravity direction of the docking platform 10 so that the cross-sectional area of ​​the groove bottom of the guide groove body 26 is smaller than the cross-sectional area of ​​the groove opening. In this way, the structural member 203 can easily enter the groove opening of the guide groove body 26, and the size of the guide groove body 26 can be reduced, saving raw materials and reducing costs.

[0163] In some embodiments, the cross-sectional area of ​​the guide slot body 26 extends from the slot bottom to the slot opening in a gradually increasing manner to ensure that the aircraft 2000 can be accurately positioned at the target position.

[0164] In some embodiments, at least one of the groove side wall and the groove bottom of the guide groove body 26 is formed with a hollow structure, and the gas can enter the guide groove body 26 through the hollow structure or flow out of the guide groove body 26 from the hollow structure. This is beneficial for dissipating heat for the aircraft 2000 parked on the parking platform, such as dissipating heat for the battery or other components of the aircraft 2000 that are prone to heat.

[0165] The number of guide slots 26 can be set according to actual needs, such as one, two, three, four or more. For example, the number of guide slots 26 is adapted to the number of structural members 203. Fig.14 In some embodiments, the number of guide slots 26 includes four, and the four guide slots 26 are arranged in pairs and diagonally. In some embodiments, the number of guide slots 26 includes at least two, and at least one of the at least two guide slots 26 can allow gas to enter the aircraft hangar 1000, and the remaining at least one of the at least two guide slots 26 can allow gas to be discharged from the aircraft hangar 1000. When the fan or external fan of the aircraft hangar 1000 is working, at least one of the at least two guide slots 26 can allow gas with a lower temperature to enter the aircraft hangar 1000, and the remaining at least one of the at least two guide slots 26 can allow gas with a higher temperature to be discharged from the aircraft hangar 1000, thereby dissipating heat from the components in the aircraft hangar 1000 or the aircraft 2000.

[0166] Exemplarily, when the aircraft 2000 is close to the docking platform 10 and the structural member 203 is roughly aligned with the slot of the guide slot 26, the propeller 2021 of the aircraft 2000 is above the guide slot 26. The downward airflow driven by the rotation of the propeller 2021 can blow through the hollow structure of the guide slot 26. The high-speed airflow forms a negative pressure inside the guide slot 26 (negative pressure is formed on the side walls of the airflow channel), which has an adsorption and / or guiding effect on the aircraft 2000. When the aircraft 2000 continues to descend, the structural member 203 installed in the aircraft 2000 enters the slot range of the guide slot body 26. When the aircraft 2000 detects that the distance between the fuselage 2011 and the docking platform 10 is less than or equal to the preset distance, the power motor 2022 of the aircraft 2000 stops working or gradually reduces the output power, so that the aircraft 2000 slides along the inner wall of the guide slot body 26 to the bottom of the guide slot body 26 through the structural member 203. The structural member 203 fits well with the inner wall of the guide slot body 26, and the aircraft 2000 moves to the target position, completing the precise positioning of the aircraft 2000.

[0167] The movable assembly 21 can be arranged at any suitable position of the docking platform 10 according to actual needs. For example, at least part of the movable assembly 21 can be arranged at one suitable position of the docking platform 10. At least part of the movable assembly 21 can be selectively arranged at one of at least two different positions of the docking platform 10 according to actual needs, so that the movable assembly 21 can cooperate with structural members 203 of different sizes, or the movable assembly 21 can adapt to aircraft 2000 of different specifications.

[0168] See also Fig.17 In some embodiments, the target location or the docking platform 10 is provided with a sensor 41, and the sensor 41 is used to detect whether the aircraft 2000 is located at the target location, so as to ensure that the subsequent related operations on the aircraft 2000 can be smoothly and properly performed. When the aircraft 2000 is detected to be located at the target location, the ground equipment can charge the aircraft 2000, replace the load, replace the battery, replenish raw materials, etc.

[0169] In some embodiments, the sensor 41 includes at least one of a stress sensor, a photoelectric sensor, a visual sensor, a weighing sensor, and the like.

[0170] See also Fig.17 In some embodiments, the target position or the docking platform 10 is provided with an electrical connection part 42. After the structure 203 is located at the target position, the docking platform 10 can communicate and / or be powered on with the aircraft 2000 through the electrical connection part 42, so that the aircraft apron 100 can communicate with the aircraft 2000 or charge the aircraft 2000. Exemplarily, the electrical connection part 42 includes a metal contact, and the docking platform 10 can charge the aircraft 2000 through the metal contact. In other embodiments, the electrical connection part 42 can also be a wireless charging structure, and the docking platform 10 can wirelessly charge the aircraft 2000 through the electrical connection part 42.

[0171] See also Fig.17 In some embodiments, the target location or the docking platform 10 is provided with a charging component 43, and after the aircraft 2000 is located at the target location, the charging component 43 can charge the aircraft 2000. In some embodiments, the target location or the docking platform 10 is provided with a battery replacement component 44, and after the aircraft 2000 is located at the target location, the battery replacement component 44 can replace the battery in the aircraft 2000. Exemplarily, the battery replacement component 44 includes a battery replacement manipulator.

[0172] See also Fig.17In some embodiments, the docking platform 10 is provided with a mark 45, and the mark 45 is used to assist the landing of the aircraft 2000. The setting of the mark 45 allows the aircraft 2000 to add a more accurate visual positioning system on the basis of the global positioning system (GPS) and / or other positioning systems, thereby improving the positioning accuracy of the aircraft 2000, so that the aircraft 2000 can not only take off or land on a static vehicle 1001, but also take off or land on a moving vehicle 1001, and the aircraft 2000 can more easily take off and land accurately at a moving vehicle 1001. Exemplarily, the aircraft 2000 is provided with a visual device (not shown), and the mark 45 of the docking platform 10 is calibrated by the visual device, thereby assisting the aircraft 2000 to land on the docking platform 10. The visual device includes a visual sensor, and the visual sensor includes at least one of the following: a monocular visual sensor, a binocular visual sensor, etc.

[0173] Exemplarily, the movable component 21 is at least partially made of a colorless and transparent material to minimize the obstruction of the pattern or logo 45 of the docking platform 10 by the movable component 21 .

[0174] In some embodiments, the aircraft parking apron 100 is provided with a lighting system (not shown), which is used for lighting in a dark environment so that the aircraft 2000 can still operate stably in a dark environment.

[0175] It is understandable that when the aircraft 2000 moves to the target position, the aircraft 2000 can be limited and / or fixed by a magnetic attraction mechanism, a clamping mechanism or a locking mechanism.

[0176] See also Fig.18 The present invention provides an aircraft hangar 1000, comprising a cabin 200 and an aircraft apron 100 of any one of the above embodiments, the aircraft apron 100 can be accommodated in the cabin 200, and the cabin 200 can be opened to land the aircraft 2000. Exemplarily, the aircraft 2000 comprises the aircraft 2000 of any one of the above embodiments. The structural member 203 comprises the structural member 203 of any one of the above embodiments.

[0177] See also Fig.19 In some embodiments, the aircraft hangar 1000 further includes a mounting device 300 for mounting the cabin 200 on a vehicle body (not shown) of the vehicle 1001, thereby mounting the aircraft hangar 1000 on the vehicle body. Fig.19 In some embodiments, the mounting device 300 is used to mount the cabin 200 on a roof rack of the vehicle 1001 or on a side of the vehicle 1001. Fig.19In some embodiments, the installation device 300 includes a connecting arm mechanism 301 and a quick-release joint 302. The connecting arm mechanism 301 is connected to the cabin 200. The quick-release joint 302 is detachably connected to the connecting arm mechanism 301, and the quick-release joint 302 is used to connect to the vehicle body of the vehicle 1001. Since the quick-release joint 302 is detachably connected to the connecting arm mechanism 301, a suitable quick-release joint 302 can be selected to connect to the connecting arm mechanism 301 according to different specifications or models of the vehicle 1001, so that the aircraft hangar 1000 can adapt to vehicles 1001 of different specifications or models, and the aircraft hangar 1000 can be easily assembled and connected with the vehicle body of the vehicle 1001.

[0178] See also Fig.19 In some embodiments, the connecting arm mechanism 301 includes a first connecting arm 3011 and a second connecting arm 3012, wherein the first connecting arm 3011 is connected to the cabin 200, and the end of the first connecting arm 3011 is detachably connected to a quick-release joint 302; the second connecting arm 3012 is spaced apart from and arranged opposite to the first connecting arm 3011, and the second connecting arm 3012 is connected to the cabin 200, and the end of the second connecting arm 3012 is detachably connected to a quick-release joint 302. The connecting arm mechanism 301 of this structure is simple in structure and light in weight, which is conducive to realizing a lightweight design of the aircraft hangar 1000.

[0179] The number of the first connecting arms 3011 and the second connecting arms 3012 can be set according to actual needs, such as one, two, three or more.

[0180] See also Fig. 20 The embodiment of the present invention further provides a vehicle 1001, comprising a power system 3000 and an aircraft hangar 1000 of any of the above embodiments, wherein the power system 3000 is used to drive the vehicle 1001 to move; the aircraft hangar 1000 is carried by the vehicle 1001. Exemplarily, the power system 3000 includes at least one of the following: a motor, a sail, a rudder, a driving wheel, a cylinder, etc. In some embodiments, the vehicle 1001 includes at least one of the following: a movable vehicle, a movable robot, a movable ship, etc.

[0181] It is understandable that in the face of adverse climatic conditions, the aircraft hangar 1000 may include a temperature control device (not shown), the energy supply of the temperature control device comes from at least one of the following: electrical energy from the vehicle 1001, solar energy, wind energy, or other energy sources. Solar energy, wind energy, or other energy sources can effectively reduce the energy consumption of the entire machine.

[0182] Exemplarily, the vehicle 1001 includes a vehicle body, and the aircraft hangar 1000 is arranged on the vehicle body. The aircraft hangar 1000 can be installed at any suitable position of the vehicle body. For example, if the vehicle 1001 includes a movable vehicle, the aircraft hangar 1000 can be installed at at least one of the following: the front position of the movable vehicle, that is, the position of the hood; the top luggage rack and / or skylight of the movable vehicle. With the opening of the skylight, the aircraft 2000 can take off and land from the skylight. Due to the advantage of the small size of the aircraft hangar 1000, the aircraft hangar 1000 will not occupy too much space in the vehicle; a device protruding from the vehicle body is added to the outer side of the roof of the movable vehicle to accommodate the aircraft hangar 1000; the rear window position of the movable vehicle, the rear window is designed as an opening and closing mechanism, and when the aircraft 2000 takes off or lands, the rear window automatically opens; the trunk position of the movable vehicle, etc.

[0183] Exemplarily, the connection method between the aircraft hangar 1000 and the carrier body may be, but is not limited to, at least one of the following: clamping, suction cup, bolt, magnetism, gluing, etc.

[0184] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "mechanically coupled" and "coupled" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be a mechanical connection or an electrical connection. It can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two elements or the interaction relationship between two elements. The mechanical coupling or coupling of two components includes direct coupling and indirect coupling, for example, direct fixed connection, connection through a transmission mechanism, etc. The first feature "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features not being in direct contact but being in contact through another feature between them. Moreover, the first feature "above", "above" and "above" the second feature include the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. The first feature "below", "below" and "below" the second feature include the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0185] The disclosure above provides many different embodiments or examples for realizing different structures of the present invention. In order to simplify the disclosure of the present invention, the components and settings of specific examples are described above. Of course, they are merely examples, and the purpose is not to limit the present invention. In addition, the present invention may repeat reference numerals and / or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific examples of processes and materials, but those of ordinary skill in the art may appreciate the application of other processes and / or the use of other materials.

[0186] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific method steps, features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific method steps, features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0187] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. An aircraft parking apron, characterized in that: include: A docking platform for landing the aircraft; A position adjustment mechanism, used for adjusting the position of an aircraft landing on the docking platform, comprises at least two movable components, wherein the at least two movable components can move from a position relative to the middle of the docking platform toward a position relative to the edge of the docking platform, and can act on the structural parts of the aircraft during the movement, thereby driving the aircraft to move from the landing position to the target position.

2. The aircraft parking apron according to claim 1, characterized in that: The at least two movable components move in directions away from each other; and / or, a distance between the at least two movable components gradually increases during the movement.

3. The aircraft parking apron according to claim 1, characterized in that: The at least two movable components perform linear movement or curved movement.

4. The aircraft parking apron according to claim 1, characterized in that: The at least two movable components move synchronously or asynchronously.

5. The aircraft parking apron according to claim 1, characterized in that: The movable component includes a force-applying concave surface. During the movement of the movable component, the force-applying concave surface can abut against the structural component to drive the aircraft to move.

6. The aircraft parking apron according to claim 5, characterized in that: The force-applying concave surface can apply a force to the aircraft from a direction toward the outside of the aircraft.

7. The aircraft parking apron according to claim 5, characterized in that: The force-applying concave surface includes at least one of the following: a V-shaped surface, a U-shaped surface, a C-shaped surface, an S-shaped surface, an arc-shaped surface, and a spherical surface.

8. The aircraft parking apron according to claim 1, characterized in that: The position adjustment mechanism further comprises a driving device for driving the at least two movable components to move, and the driving device is arranged on a side of the aircraft apron facing away from the docking platform.

9. The aircraft parking apron according to claim 8, characterized in that: The driving device comprises a rotating disk, and the rotating disk can drive the at least two movable components to move away from or close to the center of the rotating disk during rotation.

10. The aircraft parking apron according to claim 9, characterized in that: The position adjustment mechanism also includes a guide assembly, which is used to limit the moving direction of the movable assembly relative to the docking platform; when the rotating disk rotates, the movable assembly moves along the direction defined by the guide assembly.

11. The aircraft parking apron according to claim 9, characterized in that: The rotating disk is provided with an arc-shaped guide, which is distributed in a fan-shaped shape; wherein one end of the movable component is connected to the arc-shaped guide, and when the arc-shaped guide rotates with the rotating disk, the arc-shaped guide drives the movable component to move linearly.

12. An aircraft parking apron, characterized in that: include: A docking platform for landing the aircraft; A position adjustment mechanism, used to adjust the position of the aircraft landing on the docking platform, comprising at least two movable components, each of which can perform rotational motion relative to the docking platform and can act on the structural parts of the aircraft during the rotational motion to drive the aircraft to move from the landing position to the target position; Wherein, the movable assembly has a rotation center, and when the aircraft moves to the target position, the structural component of the aircraft is located at the rotation center.

13. The aircraft parking apron according to claim 12, characterized in that: The movable component comprises a force-applying concave surface with a changing curvature radius. When the movable component rotates, the force-applying concave surface can abut against a structural component of the aircraft and drive the aircraft to move.

14. The aircraft parking apron according to claim 13, characterized in that: The force-applying concave surface is arc-shaped, and the radius of curvature of the arc gradually decreases along the direction of the force-applying concave surface toward the rotation center.

15. The aircraft parking apron according to claim 13, characterized in that: Each of the movable components includes at least two force-applying concave surfaces, and the at least two force-applying concave surfaces are distributed in a fan-blade manner.

16. The aircraft parking apron according to claim 13, characterized in that: The movable assembly further comprises a surrounding member, which is arranged around the force-applying concave surface; wherein, after the aircraft lands on the docking platform, the structural member of the aircraft can be located between the surrounding member and the force-applying concave surface.

17. The aircraft parking apron according to claim 16, characterized in that: One end of the force-applying concave surface is connected to the surrounding component, and the other end extends toward the rotation center.

18. The aircraft parking apron according to claim 16, characterized in that: The surrounding piece is circular or elliptical.

19. The aircraft parking apron according to claim 12, characterized in that: The at least two movable components rotate in the same direction.

20. The aircraft parking apron according to claim 12, characterized in that: The height of the movable component relative to the docking platform is lower than the height of the structural member relative to the docking platform.

21. The aircraft parking apron according to claim 20, characterized in that: After the aircraft is located at the target position, the movable assembly can continue to rotate without interfering with the structural member.

22. The aircraft parking apron according to claim 12, characterized in that: After the aircraft is located at the target position, the rotation speed of the movable component can be adjusted to generate wind force to dissipate heat from the aircraft.

23. The aircraft parking apron according to claim 12, characterized in that: The rotation center is provided with a limiting assembly, and after the aircraft moves to a target position, the structural member can be limited by the limiting assembly.

24. The aircraft parking apron according to claim 23, characterized in that: The limiting component includes a groove, and the groove is recessed in the docking platform; and / or the limiting component includes a magnetic attraction mechanism, and the magnetic attraction mechanism can apply suction to the structural member.

25. The aircraft parking apron according to claim 12, characterized in that: The position adjustment mechanism comprises a driving device, and the at least two movable components correspond to at least two of the driving devices respectively; or, the at least two movable components are driven by the same driving device.

26. The aircraft parking apron according to claim 25, characterized in that: When the at least two movable components are driven by the same driving device, one of the movable components is an active component, and the active component drives the other movable components to rotate via the transmission component.

27. The aircraft parking apron according to claim 26, characterized in that: The transmission assembly includes at least one of the following: a transmission rod structure, a transmission belt structure, a transmission chain, and a transmission gear.

28. The aircraft parking apron according to claim 1 or 12, characterized in that: The structural member comprises a footrest of the aircraft, and the footrest is used to support the aircraft after the aircraft lands on the docking platform.

29. The aircraft parking apron according to claim 28, characterized in that: The tripods include at least two, and the number of the tripods is less than or equal to the number of the movable components.

30. The aircraft parking apron according to claim 29, characterized in that: There are four tripods, which form a quadrilateral structure; there are two movable components, which are located on the diagonal lines of the quadrilateral structure.

31. The aircraft parking apron according to claim 1 or 12, characterized in that: The target position is provided with a sensor, and the sensor is used to detect whether the aircraft is located at the target position.

32. The aircraft parking apron according to claim 1 or 12, characterized in that: A charging component is provided at the target position, and after the aircraft is located at the target position, the charging component can charge the aircraft; and / or a battery replacement component is provided at the target position, and after the aircraft is located at the target position, the battery replacement component can replace the battery in the aircraft.

33. The aircraft parking apron according to claim 1 or 12, characterized in that: The aircraft includes an unmanned aerial vehicle; and / or the docking platform is provided with a mark, and the mark is used to assist the aircraft in landing.

34. An aircraft hangar, characterized in that: include: cabin; as well as The aircraft apron as described in any one of claims 1-33, wherein the aircraft apron can be accommodated in the cabin, and the cabin can be opened to land the aircraft.

35. A carrier, characterized in that: include: A power system, used to drive the vehicle to move; as well as The aircraft hangar of claim 34, wherein the aircraft hangar is carried by the vehicle.

36. The carrier according to claim 35, characterized in that The vehicle includes at least one of the following: a movable vehicle, a movable robot, and a movable ship.

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