Locking structure and aircraft

Abstract

This invention provides a locking structure and an aircraft. The locking structure includes a locking pin and a locking seat. The locking pin includes a support member and a limiting member fixedly connected to the support member. The locking seat includes a through groove. The first dimension of the first end of the through groove is larger than the first dimension of the limiting member, and the first dimension of the second end of the through groove is larger than or equal to the first dimension of the support member and smaller than the first dimension of the limiting member. The aircraft provided by this invention includes an aircraft body, a cargo compartment, and at least two of the above-mentioned locking structures. The cargo compartment is detachably connected to the aircraft body through the locking structures. The locking structure and aircraft provided by this invention achieve locking through a large-area surface contact between the locking pin and the locking seat, rather than the line contact or point contact locking of bolts. This greatly reduces the load on the contact surface, avoids crushing, fretting wear, and fatigue cracks caused by stress concentration, significantly extends the service life, and improves the reliability of the connection between the aircraft and the cargo compartment.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a locking structure and an aircraft. Background Technology

[0002] With the rapid development of unmanned aerial vehicle (UAV) technology, it has demonstrated irreplaceable advantages in logistics fields such as medical supply delivery in remote areas and last-mile delivery in cities. During UAV logistics missions, the connection between the cargo hold and the aircraft directly determines transportation safety and efficiency. Traditional methods of placing the cargo hold within the aircraft or fixing it to the aircraft require the aircraft to land and wait for loading and unloading, resulting in cumbersome and time-consuming processes. Existing technologies often use pins to achieve a detachable connection between the cargo hold and the aircraft, thereby improving loading and unloading efficiency. However, in situations involving heavy cargo loads or sudden impacts, stress is highly concentrated at the pins, potentially causing them to bend, break, or deform, posing significant safety hazards. Therefore, this invention provides a locking structure and an aircraft. Utility Model Content

[0003] In order to overcome the above-mentioned defects, this utility model aims to provide a locking structure and an aircraft.

[0004] According to one aspect of the present invention, a locking structure is provided, the locking structure including a locking pin and a locking seat, the locking pin including a support member and a limiting member fixedly connected to the support member, the first dimension of the limiting member being larger than the first dimension of the support member, the locking seat including a through groove, the first dimension of the first end of the through groove being larger than the first dimension of the limiting member so as to allow the limiting member to be inserted into the through groove through the first end, the first dimension of the second end of the through groove being larger than or equal to the first dimension of the support member and smaller than the first dimension of the limiting member so as to allow the limiting member to be hooked on the locking seat when the support member moves from the first end to the second end.

[0005] Furthermore, the first dimension of the through groove gradually decreases from the first end to the second end.

[0006] Furthermore, the lock seat also includes at least one first through hole, the limiting member has a second through hole, and the locking structure also includes a stop pin, which passes through the first through hole and the second through hole to fix the lock seat and the limiting member.

[0007] Furthermore, there are two first through holes, through which the stop pin passes in sequence, passing through one first through hole, the second through hole, and the other first through hole to fix the lock seat and the limiting member.

[0008] Furthermore, one end of the stop pin is provided with a stop pin limiting hole, which is opened along the radial direction of the stop pin and passes through the stop pin; the other end of the stop pin is provided with a gripping part, the outer diameter of which is larger than the diameter of the first through hole.

[0009] According to another aspect of the present invention, an aircraft is provided, including an aircraft body, a cargo compartment, and at least two locking structures as described in any one of the foregoing, wherein the cargo compartment is detachably connected to the aircraft body via the locking structures.

[0010] Furthermore, the cargo hold is equipped with an array of anchor rings arranged in accordance with ISO cargo mooring standards.

[0011] Furthermore, the cargo hold includes a hull and an airtight fabric roof, which is connected to the edge of the top surface of the hull by a waterproof zipper.

[0012] Furthermore, the cargo hold also includes a front hatch and a rear hatch, which are connected to two end faces of the hull. The two end faces are two opposing surfaces on the hull that are adjacent to the top surface. The front hatch and / or rear hatch are detachable hatches.

[0013] Furthermore, the cargo hold also includes a front hatch and a rear hatch, which are connected to two end faces of the hull. The two end faces are two opposing surfaces on the hull that are adjacent to the top surface. The front hatch and / or rear hatch are flip-top hatches.

[0014] The locking structure provided by this utility model achieves locking through a large-area surface contact between the locking pin and the locking seat, rather than the line contact or point contact locking of the bolt. This greatly reduces the load on the contact surface, avoids crushing, fretting wear and fatigue cracks caused by stress concentration, and significantly extends the service life.

[0015] Secondly, the dual locking mechanism, which combines the geometric constraints between the limiting component and the through groove, as well as the stop pin constraints between the stop pin and the first and second through holes, further distributes the load while preventing the locking pin from retracting or moving under vibration and impact, thus preventing locking failure and increasing the reliability of the locking structure.

[0016] Furthermore, the gradient design of the through slot allows for a larger initial docking tolerance. Operators do not need to align precisely; they only need to roughly insert the locking pin into the first end of the through slot, and it will guide to the correct position during movement. This is especially suitable for scenarios with poor visibility or limited space.

[0017] Finally, the locking structure employs an insertion, sliding, and stopping operation logic, which can be completed in one action without any tools, greatly improving loading and unloading efficiency.

[0018] The aircraft provided by this utility model uses the above-mentioned locking structure for locking, which transforms the cargo hold from a single-function device into an open aerial logistics platform. A single UAV can improve transportation efficiency and aircraft utilization by quickly changing the cargo hold.

[0019] Meanwhile, the aircraft's top features an airtight fabric cover with a waterproof zipper, and the front and rear ends use flip-top or detachable cargo doors to enable rapid opening and closing of the cargo hold, reducing loading time on board and overall cargo hold disassembly and assembly time, thus improving efficiency. This meets the demanding requirements of scenarios such as high-frequency turnover at transit stations and field operations without ground equipment.

[0020] Furthermore, the cargo hold features an anchor point matrix arranged according to ISO standards, compatible with container locks, and supports rapid switching between various standard modules such as flexible nets, refrigerated boxes, and hazardous chemical containers. This improves cargo securing compatibility and reduces securing operation time. It enables seamless transportation of diverse goods such as agricultural products, medical supplies, and industrial parts. The same drone can be equipped with multiple cargo hold modules, increasing the variety of transported goods and enhancing its applicability. Attached Figure Description

[0021] The above-described features and advantages of this invention will be better understood after reading the detailed description of the embodiments of this disclosure in conjunction with the following accompanying drawings.

[0022] Figure 1 A three-dimensional schematic diagram of the locking structure in a disassembled state is shown in a specific embodiment.

[0023] Figure 1a A schematic diagram of a through-slot is shown in a specific embodiment.

[0024] Figure 2 A three-dimensional schematic diagram of the locking structure in a disassembled state is shown in another specific embodiment.

[0025] Figure 3 A three-dimensional schematic diagram of the locking structure in the locked state is shown in a specific embodiment.

[0026] Figure 4 A cross-sectional view is shown in the locked state of the locking structure between the fixed aircraft and the cargo hold in a specific embodiment.

[0027] Figure 5 A top view of the cargo hold in a specific embodiment is shown.

[0028] Figure 6 A schematic diagram of the anchor ring structure in a specific embodiment is shown.

[0029] Figure 7 The three-dimensional structure of the cargo compartment is shown in another specific embodiment.

[0030] For clarity, a brief explanation of the reference numerals in the accompanying drawings is provided below:

[0031] 11 locking pins;

[0032] 12 lock bases;

[0033] 111 Support component;

[0034] 112 limit components;

[0035] 121 through slot;

[0036] 1211 First end;

[0037] 1212 Second end;

[0038] 13. Stop pin;

[0039] 21 First through hole;

[0040] 22 Second through hole;

[0041] 31 Stop pin limit hole;

[0042] 32 gripping parts;

[0043] 431 Locking Pin Base;

[0044] 432 support component;

[0045] 433 limit component;

[0046] Cargo hold 41;

[0047] 42. Main body of the aircraft;

[0048] 44 lock base;

[0049] 45 Stop pin;

[0050] 51 anchor ring array;

[0051] 611 anchor ring;

[0052] 612 metal buckle;

[0053] Cargo hold 62;

[0054] 71. Forward cabin door;

[0055] 72 rear hatch;

[0056] 74 hulls;

[0057] 711 First side;

[0058] 712 Second side;

[0059] 73 Detachable latch. Detailed Implementation

[0060] The following description is provided to enable those skilled in the art to implement and use the present invention and to incorporate it into specific application contexts. Various modifications and uses in different applications will be readily apparent to those skilled in the art, and the general principles defined herein are applicable to a wide range of embodiments. Therefore, the present invention is not limited to the embodiments given herein, but should be granted the broadest scope consistent with the principles and novel features disclosed herein.

[0061] In the following detailed description, numerous specific details are set forth to provide a more thorough understanding of the present invention. However, it will be apparent to those skilled in the art that practice of the present invention is not necessarily limited to these specific details. In other words, well-known structures and devices are shown in block diagram form without detailed representation to avoid obscuring the present invention.

[0062] Readers should note all documents and references submitted concurrently with this specification and open to public inspection, the contents of which are incorporated herein by reference. Unless otherwise expressly stated, all features disclosed in this specification (including any appended claims, abstracts, and drawings) may be replaced by alternative features for the same, equivalent, or similar purposes. Therefore, unless explicitly stated otherwise, each disclosed feature is merely one example of a set of equivalent or similar features.

[0063] Note that, where used, the markings "first," "second," "left," "right," "front," "back," "top," "bottom," "positive," "negative," "clockwise," and "counterclockwise" are used merely for convenience and do not imply any specific, fixed direction. In fact, they are used to reflect the relative position and / or orientation between different parts of an object. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0064] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "setup", "connection", and "configuration" should be interpreted broadly. For example, a setup can be a fixed setup, a detachable setup, or an integrated setup; a connection can be a direct connection, an indirect connection through an intermediate medium, or a connection within two components; a configuration can be a separate configuration or a combined configuration. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood in conjunction with the specific circumstances.

[0065] Note that, in practice, "further," "preferably," "even further," and "more preferably" are simply starting points for describing another embodiment based on the foregoing embodiments. The combination of the content following "further," "preferably," "even further," or "more preferably" with the foregoing embodiments constitutes the complete configuration of another embodiment. Any combination of several "further," "preferably," "even further," or "more preferably" settings following the same embodiment can form yet another embodiment.

[0066] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0067] According to one aspect of the present invention, a locking structure is provided, exemplarily, Figure 1 A perspective view of the locking structure in a disassembled state in a specific embodiment is shown, with reference to... Figure 1 The locking structure includes a locking pin 11 and a locking seat 12. The locking pin 11 includes a support member 112 and a limiting member 111 fixedly connected to the support member 112. The locking seat 12 includes a through groove 121, which includes a first end 1211 and a second end 1212.

[0068] The locking pin is a rigid structural component that achieves locking with the lock seat through geometric constraints between itself and the through slot. The lock seat refers to a rigid base with a through slot. The lock seat guides the locking pin through the through slot, completing the assembly path of insertion, sliding, and stopping, and bears the load transmitted by the locking pin, preventing it from disengaging. Locking is achieved through surface contact between the locking pin and the lock seat, increasing the contact area, reducing stress concentration, and making the locking structure more stable and reliable.

[0069] A limiting component is a part that contacts the lock seat surface to lock the locking pin to the lock seat. A support component is a part that is fixedly connected to the limiting component, serving as a supporting structure for the limiting component. The support component and the limiting component can be connected by methods such as welding or integral molding.

[0070] For example, the limiting component can adopt existing or future limiting component structures such as eccentric wheel type limiting component structures (e.g., cam or eccentric cylindrical structure), flat plate type limiting component structures (e.g., flat rectangular or circular plate structure), round head limiting component structures (e.g., cylindrical or spherical structure), or frustum type limiting component structures (e.g., frustum or cone structure). The support component can adopt existing or future support component structures such as rod type support component structures (e.g., cylindrical rod or square rod) or plate type support component structures (e.g., rectangular plate or strip plate).

[0071] Preferably, the limiting member can also be a small boss integrally formed on the support member.

[0072] The first end of the through groove refers to the end in the through groove into which the locking pin is inserted. The second end of the through groove refers to the end in the through groove into which the stopping and limiting element is used to achieve locking.

[0073] For example, Figure 1a A schematic diagram of a through-slot is shown in a specific embodiment, with reference to... Figure 1 and Figure 1a The first dimension of the limiting member is d1, the first dimension of the supporting member is d2, the first dimension of the first end of the through groove is D1, and the first dimension of the second end of the through groove is D2.

[0074] The first dimension of the first end of the through groove and the first dimension of the second end of the through groove refer to the dimensions of the first end and the second end of the through groove in the direction perpendicular to the first end and pointing to the second end, respectively. Figure 1a The dimension in the first direction.

[0075] The first dimension of the limiting member refers to the dimension of the limiting member in the direction perpendicular to the first end and pointing to the second end when the locking pin is inserted into the barrel groove. The first dimension of the support member refers to the dimension of the support member in the direction perpendicular to the first end and pointing to the second end when the locking pin is inserted into the barrel groove.

[0076] Reference Figure 1 and Figure 1a It can be seen that the first dimension d1 of the limiting member is greater than the first dimension d2 of the support member, and the first dimension D1 of the first end 1211 of the through groove is greater than the first dimension d1 of the limiting member so that the limiting member can be inserted into the through groove through the first end 1211. The first dimension D2 of the second end 1212 of the through groove is greater than or equal to the first dimension d2 of the support member and less than the first dimension d1 of the limiting member so that when the support member moves from the first end 1211 to the second end 1212, the limiting member 111 is hooked on the second end 1212 of the through groove, thereby realizing the locking between the locking pin 11 and the locking seat 12.

[0077] Specifically, the first dimension of the through groove needs to be larger than the first dimension of the limiting member to facilitate the insertion of the limiting member into the through groove. The first dimension of the second end of the through groove is greater than or equal to the first dimension of the support member to ensure that the support member can pass through, and is smaller than the first dimension of the limiting member to prevent the limiting member from coming out, thus locking the limiting member.

[0078] The first dimension of the limiting member must be smaller than the first dimension of the first end of the through groove and larger than the first dimension of the second end of the through groove, so that the limiting member can be inserted through the first end of the through groove, but cannot be removed from the second end, thus achieving mechanical stopping.

[0079] The first dimension of the support member must be less than or equal to the first dimension of the second end of the through groove to ensure that the support member can slide freely in the through groove and guide the limiting member to move from the first end of the through groove to the second end of the through groove.

[0080] In actual use, refer to Figure 1 When locking is required, first align the locking pin 11 with the lower part of the first end 1211 of the lock seat, then move the locking pin 11 upwards. The limiting member 111 of the locking pin 11 moves upwards through the first end 1211 of the through groove and inserts into the through groove 121. Then, the locking pin 11 moves towards the second end 1212 of the through groove, moving the limiting member 111 to the position of the second end 1212 of the through groove. Through the geometric constraint between the limiting member 111 and the second end 1212 of the through groove, the locking pin 11 and the lock seat 12 are locked. When disassembly is required, first move the locking pin 11 towards the first end 1211 of the through groove, moving the limiting member 111 above the first end 1211 of the through groove. Then, move the locking pin 11 downwards, causing the limiting member 111 to pass through the first end 1211 of the through groove, thereby disassembling the locking pin 11 from the lock seat 12 and achieving disassembly between the locking pin and the lock seat.

[0081] Those skilled in the art will understand that the assembly and disassembly of the above-mentioned locking pin and locking seat can be achieved by existing or future driving methods such as manual or mechanical drive.

[0082] To ensure smooth movement of the locking pin within the through groove, in some embodiments, the first dimension of the through groove gradually decreases from the first end to the second end. For example, the through groove can be a tapered gradient through groove, a stepped gradient through groove, a curved gradient through groove, or other through grooves with gradually changing dimensions, thereby making the first dimension of the through groove gradually decrease from the first end to the second end.

[0083] To prevent the locking pin from moving within the through slot after locking, the lock seat also includes at least one first through hole, and the limiting member has a second through hole. The locking structure also includes a stop pin, which passes through the first and second through holes to secure the lock seat and the limiting member. When the limiting member moves from the first end to the second end of the through slot and engages, the second through hole aligns with the first through hole on the lock seat, forming a through channel for the stop pin to pass through. The stop pin, passing through both the first and second through holes, restricts the movement of the locking pin while also sharing some of the load, further improving the reliability of the locking structure. It is understood that the number of first through holes can be one, two, or more.

[0084] For example, Figure 2 A perspective view of the locking structure in a disassembled state is shown in another specific embodiment, with reference to... Figure 2 There are two first through holes 21. The two first through holes 21 are located on both sides of the lock seat 12 and are symmetrically distributed along the axis of the through holes. The stop pin 13 can pass through one of the first through holes 21, the second through hole 22 and the other first through hole 21 in sequence to fix the lock seat and the limiting member.

[0085] Specifically, the first through hole and the second through hole have the same diameter. The stop pin can be designed with a clearance fit with the first through hole and the second through hole, that is, the hole diameter is slightly larger than the stop pin diameter. This ensures that the stop pin can be smoothly inserted and removed, and also avoids radial wobble after assembly, thus ensuring the reliability of the fixation.

[0086] In practical use, the stop pin passes through two first through holes and a second through hole, forming a structure supported at both ends. This prevents the stop pin from tilting radially due to unilateral force, ensuring that the stop pin and each through hole remain coaxial and reducing localized wear between the hole walls and the stop pin. Furthermore, the two first through holes distribute the load to both sides of the lock seat, rather than concentrating it on the edge of a single through hole, reducing the risk of cracking or deformation of the lock seat due to excessive localized stress.

[0087] Those skilled in the art will understand that the insertion and removal of the stop pin between the first through hole and the second through hole can be achieved by existing or future driving methods such as manual or mechanical driving.

[0088] To limit the axial movement of the stop pin in the first and second through holes, for example, Figure 3 A three-dimensional schematic diagram of the locking structure in the locked state in a specific embodiment is shown, with reference to... Figure 3 The stop pin 13 has a stop pin limiting hole 31 at one end and a gripping part 32 at the other end. The stop pin limiting hole can further restrict the axial movement of the stop pin by cooperating with auxiliary locking parts (not shown in the figure), such as cotter pins or elastic locking pins.

[0089] Specifically, the stop pin limiting hole is opened along the radial direction of the stop pin and passes through the stop pin. The stop pin limiting hole is opened at the end of the stop pin away from the gripping part, and the distance between the stop pin limiting hole and the gripping part is greater than the distance between the opposite surfaces of the two second through holes, ensuring that the stop pin can be fully exposed after insertion, which facilitates the installation of the auxiliary locking part.

[0090] Specifically, the outer diameter of the grip is larger than the diameter of the first through hole. The grip can be cylindrical, hexagonal, or have a boss structure with anti-slip texture. The side of the grip near the main body of the stop pin can be designed as a flat end face. When the stop pin is inserted into place, this end face will fit against the surface of the lock seat, forming a mechanical limit by means of the difference in outer diameter, preventing the stop pin from being over-inserted.

[0091] Reference Figure 3When in use, the end of the stop pin 13 with the stop pin limiting hole 31 is passed through the first through hole and the second through hole. When the stop pin 13 is fully inserted into the first through hole and the second through hole, a mechanical limit is formed between the grip part 32 and the lock seat 12, and the stop pin limiting hole 31 is just exposed on the outside. At this time, the cotter pin (not shown in the figure) is passed through the stop pin limiting hole 31 and the tail is bent. The grip part and the cotter pin are double locked with both sides of the lock seat, which effectively prevents the stop pin from accidentally coming out under working conditions such as vibration and impact.

[0092] The locking structure described in any of the above embodiments has advantages such as high reliability and easy disassembly. However, the traditional connection method between the aircraft and the cargo hold has disadvantages such as low reliability and cumbersome operation. In order to solve the above disadvantages of the traditional connection method between the aircraft and the cargo hold, according to another aspect of the present invention, an aircraft is also provided, which includes an aircraft body, a cargo hold, and at least two locking structures described in any of the above embodiments, wherein the cargo hold is detachably and fixedly connected to the aircraft through the locking structure.

[0093] For example, Figure 4 A cross-sectional view of any locking structure used to secure the aircraft to the cargo hold in a specific embodiment is shown in the locked state. (Refer to...) Figure 4 The locking pin includes a locking pin base 431, a support member 432, and a limiting member 433. The locking pin base 431 is fixed to the cargo hold 41, and the limiting member 433 is hooked into the locking seat 44. A stop pin 45 passes through a through hole on the limiting member 433 and a through hole on the locking seat 44. The cargo hold 41 is connected to the aircraft body 42 through the surface contact between the limiting member 433 and the locking seat 44. Specifically, the outer edge of the top surface of the cargo hold 41 is provided with a locking pin in the locking structure, and the surface on which the aircraft body 42 is fixedly connected to the cargo hold 41 is provided with a locking seat in the locking structure.

[0094] The cargo hold has at least two locking pins, which are symmetrically distributed on the cargo hold.

[0095] In other embodiments, to improve the stability of the connection between the aircraft body and the cargo hold, the number of locking pins is preferably four, evenly distributed around the cargo hold, and the number of locking seats on the aircraft body is the same as the number of locking pins on the cargo hold. Those skilled in the art will understand that the number of locking structures between the aircraft and the cargo hold can also be four or more, evenly distributed, to better achieve the connection between the aircraft and the cargo hold.

[0096] It is understandable that the locking pin base is used to connect the locking pin and the cargo hold. One end of the locking pin base is fixedly connected to the support in the locking pin, and the other end is fixedly connected to the cargo hold. The locking pin base, the support, and the cargo hold can be fixedly connected by welding or integral molding.

[0097] To secure the cargo loaded in the cargo hold, Figure 5 A top view of the cargo hold in a specific embodiment is shown, with reference to Figure 5 The cargo hold is also equipped with an anchor ring array 51 arranged in accordance with the ISO cargo mooring standard. The anchor ring array consists of several anchor rings installed in the cargo hold.

[0098] Figure 6 A schematic diagram of the anchor ring structure in a specific embodiment is shown, with reference to... Figure 6 The anchor ring 611 is secured to the cargo hold 62 by a metal buckle 612. It is understood that the anchor ring can also be directly welded to the cargo hold or secured to the cargo hold by other existing or future fixing methods.

[0099] Anchor ring arrays secure cargo to the cargo hold by working directly with the cargo hold or with lashing equipment (such as chains, steel cables, slings, etc.), limiting the displacement of cargo during transportation and preventing cargo collisions or overturning.

[0100] Specifically, the arrangement of anchor ring arrays can follow relevant standards such as ISO 9367-3:1994 and ISO 1496-1:2013 regarding the spacing or distribution density of mooring points. Taking ISO 1496-1:2013, "Series 1 Containers - Technical Conditions and Test Methods - Part 1: General Cargo Containers," as an example, this standard stipulates that the mooring points of a container should include at least eight corner mooring points, corresponding to the four top corners and four bottom corners of the container. The centerline of each corner mooring point should be 108mm from the end face of the container and 220mm from the side. For special containers, side mooring points should also be included. One pair of side mooring points should be installed every 3000mm along the length of the container, with each pair symmetrically distributed on both sides of the centerline. By adhering to ISO cargo mooring point standards, the longitudinal and / or lateral spacing, symmetrical distribution, and height adaptation requirements of mooring points within the cargo hold are determined, accommodating the transportation needs of different transportation scenarios and cargo types, thus improving the versatility of the cargo hold.

[0101] Those skilled in the art will understand that multiple sets of mooring points can be arranged within the same cargo hold according to different ISO cargo mooring points, further improving the versatility of the cargo hold.

[0102] To enable rapid opening and closing of the cargo hold roof, the cargo hold consists of a hull and an airtight fabric roof, which is connected to the edge of the hull roof via a waterproof zipper.

[0103] The airtight fabric roof is an openable structure made primarily of flexible airtight material, used to cover the top of the cargo hold. Flexible airtight material refers to a functional material that balances flexibility and airtightness. In this embodiment, the flexible airtight material can be a rubber-based flexible airtight material with natural rubber, butyl rubber, or neoprene rubber as the base material; a plastic-based flexible airtight material with polyvinyl chloride or thermoplastic polyurethane as the main material; or a fabric composite flexible airtight material composed of a base fabric and an airtight functional layer, among other existing or future flexible airtight materials. The airtight fabric roof achieves airtightness of the cargo hold top (blocking the penetration of gases, liquids, dust, etc.) through a synergistic design combining the sealing performance of its material with the connection structure, while simultaneously enabling rapid opening and closing operations based on its flexibility, thus balancing protection and ease of operation.

[0104] The waterproof zippers can be of various types, including adhesive-coated, injection-molded, or airtight waterproof zippers. The waterproof zippers can be connected to the airtight fabric top cover using existing or future methods that allow for connections between flexible materials, such as heat sealing, adhesive sealing, or edge binding. The waterproof zippers can be connected to the cabin body using existing or future methods that allow for connections with rigid materials, such as transition metal or plastic flanges.

[0105] To improve cargo hold loading and unloading efficiency, hatches can be installed on the end face of the cargo hold. Figure 7 The three-dimensional structure of the cargo hold is shown in another specific embodiment, with reference to Figure 7 The cargo hold also includes a front hatch 71 and a rear hatch 72, which are connected to the two end faces of the cargo body 74. The two end faces are two opposing surfaces on the cargo body that are adjacent to the top surface.

[0106] To enable rapid opening and closing of the hatches, in some specific embodiments, either the front hatch or the rear hatch can be a flip-top hatch, or both the front hatch and the rear hatch can be flip-top hatches.

[0107] Specifically, refer to Figure 7 The forward hatch 71 is a flip-top hatch. The first side 711 of the forward hatch 71 is fixedly connected to the cabin body 74 via a hinge, and the second side 712 of the forward hatch 71 is connected to the cabin body 74 via a detachable latch 73. The first side 711 and the second side 712 are two opposite sides of the forward hatch. The hinges can be connected to the cabin body and hatch using bolts or welding. The detachable latch can be an eccentric handle latch, a push-button quick-release latch, a rotary screw latch, or a magnetically assisted latch, or any other existing or future detachable latch.

[0108] To enable rapid opening and closing of the hatches, in some specific embodiments, either the front hatch or the rear hatch can be a detachable hatch, or both the front hatch and the rear hatch can be detachable hatches.

[0109] For example, the detachable hatch has locating pins at its four corners, and the end face of the hatch has locating holes that match the locating pins. During installation, the locating pins are first inserted into the locating holes to automatically correct the relative position of the hatch and the hatch. After positioning, the detachable hatch is secured to the hatch using a detachable latch. Those skilled in the art will understand that either the front hatch or the rear hatch may also employ other existing or future detachable hatch structures.

[0110] The preceding description is provided to enable any person skilled in the art to practice the various aspects described herein. However, it should be understood that the scope of protection of this utility model should be determined by the appended claims and should not be limited to the specific structures and components of the embodiments described above. Those skilled in the art can make various changes and modifications to the embodiments, and these changes and modifications also fall within the scope of protection of this utility model.

Claims

1. A locking structure, characterized by, The locking structure includes a locking pin and a locking seat. The locking pin includes a support member and a limiting member fixedly connected to the support member. The first dimension of the limiting member is larger than the first dimension of the support member. The locking seat includes a through groove. The first dimension of the first end of the through groove is larger than the first dimension of the limiting member so that the limiting member can be inserted into the through groove through the first end. The first dimension of the second end of the through groove is greater than or equal to the first dimension of the support member and smaller than the first dimension of the limiting member so that the limiting member can be hooked on the locking seat when the support member moves from the first end to the second end.

2. The locking structure of claim 1, wherein, The first dimension of the through groove gradually decreases from the first end to the second end.

3. The locking structure of claim 1, wherein The lock seat further includes at least one first through hole, the limiting member has a second through hole, and the locking structure further includes a stop pin, which passes through the first through hole and the second through hole to fix the lock seat and the limiting member.

4. The locking structure of claim 3, wherein There are two first through holes, and the stop pin passes through one of the first through holes, the second through hole, and the other first through hole in sequence to fix the lock seat and the limiting member.

5. The locking structure of claim 3 or 4, wherein One end of the stop pin is provided with a stop pin limiting hole, which is opened radially along the stop pin and passes through the stop pin; the other end of the stop pin is provided with a gripping part, the outer diameter of which is larger than the diameter of the first through hole.

6. An aircraft, characterized in that It includes an aircraft body, a cargo compartment, and at least two locking structures as described in any one of claims 1 to 5, wherein the cargo compartment is detachably connected to the aircraft body via the locking structures.

7. The aircraft of claim 6, wherein, The cargo hold is also equipped with an array of anchor rings arranged in accordance with ISO cargo mooring point standards.

8. The aircraft of claim 6, wherein, The cargo hold includes a cargo body and an airtight fabric cover, which is connected to the edge of the top surface of the cargo body by a waterproof zipper.

9. The aircraft of claim 8, wherein, The cargo hold also includes a front hatch and a rear hatch, which are connected to two end faces of the cargo body. The two end faces are two opposing surfaces on the cargo body that are adjacent to the top surface. The front hatch and / or the rear hatch are detachable hatches.

10. The aircraft of claim 8, wherein, The cargo hold also includes a front hatch and a rear hatch, which are connected to two end faces of the cargo body. The two end faces are two opposing surfaces on the cargo body that are adjacent to the top surface. The front hatch and / or the rear hatch are flip-top hatches.

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