Aircraft folding and unfolding positioning device and vehicle

Abstract

The aircraft folding and unfolding positioning device comprises a rack, a bearing mechanism and a first positioning mechanism, the bearing mechanism is arranged on the rack and comprises a bearing platform and a first driving device, and the bearing platform is in transmission connection with the first driving device; the first driving device can drive the bearing platform to switch between an unfolded state and a folded state, the first positioning mechanism comprises a limiting part, the limiting part is arranged on the bearing platform, in the unfolded state, the bearing platform can enlarge the bearing area for landing of the aircraft, and when the first driving device drives the bearing platform to switch to the folded state, the limiting part is arranged on the bearing platform. The limiting piece can abut against the aircraft and drive the aircraft to be positioned. The bearing area can be enlarged in the unfolding state of the bearing platform, landing of the aircraft is facilitated, the aircraft can be positioned and adjusted through the limiting piece in the folding process, the positioning efficiency is high, the aircraft can land on the bearing platform without precise positioning, and the receiving and positioning efficiency can be improved.

Description

Technical Field

[0001] This utility model relates to the technical field of flying cars, and in particular to a flight vehicle deployment and positioning device and vehicle. Background Technology

[0002] With the development of automotive and aircraft technologies, a flying car integrating a vehicle and an aircraft has emerged. The vehicle serves as the flying car's land-based transportation device and is equipped with a platform for parking the aircraft, enabling the vehicle to carry the aircraft on roads. The aircraft is detachably coupled to the platform and can take off from it. In existing technologies, the aircraft lands directly on the vehicle's platform during landing operations. However, the vehicle's platform is relatively small, making it difficult for the aircraft to accurately align with the coupling position on the platform. Therefore, the landing efficiency and accuracy are low. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an aircraft deployment and positioning device that can solve the problem of low efficiency in aircraft landing and positioning.

[0004] According to a first aspect of the present invention, an aircraft deployment and positioning device includes: a frame, a support mechanism, and a first positioning mechanism. The support mechanism is disposed on the frame and includes a support platform and a first driving device. The support platform is convexly connected to the first driving device. The first driving device can drive the support platform to switch between an deployed state and a retracted state. The first positioning mechanism includes a limiting member disposed on the support platform. In the deployed state, the support platform can expand the support area for aircraft landing. When the first driving device drives the support platform to switch to the retracted state, the limiting member can abut against the aircraft and drive the aircraft to be positioned.

[0005] The aircraft deployment and positioning device according to the present utility model has at least the following beneficial effects: the deployment platform can expand the carrying area when it is deployed, which facilitates the landing of the aircraft. After the aircraft lands, its position may be deviated. The first driving device drives the carrier platform to switch to the retracted state, and the aircraft can be positioned and adjusted by the limiting member during the retraction process. The positioning efficiency is high, and the aircraft does not need to be precisely positioned before landing on the carrier platform, which can improve the receiving positioning efficiency.

[0006] According to some embodiments of the present invention, a second positioning mechanism is also included. The second positioning mechanism is disposed on the bearing platform. The first driving device can drive the bearing platform to extend to an unfolded state along the X-axis direction and can drive the bearing platform to retract to a retracted state along the X-axis direction. The limiting member can drive the aircraft to be positioned in the X-axis direction, and the second positioning mechanism can drive the aircraft to be positioned in the Y-axis direction.

[0007] According to some embodiments of the present invention, the second positioning mechanism includes a conveying component, a positioning sensor component, and a locking structure. The conveying component can drive the aircraft to move along the Y-axis direction. The positioning sensor component includes at least two sensors. The carrier platform is provided with the sensors on both sides of the aircraft in the Y-axis direction. The sensors can sense the aircraft and can be linked with the conveying component. When the conveying component conveys the aircraft to a predetermined position in the Y-axis direction, the locking structure can be connected to the aircraft.

[0008] According to some embodiments of the present invention, the sensor includes a bracket, a proximity switch, an elastic element, and a transmission element. The bracket is disposed on the support platform, the proximity switch is disposed on the bracket, the elastic element is disposed on the bracket and located above the proximity switch, the top of the elastic element is provided with a transmission element, and the top of the transmission element is provided with a guide portion. When the aircraft abuts against the guide portion, it can drive the elastic element to deform toward the proximity switch and cause the proximity switch to sense it.

[0009] According to some embodiments of the present invention, the locking structure includes a first magnetic suction member, which is rotatably disposed on the bearing platform. The bottom of the aircraft is provided with a positioning groove, and a second magnetic suction member is provided in the positioning groove. The second magnetic suction member can drive the first magnetic suction member to rotate and engage with the positioning groove.

[0010] According to some embodiments of the present invention, the bearing mechanism further includes a lifting device, which is disposed on the frame and is connected to the bearing platform in a transmission manner. The lifting device can drive the bearing platform to move up and down.

[0011] According to some embodiments of the present invention, the bearing platform includes a base, a first platform frame and a second platform frame. The first platform frame and the second platform frame are disposed opposite to each other on the top of the base, and the first platform frame and the second platform frame can be slidably connected along the X-axis direction. The first driving device is drivenly connected to the first platform frame and / or the second platform frame.

[0012] According to some embodiments of the present invention, the conveying assembly includes a second driving device and a conveying wheel assembly. The carrying platform includes a base, a first platform frame, and a second platform frame. The first platform frame and the second platform frame are disposed opposite to each other on the top of the base, and the first platform frame and the second platform frame are slidably connected along the X-axis. The first driving device is drivenly connected to the first platform frame and / or the second platform frame. The second driving device and the conveying wheel assembly are both disposed on the base. The conveying wheel assembly is drivenly connected to the second driving device. The second driving device can drive the conveying wheel assembly to rotate. The first platform frame and the second platform frame are both provided with a clearance structure for avoiding the conveying wheel assembly.

[0013] According to some embodiments of the present invention, the first positioning mechanism further includes a third driving device. The limiting member is rotatably disposed on the bearing platform, and the limiting member is connected to the third driving device in a transmission manner. The third driving device can drive the limiting member to rotate to a first position and a second position. In the first position, the limiting member can rotate and retract into the bearing platform to avoid the aircraft. In the second position, the limiting member can rotate to protrude from the bearing platform so that the limiting member can abut against the aircraft.

[0014] The vehicle according to a second aspect of the present invention includes a vehicle employing the above-described aircraft deployment and positioning device.

[0015] The vehicle according to the embodiments of the present utility model has at least the following beneficial effects: by adopting the above-mentioned aircraft deployment and positioning device, the vehicle can improve the receiving and positioning efficiency when receiving the aircraft, and can accurately position it, thereby improving the coupling efficiency.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention in its folded state;

[0019] Figure 2 for Figure 1 A schematic diagram of the structure for positioning the aircraft support components in the embodiment;

[0020] Figure 3 for Figure 2 Top view of the embodiment;

[0021] Figure 4 This is a schematic diagram of the bottom structure in some embodiments of the platform;

[0022] Figure 5 This is a schematic diagram of the structure of an embodiment of the present invention in its unfolded state;

[0023] Figure 6 for Figure 5 Top view of the embodiment;

[0024] Figure 7 for Figure 3 Sectional view at CC;

[0025] Figure 8 for Figure 3 Sectional view at point BB;

[0026] Figure 9 for Figure 3 Sectional view at point AA;

[0027] Figure 10 for Figure 8 A magnified view of a section at point A in the middle;

[0028] Figure 11 This is a schematic diagram of the sensor structure.

[0029] Figure label:

[0030] 100 racks;

[0031] The components include a support platform 210, a base 211, a support part 2111, a first platform frame 212, a first support part 2121, a second platform frame 213, a second support part 2131, a spacer slot 214, a clearance hole 215, a first drive device 220, and a lifting device 230.

[0032] First positioning mechanism 300, limiting component 310, third driving device 320;

[0033] The system includes a second positioning mechanism 400, a conveying assembly 410, a second driving device 411, a conveying wheel assembly 412, a sensor 420, a bracket 421, a proximity switch 422, an elastic element 423, a transmission element 424, a guide part 4241, a locking structure 430, and a first magnetic suction element 431.

[0034] Aircraft support component 500, support crossbar 510, positioning groove 520, second magnetic suction component 530. Detailed Implementation

[0035] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0036] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0038] Reference Figures 1 to 11According to a first aspect of the present invention, an aircraft deployment and positioning device includes a frame 100, a support mechanism, and a first positioning mechanism 300. The support mechanism is disposed on the frame 100 and includes a support platform 210 and a first drive device 220. The support platform 210 is connected to the first drive device 220 in a transmission manner. The first drive device 220 can drive the support platform 210 to switch between an extended state and a retracted state. The first positioning mechanism 300 includes a limiting member 310 disposed on the support platform 210. In the extended state, the support platform 210 can expand the support area for the aircraft to land. When the first drive device 220 drives the support platform 210 to switch to the retracted state, the limiting member 310 can abut against the aircraft and drive the aircraft to be positioned. When the carrier platform 210 is deployed, it can expand the carrying area, making it easier for the aircraft to land. After the aircraft lands, its position may be off. The carrier platform 210 is driven to switch to the retracted state by the first drive device 220. During the retraction process, the aircraft can be positioned and adjusted by the limiting member 310. The positioning efficiency is high, and the aircraft does not need to be precisely positioned before landing on the carrier platform 210, which can improve the receiving positioning efficiency.

[0039] Specifically, the frame 100 is used to support the carrier mechanism. The frame 100 can be mounted on a vehicle or other walking mechanism, or it can be set independently. The carrier mechanism can support an aircraft, which can have a crew cabin. The aircraft can take off and land on the carrier platform 210. The specific structure of the aircraft is not described here. The carrier platform 210 has an extendable and retractable structure and is driven by a first drive device 220. It can be understood that the carrier platform 210 can have a sliding platform structure. The first drive device 220 can drive the sliding platform structure to slide outward or inward. It is conceivable that the carrier platform 210 can be set in a square shape, and opposite platform structures can be set in the length and width directions, so that the carrier platform 210 can slide and extend or retract along the length and width directions. The limiting member 310 can be set at the position near the outer edge of the carrier platform 210. The structure and number of the limiting member 310 are not limited here. In actual use, the carrier platform 210 When the aircraft needs to be received, it will switch from the retracted state to the deployed state. At this time, the carrying platform 210 can expand its carrying area, and the aircraft can have a larger parking area to facilitate landing. The aircraft support 500 only needs to land within the carrying platform 210 and within the limiting member 310, without the need for precise positioning. After the aircraft lands, the carrying platform 210 can switch to the retracted state, and the carrying platform 210 retracts inward. The limiting member 310 retracts at the same time. It can be imagined that when the retracted state is completed, the limiting member 310 is exactly abutting against the outer part of the aircraft support 500. Therefore, during the retraction process, the limiting member 310 can abut against the aircraft support 500 and gradually drive the aircraft support 500 to correct its position relative to the carrying platform 210. Finally, after the retraction is completed, the positioning can be completed at the same time. Through the above structure, it is not only convenient for the aircraft to land, but also for the aircraft to be quickly positioned. The retraction and deployment process is rapid, which enables the aircraft to quickly couple with vehicles on the ground to realize more application scenarios.

[0040] Reference Figure 2In some embodiments of this utility model, a second positioning mechanism 400 is also included. The second positioning mechanism 400 is disposed on the support platform 210. The first driving device 220 can drive the support platform 210 to extend to an unfolded state along the X-axis direction and to retract to a retracted state along the X-axis direction. The limiting member 310 can drive the aircraft to be positioned in the X-axis direction, and the second positioning mechanism 400 can drive the aircraft to be positioned in the Y-axis direction. Specifically, a second positioning mechanism 400 can also be provided, which is used for positioning in the Y-axis direction, while the first positioning mechanism 300 is used for positioning in the X-axis direction. The support platform 210 can be configured to extend and retract along the X-axis direction, thereby simplifying the structure. After the structure is simplified, the support platform 210 can quickly extend and retract, and the simplified structure facilitates maintenance and reduces the failure rate. Two or more limiting members 310 can be provided and arranged opposite to each other along the X-axis direction. In actual use, the support platform 210 can extend to the unfolded state along the X-axis. Then, when the aircraft lands, the support platform 210 first retracts. The limiting member 310 first positions the aircraft support member 500 in the X-axis direction. After reaching the retracted state, the aircraft support member 500 can be aligned and positioned in the X-axis direction. The specific structure of the second positioning mechanism 400 is not limited here. The second positioning mechanism 400 can drive the aircraft to move along the Y-axis on the support platform 210 and move to the predetermined position for positioning, ultimately achieving planar positioning of the aircraft on the support platform 210.

[0041] Reference Figures 2 to 3 , Figures 7 to 8In some embodiments of this utility model, the second positioning mechanism 400 includes a conveying assembly 410, a positioning sensor assembly 420, and a locking structure 430. The conveying assembly 410 can drive the aircraft to move along the Y-axis direction. The positioning sensor assembly 420 includes at least two sensors 420. The carrying platform 210 is provided with sensors 420 on both sides of the aircraft in the Y-axis direction. The sensors 420 can sense the aircraft and can be linked with the conveying assembly 410. When the conveying assembly 410 conveys the aircraft to a predetermined position in the Y-axis direction, the locking structure 430 can be connected to the aircraft. Specifically, the conveying assembly 410 can be configured as a conveyor roller, conveyor belt, or conveyor wheel, etc. The specific structure is not limited here, as long as it can drive the aircraft to move. Understandably, after the support platform 210 retracts along the X-axis, the aircraft's support component can be positioned on the conveying assembly 410. The aircraft support component 500 can be configured with a long, narrow support crossbar 510 at the bottom, and two support crossbars 510 can be provided. The two support crossbars 510 are connected by a connecting frame. When the support platform 210 retracts and is positioned, the support crossbars 510 of the aircraft support component 500 can be aligned so that their extension direction is parallel to the Y-axis, and the support crossbars 510 of the aircraft support component 500 can be positioned on the conveying assembly 410. Two or four sensors 420 can be provided, one at one end of the conveying assembly 410 and another at the other end, so that the sensors 420 can be located on both sides of the aircraft in the Y-axis direction. Before Y-axis positioning, the aircraft may be at any position in the Y-axis direction. The two sensors 420 can determine the approximate position of the aircraft and can coordinate the operation of the conveying assembly 410. For example, if one sensor 420 detects the aircraft, the conveying assembly 410 can be controlled to move the aircraft towards the other sensor 420 until it reaches the locking structure 430 and connects with the aircraft support 500, thus completing the positioning. Alternatively, if neither sensor 420 detects the aircraft, the aircraft is located near the center. The conveying assembly 410 can drive the aircraft in either direction. If the locking structure 430 connects to the aircraft, positioning is complete. If the locking structure 430 does not connect, the sensor 420 at the moving end detects the aircraft, and the conveying assembly 410 can be controlled to reverse the direction of movement. The locking structure 430 can automatically connect, enabling positioning of the aircraft in the Y-axis direction. It should be noted that the spacing between the sensors 420 is greater than that of the aircraft, so both sensors 420 will not detect the aircraft simultaneously. With the above structure, the specific position of the aircraft can be determined with a simple structure, and the aircraft's position can be accurately adjusted and positioned.

[0042] Reference Figure 7 and Figure 11In some embodiments of this utility model, the sensor 420 includes a bracket 421, a proximity switch 422, an elastic element 423, and a transmission element 424. The bracket 421 is mounted on the support platform 210, the proximity switch 422 is mounted on the bracket 421, the elastic element 423 is mounted on the bracket 421 and located above the proximity switch 422, the top of the elastic element 423 is provided with the transmission element 424, and the top of the transmission element 424 is provided with a guide portion 4241. When the aircraft comes into contact with the guide portion 4241, it can drive the elastic element 423 to deform toward the proximity switch 422 and make the proximity switch 422 sense it. Specifically, the elastic element 423 can be configured as a flexible metal sheet, the proximity switch 422 can be vertically positioned with the sensing part located at the top, the metal sheet can be horizontally positioned with one end connected to the bracket 421 and the other end extending above the sensing part of the proximity switch 422, and a transmission element 424 is provided at the top of the metal sheet. The guide part 4241 of the transmission element 424 can be configured as a "mushroom head" shape, that is, with a guide cone surface. When the aircraft support 500 contacts the guide part 4241, it will not jam the aircraft support 500, and it can transmit the elastic element 423 downward to cooperate with the proximity switch 422 for sensing, thereby accurately sensing the position of the aircraft. The transmission element 424 and the elastic element 423 can cover and protect the proximity switch 422, thereby reducing the occurrence of false sensing, and can also accurately transmit and sense with the aircraft support 500.

[0043] Reference Figure 8 and Figure 10 In some embodiments of this utility model, the locking structure 430 includes a first magnetic attractor 431, which is rotatably mounted on the support platform 210. A positioning groove 520 is provided at the bottom of the aircraft, and a second magnetic attractor 530 is disposed within the positioning groove 520. The second magnetic attractor 530 can drive the first magnetic attractor 431 to rotate and engage with the positioning groove 520. When the aircraft moves into position, the first magnetic attractor 431 and the second magnetic attractor 530 can automatically magnetically attract each other, and the second magnetic attractor 530 can rotate and engage with the positioning groove 520, thereby achieving accurate positioning. It is understood that when the first magnetic attractor 431 and the second magnetic attractor 530 are connected, the conveying assembly 410 can be controlled to stop conveying.

[0044] Specifically, multiple sets of the first magnetic chuck 431, the positioning groove 520, and the second magnetic chuck 530 can be provided, and at least one set is provided on each support crossbar 510 of the aircraft support member 500. The first magnetic chuck 431 can be pivotally connected to the bearing platform 210. It should be noted that the rotation axis of the first magnetic chuck 431 can be offset, that is, a locking part for locking can be provided on one side of the rotation axis. The locking part can be set to be longer, while the other side of the rotation axis can be set to be shorter. When not in position, the locking part rotates downward under the action of gravity. When the second magnetic chuck 530 passes by, the locking part can flip upward and lock into the positioning groove 520, thereby enabling automatic and accurate positioning.

[0045] Reference Figures 1 to 8 In some embodiments of this utility model, the supporting mechanism further includes a lifting device 230, which is disposed on the frame 100 and is connected to the supporting platform 210 in a transmission manner. The lifting device 230 can drive the supporting platform 210 to move up and down. Specifically, the lifting device 230 can drive the supporting platform 210 to move up and down. Before the aircraft takes off, the lifting device 230 drives the supporting platform 210 to descend so that the aircraft can be lowered into the vehicle body. When the aircraft needs to take off, the lifting device 230 raises the supporting platform 210, and then the aircraft can take off. After the aircraft takes off, the lifting device 230 can lower the supporting platform 210 into the vehicle body. When the aircraft lands, the supporting platform 210 is raised again. Moreover, after the lifting device 230 raises the supporting platform 210, it also facilitates the extension of the supporting platform 210 so that the supporting platform 210 does not interfere with other components.

[0046] It is conceivable that the lifting device 230 can be configured as a hydraulically driven lifting structure, and the lifting device 230 can be configured as an X-shaped lifting bracket 421, which is hydraulically driven to open and close to achieve lifting.

[0047] Reference Figures 4 to 6 In some embodiments of this utility model, the supporting platform 210 includes a base 211, a first platform frame 212, and a second platform frame 213. The first platform frame 212 and the second platform frame 213 are disposed opposite each other on the top of the base 211, and the first platform frame 212 and the second platform frame 213 are slidably connected along the X-axis. The first driving device 220 is drively connected to the first platform frame 212 and / or the second platform frame 213. Specifically, the first platform frame 212 and the second platform frame 213 are disposed opposite each other along the X-axis, and the first platform frame 212 and the second platform frame 213 can be connected by a slide rail. The slide rail can be disposed on the base 211 so that the first platform frame 212 and the second platform frame 213 can move closer to each other and slide away from each other to achieve extension and retraction.

[0048] It is conceivable that the first drive device 220 can be configured as an electric or hydraulic push rod. The first drive device 220 can be fixed on the base 211, and its output end can be connected to the first platform frame 212 and the second platform frame 213 respectively, thereby driving the first platform frame 212 and the second platform frame 213 to slide. Alternatively, the first drive device 220 can be disposed on the first platform frame 212 or the second platform frame 213, and its output end can be on the platform frame respectively.

[0049] It should be noted that the first platform frame 212 may be provided with multiple first support parts 2121 extending along the X-axis direction, and the support parts may be spaced apart. Similarly, the second platform frame 213 is also provided with multiple second support parts 2131 extending along the X-axis direction, and the first support parts 2121 and the second support parts 2131 may be staggered, so that the first support parts 2121 can be inserted between two second support parts 2131, and the second support parts 2131 can be inserted between two first support parts 2121. Therefore, in the unfolded state, the multiple spaced first support parts 2121 and second support parts 2131 can fully support the aircraft. When folded, the first support parts 2121 and the second support parts 2131 can be inserted into each other and folded together, occupying less space.

[0050] Reference Figures 5 to 7In some embodiments of this utility model, the conveying assembly 410 includes a second driving device 411 and a conveying wheel assembly 412. The carrying platform 210 includes a base 211, a first platform frame 212 and a second platform frame 213. The first platform frame 212 and the second platform frame 213 are disposed opposite to each other on the top of the base 211, and the first platform frame 212 and the second platform frame 213 can be slidably connected along the X-axis direction. The first driving device 220 is drivenly connected to the first platform frame 212 and / or the second platform frame 213. The second driving device 411 and the conveying wheel assembly 412 are both disposed on the base 211. The conveying wheel assembly 412 is drivenly connected to the second driving device 411. The second driving device 411 can drive the conveying wheel assembly 412 to rotate. The first platform frame 212 and the second platform frame 213 are both provided with a avoidance structure for avoiding the conveying wheel assembly 412. Specifically, the conveyor wheel assembly 412 can be configured as multiple conveyor wheels, with each conveyor wheel spaced apart along the Y-axis. The second drive device 411 can be configured with a drive motor and a transmission chain, with the transmission chain connecting each conveyor wheel. The conveyor wheels can be configured in two rows to match the two support crossbars 510 of the aircraft support member 500. The conveyor wheels and the aircraft support member 500 are driven by friction. Once the aircraft is connected and positioned via the locking structure 430, the continued rotation of the conveyor wheel will not affect the aircraft's position. The second drive unit 411 and the conveying assembly 410 are both mounted on the base 211. Spacing grooves 214 can exist between the multiple first support parts 2121 or multiple second support parts 2131. These spacing grooves 214 can be designed as clearance structures, allowing the conveyor wheel to reside within them, thus not affecting the deployment and retraction of the first platform frame 212 and the second platform frame 213. It is conceivable that a support part 2111 can be provided on the base 211, located within the spacing grooves 214 and extending along the X-axis. Conveyor wheels can be located at both ends of the support part 2111. By providing the support part 2111, the support surface of the support platform 210 can be further increased in the deployed state, both avoiding the conveyor wheel structure and expanding the support area.

[0051] Reference Figure 9In some embodiments of this utility model, the first positioning mechanism 300 further includes a third driving device 320. A limiting member 310 is rotatably disposed on the support platform 210, and the limiting member 310 is connected to the third driving device 320 via a transmission connection. The third driving device 320 can drive the limiting member 310 to rotate to a first position and a second position. In the first position, the limiting member 310 can rotate and retract into the support platform 210 to avoid the aircraft. In the second position, the limiting member 310 can rotate to protrude from the support platform 210, allowing the limiting member 310 to abut against the aircraft. Specifically, the third driving device 320 can be configured as a driving rod, with the limiting member 310 pivotally connected to the support platform 210 and one end pivotally connected to the driving rod. The driving rod can drive the limiting member 310 to flip.

[0052] It is conceivable that the carrying platform 210 is provided with a clearance hole 215, and the limiting member 310 is located in the clearance hole 215 and flips up. When it flips up and stands upright, the limiting member 310 is in the second position. At this time, the limiting member 310 can drive the aircraft to position itself. When it flips down into the clearance hole 215, the limiting member 310 is in the first position, which can facilitate the landing and take-off of the aircraft.

[0053] Reference Figures 1 to 11 According to a second aspect embodiment of the present invention, a vehicle includes a vehicle employing the aforementioned aircraft deployment and positioning device. By employing the aforementioned aircraft deployment and positioning device, the vehicle can improve its receiving and positioning efficiency when receiving an aircraft, achieve precise positioning, and improve coupling efficiency.

[0054] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0055] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An aircraft deployment and positioning device, characterized in that, include: Rack (100); A support mechanism is provided on the frame (100). The support mechanism includes a support platform (210) and a first drive device (220). The support platform (210) is connected to the first drive device (220) in a transmission manner. The first drive device (220) can drive the support platform (210) to switch between an unfolded state and a retracted state. The first positioning mechanism (300) includes a limiting member (310), which is disposed on the bearing platform (210); In the unfolded state, the carrying platform (210) can expand the carrying area for the aircraft to land. When the first driving device (220) drives the carrying platform (210) to switch to the retracted state, the limiting member (310) can abut against the aircraft and drive the aircraft to position itself.

2. The aircraft deployment and positioning device according to claim 1, characterized in that, It also includes a second positioning mechanism (400), which is disposed on the support platform (210). The first driving device (220) can drive the support platform (210) to extend to an unfolded state along the X-axis direction and can drive the support platform (210) to retract to a retracted state along the X-axis direction. The limiting member (310) can drive the aircraft to be positioned in the X-axis direction, and the second positioning mechanism (400) can drive the aircraft to be positioned in the Y-axis direction.

3. The aircraft deployment and positioning device according to claim 2, characterized in that, The second positioning mechanism (400) includes a conveying assembly (410), a positioning sensor (420) assembly, and a locking structure (430). The conveying assembly (410) can drive the aircraft to move along the Y-axis. The positioning sensor (420) assembly includes at least two sensors (420). The carrier platform (210) is provided with the sensors (420) on both sides of the aircraft in the Y-axis direction. The sensors (420) can sense the aircraft and can be linked with the conveying assembly (410). When the conveying assembly (410) conveys the aircraft to a predetermined position in the Y-axis direction, the locking structure (430) can be connected to the aircraft.

4. The aircraft deployment and positioning device according to claim 3, characterized in that, The sensor (420) includes a bracket (421), a proximity switch (422), an elastic element (423), and a transmission element (424). The bracket (421) is mounted on the support platform (210), the proximity switch (422) is mounted on the bracket (421), the elastic element (423) is mounted on the bracket (421) and located above the proximity switch (422), the top of the elastic element (423) is provided with the transmission element (424), and the top of the transmission element (424) is provided with a guide portion (4241). When the aircraft comes into contact with the guide portion (4241), it can drive the elastic element (423) to deform toward the proximity switch (422) and make the proximity switch (422) sense it.

5. The aircraft deployment and positioning device according to claim 3, characterized in that, The locking structure (430) includes a first magnetic suction member (431), which is rotatably disposed on the support platform (210). The bottom of the aircraft is provided with a positioning groove (520), and a second magnetic suction member (530) is provided in the positioning groove (520). The second magnetic suction member (530) can drive the first magnetic suction member (431) to rotate and engage with the positioning groove (520).

6. The aircraft deployment and positioning device according to claim 1, characterized in that, The bearing mechanism also includes a lifting device (230), which is located on the frame (100) and is connected to the bearing platform (210) in a transmission manner. The lifting device (230) can drive the bearing platform (210) to move up and down.

7. The aircraft deployment and positioning device according to claim 2, characterized in that, The support platform (210) includes a base (211), a first platform frame (212) and a second platform frame (213). The first platform frame (212) and the second platform frame (213) are disposed opposite to each other on the top of the base (211), and the first platform frame (212) and the second platform frame (213) can be slidably connected along the X-axis direction. The first drive device (220) is drivenly connected to the first platform frame (212) and / or the second platform frame (213).

8. The aircraft deployment and positioning device according to claim 3, characterized in that, The conveying assembly (410) includes a second driving device (411) and a conveying wheel assembly (412). The carrying platform (210) includes a base (211), a first platform frame (212), and a second platform frame (213). The first platform frame (212) and the second platform frame (213) are disposed opposite to each other on the top of the base (211), and the first platform frame (212) and the second platform frame (213) are slidably connected along the X-axis. The first driving device (220) and the first platform... The platform (212) and / or the second platform frame (213) are connected by a drive mechanism. The second drive device (411) and the conveyor wheel assembly (412) are both located on the base (211). The conveyor wheel assembly (412) is connected by a drive mechanism to the second drive device (411). The second drive device (411) can drive the conveyor wheel assembly (412) to rotate. The first platform frame (212) and the second platform frame (213) are both provided with a clearance structure for avoiding the conveyor wheel assembly (412).

9. The aircraft deployment and positioning device according to claim 1, characterized in that, The first positioning mechanism (300) further includes a third driving device (320). The limiting member (310) is rotatably disposed on the support platform (210), and the limiting member (310) is connected to the third driving device (320) in a transmission manner. The third driving device (320) can drive the limiting member (310) to rotate to a first position and a second position. In the first position, the limiting member (310) can rotate and retract into the support platform (210) to avoid the aircraft. In the second position, the limiting member (310) can rotate to protrude from the support platform (210) so that the limiting member (310) can abut against the aircraft.

10. A vehicle, characterized in that, The aircraft deployment and positioning device includes any one of claims 1-9.

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