A connection mechanism upper joint

Abstract

The utility model relates to the technical field of joint connection discloses a kind of upper joint of connecting mechanism, including first joint body, first joint body includes pressure bottom plate, transition sleeve and two wing plates, two wing plates are symmetrically arranged in pressure bottom plate both sides, wing plate includes rectangular part and trapezoidal part, rectangular part is connected with pressure bottom plate, rounding treatment is carried out between rectangular part and pressure bottom plate, and the rounding radius of rectangular part and the inner wall of pressure bottom plate is greater than the rounding radius of rectangular part and pressure bottom plate outer wall, transition sleeve is arranged in the middle of one end of pressure bottom plate away from wing plate, wing plate, pressure bottom plate and transition sleeve outer wall are symmetrically provided with reinforcing rib;By setting wing plate and pressure bottom plate form stable bearing frame of U, and cooperate with the middle support structure of transition sleeve, the lift, thrust, lateral force and torsional load generated by flight body can be simultaneously and efficiently transferred, to avoid single direction stress concentration.

Description

Technical Field

[0001] This utility model relates to the field of connector connection technology, and specifically to a connector on a connection mechanism. Background Technology

[0002] With the development of urban air traffic, the application of low-altitude aircraft such as drones, eVTOL, flying cars, and air-to-ground integrated vehicles is becoming increasingly widespread. Among them, flying cars generally adopt a split design, that is, the frame of the flight module and the crossbeam at the top of the land module are quickly separated and combined through a connecting structure. In this mode, the lift, thrust and torsional load generated by the flight body must be efficiently transmitted to the vehicle body through the connecting device. However, in practical applications, the existing connecting schemes have obvious shortcomings.

[0003] While common pin or hook structures are simple, they can only withstand loads in one direction and are prone to deformation or loosening during flight. Although electronic or hydraulic locking mechanisms are highly automated, they are complex in structure, heavy, and highly dependent on the electronic control system, posing a risk of failure in the event of power failure or malfunction. Multi-point distributed connections can theoretically distribute stress, but actual assembly errors lead to uneven stress, local overload, and increased risk of fatigue failure.

[0004] In summary, existing technologies suffer from unstable connections in the connection structures between aircraft and land vehicles, and are unable to reliably transmit lift, thrust, lateral forces, and torsional loads. Under complex operating conditions, they are prone to local deformation and failure. To address these issues, we propose an upper joint for the connection mechanism. Utility Model Content

[0005] The present invention aims to provide a connector for a connecting mechanism to solve the problems of unstable connection structure and lack of safety in existing land-based and air-based vehicles.

[0006] To achieve the above objectives, this utility model adopts the following technical solution: a connecting mechanism upper connector, comprising a first connector body, the first connector body including a pressure-bearing base plate, a transition sleeve, and two wing plates. The thickness of the pressure-bearing base plate is set to 4-12mm. The two wing plates are symmetrically arranged on both sides of the pressure-bearing base plate, and both wing plates are perpendicular to the pressure-bearing base plate. The thickness of the wing plates is set to 3-9mm. Each wing plate includes an integrally formed rectangular portion and a trapezoidal portion. The rectangular portion is fixedly connected to the pressure-bearing base plate, and the rectangular portion and the pressure-bearing base plate are connected by a cross-section. The rectangular part and the inner wall of the pressure base plate are rounded, and the radius of the rounding of the rectangular part and the outer wall of the pressure base plate are larger than the radius of the rounding of the rectangular part and the outer wall of the pressure base plate. The rectangular part and the pressure base plate are of equal length and the height is set to 15-25mm. The trapezoidal part is set as an isosceles trapezoid and the height is set to 50-200mm. Several bolt holes are symmetrically opened on the trapezoidal part, and the spacing between adjacent bolt holes is set to 30-180mm. The transition sleeve is located at the middle of the end of the pressure base plate away from the wing plate. The wing plate, the pressure base plate and the outer wall of the transition sleeve are symmetrically provided with reinforcing ribs.

[0007] The beneficial effects of this design are as follows: The two wing plates are arranged perpendicularly and symmetrically to the bearing base plate, forming a U-shaped, stable load-bearing frame. Combined with the central support structure of the transition sleeve, this allows for the efficient simultaneous transfer of lift, thrust, lateral force, and torsional load generated by the aircraft, avoiding stress concentration in a single direction. The rounded treatment between the rectangular section and the bearing base plate significantly reduces the stress concentration factor. Combined with symmetrically distributed reinforcing ribs, this further optimizes stress distribution, ensuring a continuous load transfer path along the wing plates, bearing base plate, and transition sleeve. This improves overall bending and torsional resistance, extends joint fatigue life, and enhances the overall bending and torsional resistance. The inner wall at the connection of the pressure plate is the core area bearing the load of the first joint body. When the aircraft transmits lift, thrust and torsional loads, the inner wall at the connection between the rectangular part and the pressure plate needs to withstand more complex shear force and compressive stress, which is prone to forming stress superposition peaks. Designing the inner wall rounding radius to be larger than the outer wall can significantly disperse the stress concentration coefficient of the inner wall through a larger arc transition surface, avoiding fatigue crack initiation or plastic deformation caused by excessive local stress. At the same time, the larger rounding radius of the inner wall at the connection between the rectangular part and the pressure plate can match more different models of aircraft frames, increasing the applicability of the first joint body.

[0008] Preferably, as an improvement, the end of the reinforcing rib away from the airfoil is set as a plane, and the plane is parallel to the airfoil. The two ends of the reinforcing rib are symmetrically provided with inclined surfaces, and the inclination angle of the inclined surfaces is set to 20°-70°.

[0009] The beneficial effects are as follows: by symmetrically opening inclined surfaces with an angle of 20°-70° at both ends of the reinforcing rib, the stress concentration coefficient at the connection between the reinforcing rib and the wing plate and the outer wall of the transition sleeve can be significantly reduced, avoiding fatigue cracks caused by stress superposition in traditional right-angled reinforcing ribs. Especially under complex working conditions such as take-off and landing and tilting of the aircraft, it can effectively improve the service life of the first joint body.

[0010] Preferably, as an improvement, the pressure-bearing base plate has a through hole in the middle that matches the transition sleeve.

[0011] Preferably, as an improvement, a fastening plate is provided between the outer wall of the transition sleeve and the pressure-bearing base plate.

[0012] Preferably, as an improvement, the cross-section of the fastening plate is set to a right-angled trapezoid, and the thickness of the fastening plate is set to 2-10mm.

[0013] Preferably, as an improvement, it also includes a boom and a second connector body, the first connector body and the second connector body being connected by the boom.

[0014] Preferably, as an improvement, the transition sleeve and the hanger are set as rectangular square tubes.

[0015] The beneficial effects are as follows: Compared with circular tubes, rectangular square tubes have a more defined multi-directional force-bearing surface, that is, rectangular square tubes have four planar side walls, which allows the load to be evenly distributed to the bearing base plate and wing plate through multiple planes. At the same time, rectangular square tubes have better torsional resistance. When the aircraft turns or the land vehicle bumps and generates torsional loads, the four side walls of the rectangular square tube can work together to resist torsional deformation.

[0016] Preferably, as an improvement, an anti-bending bar is provided between two adjacent sets of upper joints.

[0017] The beneficial effects are as follows: when the aircraft encounters airflow disturbances or the land vehicle experiences bumps during travel, the joints on adjacent connecting mechanisms are prone to relative bending displacement. The anti-bending rod can limit this displacement through its own bending strength, thus suppressing structural deformation.

[0018] Preferably, as an improvement, the bolt hole is set as an oblong hole.

[0019] The beneficial effects are: compared with traditional round holes, elongated holes have a certain adjustment margin in their length direction, which can compensate for the dimensional deviations generated during the processing of the frame of the aircraft and the joints of the connecting mechanism, as well as the alignment deviations during assembly. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural diagram of the connector on the connecting mechanism according to an embodiment of the present utility model; Figure 2This is a three-dimensional structural schematic diagram of the first connector body according to an embodiment of the present utility model; Figure 3 This is a front view of the fastening plate in an embodiment of the present invention; Figure 4 This is a front view of the reinforcing rib in an embodiment of the present invention. Detailed Implementation

[0021] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: 1. First joint body; 2. Second joint body; 3. Hanging rod; 4. Bending rod; 5. Pressure-bearing base plate; 6. Transition sleeve; 7. Wing plate; 8. Rectangular part; 9. Trapezoidal part; 10. Bolt hole; 11. Fastening plate; 12. Aircraft frame; 13. Crossbeam; 14. Through hole; 15. Reinforcing rib.

[0022] Example The basic implementation examples are as follows: Figures 1-4 As shown, Figure 1 The connecting mechanism shown includes a first connector body 1, a second connector body 2, and a lifting rod 3. The first connector body 1 can be fixedly connected to the aircraft frame 12 by bolts, such as... Figure 2 The first connector body 1 shown includes a pressure-bearing base plate 5, a transition sleeve 6, and two wing plates 7. In this embodiment, the first connector body 1 is preferably made of 7075-T7351 high-strength aluminum alloy and is manufactured by five-axis CNC integral milling, effectively avoiding defects caused by welding or splicing, and ensuring the consistency of performance and structural integrity of the first connector body 1. The thickness of the pressure-bearing base plate 5 is set to 4-12mm. In this embodiment, the thickness of the pressure-bearing base plate 5 is set to 9mm to ensure stable transmission of gravity load during flight and to prevent deformation or damage to the pressure-bearing base plate 5 due to insufficient strength. The two wing plates 7 are symmetrically arranged on the left and right sides of the pressure-bearing base plate 5, and both wing plates 7 are perpendicular to the pressure-bearing base plate 5. The thickness of the wing plates 7 is set to 3-9mm. In this embodiment, the thickness of the wing plates 7 is set to 6mm to maintain a certain strength and rigidity, and to withstand the load during lateral flight of the aircraft. Figure 3The flange 7 shown includes an integrally formed rectangular portion 8 and a trapezoidal portion 9. The rectangular portion 8 is perpendicularly connected to the bearing base plate 5. The rectangular portion 8 and the bearing base plate 5 are rounded. The rounding allows for smoother load transfer at abrupt changes in cross-section, preventing stress concentration caused by shape changes, ensuring the strength and fatigue life of the transferred parts, and making the direction of shear and tensile force transmission during bolt connection more reasonable, thus improving connection efficiency. The rounding radius of the inner wall of the rectangular portion 8 and the bearing base plate 5 is larger than that of the outer wall of the rectangular portion 8 and the bearing base plate 5. The rectangular portion 8 and the bearing base plate 5 have the same length and a height of 15-25mm. The trapezoidal portion 9 is an isosceles trapezoid with a height of 50-200mm. In this embodiment, the height of the rectangular portion 8 is set to 20mm, and the height of the trapezoidal portion 9 is set to... The trapezoidal portion 9, with a diameter of 150mm, provides a reasonable distribution space for the bolt holes 10, ensuring the connection length and initial rigidity of the wing plate 7, while reducing the material usage of the first joint body 1. The trapezoidal portion 9 is symmetrically provided with several bolt holes 10, with the spacing between adjacent bolt holes 10 set to 30-180mm. In this embodiment, the spacing between adjacent bolt holes 10 is set to 100mm to ensure uniform bolt stress and prevent the wing plate 7 from being crushed due to unreasonable bolt hole spacing design. Of course, the bolt holes 10 can be designed as elongated holes, allowing for adjustment of the docking position within a certain range during installation to compensate for processing and assembly errors, reduce assembly stress caused by positional deviations, and further improve docking accuracy. The wing plate 7 is fixedly connected to the aircraft frame 12 through the cooperation of locking bolts and bolt holes 10. Figure 4 The radius of the rounding between the rectangular portion 8 and the inner wall of the pressure base plate 5 is set to 5-20mm, and the radius of the rounding between the rectangular portion 8 and the outer wall of the pressure base plate 5 is set to 3-12mm. In this embodiment, the radius of the rounding between the rectangular portion 8 and the inner wall of the pressure base plate 5 is set to 15mm, and the radius of the rounding between the rectangular portion 8 and the outer wall of the pressure base plate 5 is set to 6mm. During the assembly process of the aircraft body and the upper connector, the inner wall of the rectangular portion 8 and the pressure base plate 5 needs to contact the aircraft frame 12. By rounding the inner wall of the rectangular portion 8 and the pressure base plate 5 with a large radius, the flexible transition space of the contact surface can be increased. Even if there are minor errors when assembling the aircraft frame 12 and the first connector body 1, the stress generated by the assembly can be buffered by the large arc surface, avoiding structural damage caused by hard contact. Figure 2 The transition sleeve 6 shown is integrally formed in the lower middle part of the pressure base plate 5. Both the transition sleeve 6 and the lifting rod 3 are rectangular tubes. A through hole 14 matching the transition sleeve 6 is opened in the middle of the pressure base plate 5, and the lifting rod 3 can be inserted into the through hole 14. When the lifting rod 3 is inserted into the through hole 14, the outer wall of the lifting rod 3 fits tightly with the inner wall of the transition sleeve 6 and the through hole 14, so that the transition sleeve 6 and the pressure base plate 5 form a radial constraint on the lifting rod 3, which can effectively resist the torsional load and lateral force when the aircraft turns, and avoid plastic deformation due to load concentration at the connection between the transition sleeve 6 and the pressure base plate 5. Figure 4 The wing plate 7, the pressure-bearing base plate 5, and the transition sleeve 6 shown all have reinforcing ribs 15 integrally formed at both ends. The thickness of the reinforcing ribs 15 is set to 2-10mm. In this embodiment, the thickness of the reinforcing ribs 15 is set to 8mm. The end of the reinforcing ribs 15 away from the wing plate 7 is set as a plane, and this plane is parallel to the wing plate 7. The upper and lower ends of the reinforcing ribs 15 are symmetrically provided with inclined surfaces. The inclination angle of the inclined surfaces is set to 20-70°. In this embodiment, the inclination angle of the inclined surfaces is set to 40°. Figure 3 A fastening plate 11 is integrally formed between the outer wall of the transition sleeve 6 and the pressure base plate 5. The cross section of the fastening plate 11 is set as a right trapezoid, and the thickness of the fastening plate 11 is set as 2-10mm. In this embodiment, the thickness of the fastening plate 11 is set as 8mm. The right trapezoidal fastening plate 11, the transition sleeve 6, and the pressure base plate 5 form a triangular support structure, which can evenly distribute the axial load and torsional load borne by the transition sleeve 6 to the pressure base plate 5 through the trapezoidal inclined surface, and then transfer it to the wing plate 7 and the airframe 12.

[0023] A connecting mechanism upper connector further includes a lifting rod 3 and a second connector body 2. The second connector body 2 has the same structure as the first connector body 1 but different dimensions, such as... Figure 1 The second connector body 2 shown can be fixedly connected to the crossbeam 13 of the land vehicle by bolts. The first connector body 1 and the second connector body 2 are connected by a hanger 3, as shown. Figure 3 The transition sleeve 6 shown has several bolt holes 10 at both its front and rear ends. In this embodiment, the bolt holes 10 at the same end of the transition sleeve 6 are four. Both ends of the lifting rod 3 have bolt holes 10 that match those of the transition sleeve 6. After the end of the lifting rod 3 is inserted into the transition sleeve 6, it is fixedly connected to the fixed sleeve by bolts. In this embodiment, as shown... Figure 1 The angle between the fastening plate 11 of the first connector body 1 and the fastening plate 11 of the second connector body 2 is 90°. The installation direction of the fastening plate 11 of the first connector body 1 is parallel to the vehicle body axis of the land vehicle, so that the fastening plate 11 of the first connector body 1 mainly bears the traction force along the vehicle body axis of the land vehicle during the flight phase and the driving phase of the land vehicle. The installation direction of the fastening plate 11 of the second connector body 2 is perpendicular to the vehicle body axis of the land vehicle, so that the fastening plate 11 of the second connector body 2 mainly bears the lateral force and steering torque under turning conditions when the land vehicle is driving. The two work together to achieve full-dimensional coverage of multi-directional complex loads.

[0024] like Figure 1A bending resistance bar 4 is provided between two adjacent sets of upper joints. In this embodiment, four bending resistance bars 4 are provided. The left end of the bending resistance bar 4 is fixedly connected to the wing plate 7 of the second joint body 2 by bolts, and the right end of the bending resistance bar 4 is fixedly connected to the fastening plate 11 of the adjacent first joint body 1 by bolts. After one of the bending resistance bars 4 rotates 90° around the rotation axis, it can coincide with the adjacent bending resistance bar 4, thereby realizing the force transmission path of the upper joint of the second joint body 2, the bending resistance bar 4, and the first joint body 1 across the upper joint of the connecting mechanism. This path can quickly transfer the local load borne by a single first joint body 1 or second joint body 2 to the adjacent second joint body 2 or first joint body 1. That is, it can quickly transfer the local load borne by a single upper joint of the connecting mechanism to the adjacent upper joint of the connecting structure, avoiding fatigue failure of a single upper joint of the connecting mechanism due to load concentration.

[0025] The outer surfaces of the first connector body 1 and the second connector body 2 can be anodized or coated with Al2O3 special ceramic. High-strength titanium alloy gaskets or polytetrafluoroethylene bushings are provided between the first connector body 1, the second connector body 2 and the flight frame 12 to avoid indentation or wear on the flight frame 12 under long-term vibration and load, thereby extending the service life of the flight body.

[0026] The specific implementation process is as follows: When connecting the aircraft and the land vehicle using the upper connector of the connecting mechanism, the four first connecting bodies and the four second connecting bodies are respectively connected to the four corners of the aircraft frame 12 and the land vehicle crossbeam 13. Then, the wing plates 7 of the first connecting bodies and the wing plates 7 of the second connecting bodies are fixedly connected to the aircraft frame 12 and the land vehicle crossbeam 13 respectively using bolts, ensuring that each wing plate 7 and the pressure-bearing base plate 5 are tightly fitted to the outer wall of the aircraft frame 12 or the land vehicle crossbeam 13. Then, the four lifting rods 3 are respectively inserted into the transition sleeves 6 and through holes 14 of the corresponding first connecting bodies and second connecting bodies, and the transition sleeves 6 are fixedly connected to the lifting rods 3 using bolts. Finally, the four anti-bending rods 4 are fixedly installed between two adjacent upper connectors of the connecting mechanism using bolts, thereby achieving a reliable fixed connection between the aircraft and the land vehicle.

[0027] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A connector on a connecting mechanism, characterized in that: The first joint body includes a pressure-bearing base plate, a transition sleeve, and two wing plates. The thickness of the pressure-bearing base plate is 4-12mm. The two wing plates are symmetrically arranged on both sides of the pressure-bearing base plate and are perpendicular to the pressure-bearing base plate. The thickness of the wing plates is 3-9mm. Each wing plate includes an integrally formed rectangular part and a trapezoidal part. The rectangular part is fixedly connected to the pressure-bearing base plate and is rounded. The rounding radius of the rectangular part and the inner wall of the pressure-bearing base plate is greater than the rounding radius of the rectangular part and the outer wall of the pressure-bearing base plate. The rectangular part and the pressure-bearing base plate have the same length and a height of 15-25mm. The trapezoidal part is an isosceles trapezoid with a height of 50-200mm. The trapezoidal part is symmetrically provided with several bolt holes, and the spacing between adjacent bolt holes is 30-180mm. The transition sleeve is located at the middle of the end of the pressure-bearing base plate away from the wing plates. The outer walls of the wing plates, the pressure-bearing base plate, and the transition sleeve are symmetrically provided with reinforcing ribs.

2. The connector on the connecting mechanism according to claim 1, characterized in that: The end of the reinforcing rib furthest from the airfoil is set as a plane, and the plane is parallel to the airfoil. The two ends of the reinforcing rib are symmetrically provided with inclined surfaces, and the inclination angle of the inclined surfaces is set to 20°-70°.

3. The connector on the connecting mechanism according to claim 2, characterized in that: The pressure-bearing base plate has a through hole in the middle that matches the transition sleeve.

4. The connector on the connecting mechanism according to claim 3, characterized in that: A fastening plate is provided between the outer wall of the transition sleeve and the pressure-bearing base plate.

5. The connector on the connecting mechanism according to claim 4, characterized in that: The cross-section of the fastening plate is set as a right-angled trapezoid, and the thickness of the fastening plate is set as 2-10mm.

6. The connector on the connecting mechanism according to claim 5, characterized in that: It also includes a boom and a second connector body, the first connector body and the second connector body being connected by the boom.

7. The connector on the connecting mechanism according to claim 6, characterized in that: The transition sleeve and hanger are set as rectangular square tubes.

8. The connector on the connecting mechanism according to claim 7, characterized in that: Anti-bending rods are provided between two adjacent sets of upper joints.

9. The connector on the connecting mechanism according to claim 8, characterized in that: The bolt holes are designed as oblong holes.

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