Aircraft locking device and vehicle

Abstract

The utility model discloses an aircraft locking device and a vehicle, including rack, lifting device, bearing platform, locking mechanism and linkage mechanism, lifting device is provided on rack, bearing platform is used for bearing aircraft, bearing platform is connected with lifting device, lifting device can drive bearing platform to lift, locking mechanism is provided on rack, and linkage mechanism is provided on rack. The locking mechanism is used for locking the aircraft and the bearing platform, the linkage mechanism can be in transmission connection with the bearing platform and the locking mechanism, when the lifting device drives the bearing platform to descend to a first position, the linkage mechanism can drive the locking mechanism to lock the aircraft on the bearing platform, and when the lifting device drives the bearing platform to ascend to a second position, the linkage mechanism can drive the locking mechanism to lock the aircraft on the bearing platform. The linkage mechanism can drive the locking mechanism to unlock the aircraft. The lifting device not only can drive the bearing platform to rise, but also can drive the locking mechanism to unlock through the linkage mechanism, the structure can be simplified, the manufacturing cost can be saved, locking and unlocking of the aircraft can be synchronously completed, and the operation efficiency is improved.

Description

Technical Field

[0001] This utility model relates to the field of flying car technology, and in particular to an aircraft locking 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. After landing on the platform, the aircraft needs to be locked. Current technology requires a separate drive unit to operate the locking mechanism, resulting in a complex structure and high manufacturing costs. 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 locking device that solves the problems of complex locking structures and high manufacturing costs.

[0004] According to a first aspect of the present invention, an aircraft locking device includes: a frame, a lifting device, a support platform, a locking mechanism, and a linkage mechanism. The lifting device is disposed on the frame, the support platform is used to support the aircraft, the support platform is connected to the lifting device, and the lifting device can drive the support platform to rise and fall. The locking mechanism is disposed on the frame and is used to lock the aircraft to the support platform. The linkage mechanism is drively connected to the support platform and the locking mechanism. When the lifting device drives the support platform to descend to a first position, the linkage mechanism can drive the locking mechanism to lock the aircraft to the support platform. When the lifting device drives the support platform to rise to a second position, the linkage mechanism can drive the locking mechanism to unlock the aircraft.

[0005] The aircraft locking device according to the embodiments of this utility model has at least the following beneficial effects: the carrier platform is driven to rise and fall by the lifting device. After the carrier platform is raised, it can be used for aircraft take-off or landing. At this time, the lifting device can drive the carrier platform to rise and can also drive the locking mechanism to unlock through the linkage mechanism. When the aircraft lands on the carrier platform, the lifting device drives the carrier platform to fall and retract. At the same time, the linkage mechanism can drive the locking mechanism to lock the aircraft. Therefore, there is no need to set up an additional power to drive the locking mechanism to work, which can simplify the structure and save manufacturing costs. Furthermore, when the carrier platform is raised and lowered, the locking and unlocking of the aircraft can be completed simultaneously, which can also improve the operating efficiency.

[0006] According to some embodiments of the present invention, the locking mechanism includes a support and a locking member. The support is disposed on the frame, and the locking member is rotatably connected to the support. The linkage mechanism can drive the locking member to rotate to a locked state and an unlocked state. The aircraft is provided with a support member. In the locked state, the locking member can rotate to press the support member against the bearing platform. In the unlocked state, the locking member can rotate to avoid the support member.

[0007] According to some embodiments of the present invention, the linkage mechanism includes a linkage link, one end of which is pivotally connected to the frame and the other end of which is pivotally connected to the locking member. The linkage link also has a transmission part located below the locking member, and the bearing platform can be driven to rotate through the transmission part.

[0008] According to some embodiments of the present invention, the linkage mechanism further includes an elastic element, the transmission part can abut against the bottom of the bearing platform, the elastic element is disposed on the support and the linkage rod, and the elastic element can drive the locking element to rotate to the unlocked state through the linkage rod.

[0009] According to some embodiments of the present invention, the locking member includes a connecting part, a swing rod part, a limiting part and a pressing part arranged in sequence. The connecting part has a first pivot part and a second pivot part arranged at intervals. The first pivot part is pivotally connected to the support, and the second pivot part is pivotally connected to the linkage mechanism. In the locked state, the limiting part can abut against the side of the support member for limiting, and the pressing part can abut against the top of the support member.

[0010] According to some embodiments of the present invention, the linkage includes a first link and a second link. One end of the first link is pivotally connected to the support, and the other end of the first link is provided with the transmission part. One end of the second link is pivotally connected between the transmission part and the pivotal end of the first link and the support, and the other end of the second link is pivotally connected to the locking member.

[0011] According to some embodiments of the present invention, the frame has a receiving groove, the lifting device is disposed in the receiving groove, and the locking mechanism is disposed on the side of the receiving groove.

[0012] According to some embodiments of the present invention, the carrier platform is provided with a positioning mechanism, the aircraft is provided with a support member, and the positioning mechanism is able to position the support member close to the side of the carrier platform.

[0013] According to some embodiments of the present invention, the locking mechanism is provided in at least two sets, one set located on one side of the bearing platform and the other set located on the other side of the bearing platform, and the two sets of locking mechanisms are arranged alternately.

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

[0015] The vehicle according to the present invention has at least the following beneficial effects: by setting the above-mentioned aircraft locking device on the vehicle, the locking structure of the aircraft can be simplified, the production cost can be reduced, and the efficiency of aircraft take-off and landing can also be improved.

[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 unlocked state of the locking mechanism of this utility model.

[0019] Figure 2 This is a schematic diagram of the structure of an embodiment of the locking mechanism of this utility model in the locked state;

[0020] Figure 3 for Figure 1 Cross-sectional view of the embodiment;

[0021] Figure 4 for Figure 2 Cross-sectional view of the embodiment;

[0022] Figure 5 This is a schematic diagram of the frame, locking mechanism and linkage mechanism in some embodiments;

[0023] Figure 6 This is a schematic diagram of the locking mechanism and linkage mechanism in some embodiments.

[0024] Figure label:

[0025] Frame 100, receiving slot 110;

[0026] Lifting device 200;

[0027] Platform 300, positioning mechanism 310;

[0028] Locking mechanism 400, support 410, limiting member 411, locking member 420, connecting part 421, first pivot part 4211, second pivot part 4212, swing rod part 422, limiting part 423, pressing part 424;

[0029] Linkage mechanism 500, linkage link 510, transmission part 511, first link 512, second link 513, elastic element 520;

[0030] Support component 600, support crossbar 610. Detailed Implementation

[0031] 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.

[0032] 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.

[0033] 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.

[0034] Reference Figures 1 to 6According to a first aspect of the present invention, an aircraft locking device includes a frame 100, a lifting device 200, a support platform 300, a locking mechanism 400, and a linkage mechanism 500. The lifting device 200 is disposed on the frame 100, the support platform 300 is used to support the aircraft, the support platform 300 is connected to the lifting device 200, and the lifting device 200 can drive the support platform 300 to rise and fall. The locking mechanism 400 is disposed on the frame 100 and is used to lock the aircraft to the support platform 300. The linkage mechanism 500 can be driven to connect with the support platform 300 and the locking mechanism 400. When the lifting device 200 drives the support platform 300 to descend to a first position, the linkage mechanism 500 can drive the locking mechanism 400 to lock the aircraft to the support platform 300. When the lifting device 200 drives the support platform 300 to rise to a second position, the linkage mechanism 500 can drive the locking mechanism 400 to unlock the aircraft. The carrying platform 300 is driven to rise and fall by the lifting device 200. After the carrying platform 300 is raised, it can be used for aircraft take-off or landing. At this time, the lifting device 200 can drive the carrying platform 300 to rise and can also drive the locking mechanism 400 to unlock through the linkage mechanism 500. When the aircraft lands on the carrying platform 300, the lifting device 200 drives the carrying platform 300 to fall and retract. At the same time, the linkage mechanism 500 can drive the locking mechanism 400 to lock the aircraft. Therefore, there is no need to set up an additional power to drive the locking mechanism 400 to work, which simplifies the structure and saves manufacturing costs. Furthermore, the locking and unlocking of the aircraft can be completed simultaneously when the carrying platform 300 is raised and lowered, which can also improve the operating efficiency.

[0035] Specifically, the frame 100 supports the carrier platform 300 and the lifting device 200. The frame 100 can be mounted on a vehicle or other traveling mechanism, or it can be set up independently. The carrier platform 300 can support the aircraft, which may have a crew cabin. The aircraft can take off and land on the carrier platform 300. The specific structure of the aircraft is not described here. The lifting device 200 can drive the carrier platform 300 to lift and lower, facilitating the deployment and retraction of the aircraft. The lifting device 200 can be hydraulically or electrically driven, and the specific lifting structure is not limited here. It is understood that when the aircraft lands and retracts on the carrier platform 300, it needs to be locked to prevent the aircraft from moving relative to the carrier platform 300 while the vehicle is in motion, which could lead to collision damage. The locking mechanism 400 can be mounted on the frame 100. The locking mechanism 400 can lock the aircraft to the support platform 300, thereby fixing the aircraft to the support platform 300 and preventing relative movement between the aircraft and the support platform 300. The specific structure of the locking mechanism 400 is not limited here. The linkage mechanism 500 can be located between the support platform 300 and the locking mechanism 400. When the lifting device 200 drives the support platform 300 to move up and down, the support platform 300 can drive the locking mechanism 400 to operate through the linkage mechanism 500. Thus, the lifting device 200 can simultaneously drive the lifting of the support platform 300 and the operation of the locking mechanism 400. The specific structure of the linkage mechanism 500 is not limited here. Through the above structure, the structure of the locking mechanism 400 can be simplified, the number of driving components can be reduced, and the manufacturing cost can be reduced.

[0036] Reference Figures 3 to 4 In some embodiments of this utility model, the locking mechanism 400 includes a support 410 and a locking member 420. The support 410 is disposed on the frame 100, and the locking member 420 is rotatably connected to the support 410. The linkage mechanism 500 can drive the locking member 420 to rotate to a locked state and an unlocked state. The aircraft is provided with a support member 600. In the locked state, the locking member 420 can rotate to press the support member 600 against the bearing platform 300. In the unlocked state, the locking member 420 can rotate to avoid the support member 600. The locking member 420 locks and unlocks the support member 600 of the aircraft by rotation. The structure is relatively simple and easy to transmit.

[0037] Specifically, the bottom of the aircraft's support member 600 can be configured as a laterally extending support portion, which can fully support the carrier platform 300. The locking member 420 can rotate in the direction towards the carrier platform 300, and rotate until it presses the support member 600 tightly against the carrier platform 300, thereby locking the support member 600 to the carrier platform 300. When unlocking, the locking member 420 can rotate in the direction away from the carrier platform 300, thereby avoiding the support member 600, so that the locking member 420 will not interfere with the support member 600 when the aircraft takes off. It can be understood that the linkage mechanism 500 can convert the lifting and lowering motion of the carrier platform 300 into the motion that drives the locking member 420 to rotate. The specific structure of the linkage mechanism 500 is not limited here. Through the linkage mechanism 500, the rotational locking of the locking member 420 can be achieved solely through a mechanical structure, without the need for an additional power source, and the locking method of the locking member 420 is relatively efficient, without the need for precise coordination with the support member 600.

[0038] Reference Figures 3 to 6 In some embodiments of this utility model, the linkage mechanism 500 includes a linkage link 510, one end of which is pivotally connected to the frame 100 and the other end is pivotally connected to the locking member 420. The linkage link 510 also has a transmission part 511, which is located below the locking member 420, and the bearing platform 300 can cooperate with the transmission part 511 to drive the locking member 420 to rotate through the linkage link 510.

[0039] With the above structure, the linkage 510 can swing relative to the frame 100 and transmit power to the locking member 420 to drive the locking member 420 to rotate. Since the support member 600 needs to be pressed and locked by the locking member 420, the locking member 420 needs to be above the support platform 300 in the locked state. Therefore, it is more reasonable to place the transmission part 511 below the locking member 420. This facilitates transmission with the support platform 300. Moreover, the linkage 510 in this embodiment can both avoid the lifting and lowering movement of the support platform 300 and transmit the lifting and lowering movement to the locking member 420, converting it into rotational movement, thereby achieving linkage control of lifting and locking. The structure is quite ingenious.

[0040] Reference Figures 3 to 6In some embodiments of this utility model, the linkage mechanism 500 further includes an elastic element 520, the transmission part 511 can abut against the bottom of the support platform 300, the elastic element 520 is provided on the support 410 and the linkage rod 510, and the elastic element 520 can drive the locking element 420 to rotate to the unlocked state through the linkage rod 510. Specifically, the transmission part 511 can abut against the bottom of the support platform 300 for transmission, so that there is no need for an additional connection between the transmission part 511 and the support platform 300, which simplifies the transmission structure. The elastic member 520 can be set as a spring or tension spring. The elastic member 520 can drive the transmission part 511 to move approximately towards the support platform 300, so as to maintain abutment against the bottom of the support platform 300. When the support platform 300 rises, the transmission part 511 can move upwards, thereby driving the locking member 420 to flip upwards to unlock. When the support platform 300 falls, the transmission part 511 can move downwards to compress the elastic member 520, thereby driving the locking member 420 to flip downwards to lock.

[0041] Reference Figure 6 In some embodiments of this utility model, the locking member 420 includes a connecting part 421, a swing rod part 422, a limiting part 423 and a pressing part 424 arranged sequentially. The connecting part 421 has a first pivot part 4211 and a second pivot part 4212 arranged at intervals. The first pivot part 4211 is pivotally connected to the support 410, and the second pivot part 4212 is pivotally connected to the linkage mechanism 500. In the locked state, the limiting part 423 can abut against the side of the support member 600 for limiting, and the pressing part 424 can abut against the top of the support member 600. Specifically, the first pivot portion 4211 of the locking member 420 rotates around the support 410, while the second pivot portion 4212 is pivotally connected to the linkage mechanism 500. The linkage mechanism 500 can be driven through the second pivot portion 4212 to drive the locking member 420 to rotate around the first pivot portion 4211. It is conceivable that the connecting portion 421 can be configured as a triangle, with the first pivot portion 4211, the second pivot portion 4212, and the swing arm portion 422 sequentially located at the three corners. Furthermore, the connecting portion 421 can be provided with a clearance groove to allow the linkage mechanism 500 to pass. The swing arm portion 422 can extend to the support member 60. At point 0, it should be noted that the aircraft support member 600 can be configured with a long strip-shaped support crossbar 610 at the bottom, and two support crossbars 610 can be provided. The two support crossbars 610 are connected by a connecting frame. Therefore, in the locked state, the swing arm part 422 extends to the side of the support member 600, while the limiting part 423 extends upward. The pressing part 424 continues to extend laterally at the upper end of the limiting part 423. The limiting part 423 can abut and support the side of the support member 600, while the pressing part 424 abuts and locks the top of the support member 600, which can improve the locking effect.

[0042] It is conceivable that at least two sets of locking mechanisms 400 are provided, one set located on one side of the support platform 300 and the other set located on the other side of the support platform 300. Therefore, in the above structure, at least one locking member 420 is provided on both sides of the support member 600. The two oppositely arranged locking members 420 can simultaneously limit both sides of the support member 600 through the limiting part 423, which can further improve the limiting effect, and there is no need to use limiting structures that require accurate positioning, such as snap-fit ​​or insertion.

[0043] It is conceivable that an elastic layer or a flexible layer can be provided on the side of the limiting part 423 and the pressing part 424 near the support member 600. When they cooperate with the support member 600, they can protect the support member 600 and increase the contact area with the support member 600, thereby improving the locking effect.

[0044] Reference Figure 6 In some embodiments of this utility model, the linkage 510 includes a first linkage 512 and a second linkage 513. One end of the first linkage 512 is pivotally connected to the support 410, and the other end of the first linkage 512 is provided with a transmission part 511. One end of the second linkage 513 is pivotally connected between the transmission part 511 and the pivotal end of the first linkage 512 and the support 410, and the other end of the second linkage 513 is pivotally connected to the locking member 420. Specifically, the support 410 can extend in the vertical direction, the locking member 420 is pivotally connected to the upper part of the support 410, and the first linkage 512 is pivotally connected to the lower part of the support 410 and extends generally laterally to the bottom of the bearing platform 300, so that the transmission part 511 can swing up and down around the support 410 to keep the transmission part 511 at the bottom of the bearing platform 300 as much as possible. The second linkage 513 extends generally upward to the locking member 420, and the locking member 420 is rotated through the second linkage 513.

[0045] It is conceivable that a limiting member 411 can be provided on the support 410 or the frame 100. The limiting member 411 can abut against the locking member 420 or the linkage 510 to limit the movement range of the locking member 420 and the linkage 510. For example, when the bearing platform 300 rises to a certain height, the transmission part 511 can stop swinging to stay at the bottom of the bearing platform 300, so that the bearing platform 300 can abut against the transmission part 511 when it descends.

[0046] It is conceivable that the limiting member 411 can be provided on the support 410 and located on the side of the locking member 420 away from the bearing platform 300. When the locking member 420 is in the unlocked state, it can abut against the limiting member 411 for limiting.

[0047] Reference Figure 4In some embodiments of this utility model, the frame 100 has a receiving groove 110, the lifting device 200 is disposed in the receiving groove 110, and the locking mechanism 400 is disposed on the side of the receiving groove 110. Specifically, the receiving groove 110 can accommodate the lifting device 200, and the carrying platform 300 can be retracted into the receiving groove when it descends. The locking mechanism 400 can cooperate with the support member 600 on the side to lock, without interfering with the lifting device 200 and the carrying platform 300.

[0048] Reference Figures 1 to 4 In some embodiments of this utility model, the support platform 300 is provided with a positioning mechanism 310, and the aircraft is provided with a support member 600. The positioning mechanism 310 can position the support member 600 close to the side of the support platform 300, so that the locking mechanism 400 on the side can lock the support member 600.

[0049] Specifically, the support platform 300 may be equipped with a positioning mechanism 310, which can position the support member 600 to a predetermined position. The support member 600 of the aircraft may be configured with a long strip-shaped support crossbar 610 at the bottom, and two support crossbars 610 may be provided. After the aircraft is positioned on the support platform 300, the two support crossbars 610 may approach the side of the support platform 300 respectively, so that the side locking mechanism 400 can lock them.

[0050] Reference Figures 1 to 4 In some embodiments of this utility model, at least two sets of locking mechanisms 400 are provided, one set located on one side of the support platform 300 and the other set located on the other side of the support platform 300, and the two sets of locking mechanisms 400 are staggered. Specifically, at least one locking mechanism 400 is provided on both sides of the support platform 300 to lock the support member 600 to achieve lateral limiting. Moreover, after the locking mechanisms 400 are staggered, they can also limit the deflection of the support member 600. The limiting effect can be improved by using two sets of locking mechanisms 400, which has a simple structure and low manufacturing cost.

[0051] According to a second aspect embodiment of the present invention, a vehicle includes a vehicle employing the aforementioned aircraft locking device. By installing the aforementioned aircraft locking device on a vehicle, the locking structure of the aircraft can be simplified, production costs reduced, and the efficiency of aircraft takeoff and landing improved.

[0052] 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.

[0053] 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 locking device, characterized in that, include: Rack (100); A lifting device (200) is provided on the frame (100); A support platform (300) is used to support the aircraft. The support platform (300) is connected to the lifting device (200), which can drive the support platform (300) to rise and fall. A locking mechanism (400) is provided on the frame (100), the locking mechanism (400) is used to lock the aircraft to the carrier platform (300); The linkage mechanism (500) is capable of being driven to the support platform (300) and the locking mechanism (400). When the lifting device (200) drives the support platform (300) to descend to the first position, the linkage mechanism (500) can drive the locking mechanism (400) to lock the aircraft to the support platform (300). When the lifting device (200) drives the support platform (300) to rise to the second position, the linkage mechanism (500) can drive the locking mechanism (400) to unlock the aircraft.

2. The aircraft locking device according to claim 1, characterized in that, The locking mechanism (400) includes a support (410) and a locking member (420). The support (410) is disposed on the frame (100), and the locking member (420) is rotatably connected to the support (410). The linkage mechanism (500) can drive the locking member (420) to rotate to a locked state and an unlocked state. The aircraft is provided with a support member (600). In the locked state, the locking member (420) can rotate to press the support member (600) against the bearing platform (300). In the unlocked state, the locking member (420) can rotate to avoid the support member (600).

3. The aircraft locking device according to claim 2, characterized in that, The linkage mechanism (500) includes a linkage link (510), one end of which is pivotally connected to the frame (100) and the other end is pivotally connected to the locking member (420). The linkage link (510) also has a transmission part (511), which is located below the locking member (420). The bearing platform (300) can drive the locking member (420) to rotate through the linkage link (510).

4. The aircraft locking device according to claim 3, characterized in that, The linkage mechanism (500) further includes an elastic element (520). The transmission part (511) can abut against the bottom of the bearing platform (300). The elastic element (520) is provided on the support (410) and the linkage rod (510). The elastic element (520) can drive the locking element (420) to rotate to the unlocked state through the linkage rod (510).

5. The aircraft locking device according to claim 2, characterized in that, The locking member (420) includes a connecting part (421), a swing rod part (422), a limiting part (423), and a pressing part (424) arranged sequentially. The connecting part (421) has a first pivot part (4211) and a second pivot part (4212) arranged at intervals. The first pivot part (4211) is pivotally connected to the support (410), and the second pivot part (4212) is pivotally connected to the linkage mechanism (500). In the locked state, the limiting part (423) can abut against the side of the support member (600) for limiting, and the pressing part (424) can abut against the top of the support member (600).

6. The aircraft locking device according to claim 3, characterized in that, The linkage (510) includes a first linkage (512) and a second linkage (513). One end of the first linkage (512) is pivotally connected to the support (410), and the other end of the first linkage (512) is provided with the transmission part (511). One end of the second linkage (513) is pivotally connected between the transmission part (511) and the pivotal end of the first linkage (512) and the support (410), and the other end of the second linkage (513) is pivotally connected to the locking member (420).

7. The aircraft locking device according to claim 1, characterized in that, The frame (100) has a receiving slot (110), the lifting device (200) is located in the receiving slot (110), and the locking mechanism (400) is located on the side of the receiving slot (110).

8. The aircraft locking device according to claim 7, characterized in that, The carrier platform (300) is provided with a positioning mechanism (310), and the aircraft is provided with a support member (600). The positioning mechanism (310) can position the support member (600) close to the side of the carrier platform (300).

9. The aircraft locking device according to claim 2, characterized in that, The locking mechanism (400) is provided in at least two sets, one set located on one side of the support platform (300) and the other set located on the other side of the support platform (300), and the two sets of locking mechanisms (400) are staggered.

10. A vehicle, characterized in that, Includes the aircraft locking device according to any one of claims 1-9.

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