Locking mechanism, land vehicle and traffic device

Abstract

This application discloses a locking mechanism, a land vehicle, and transportation equipment, relating to the field of flying car technology. The locking mechanism includes a support assembly, a drive unit, a lock, and a gear set. The drive unit is mounted on the support assembly and has an output shaft connected to a first gear. The lock has teeth. The gear set is located between the drive unit and the lock, meshing with the first gear and the teeth to drive the lock to rotate. The technical solution of this application provides a gear set between the drive unit and the lock. The gear set is connected to the first gear of the drive unit and to the lock. When problems occur at the connection between the drive unit and the lock, the problem can be solved by replacing the gear set, reducing the need to disassemble the drive unit and the lock, and making maintenance more convenient.

Description

Technical Field

[0001] This application relates to the field of flying car technology, and in particular to a locking mechanism, a land vehicle, and transportation equipment. Background Technology

[0002] Flying cars have always been a key research area, and with the development of pure electric vertical takeoff and landing aircraft, flying cars have ushered in a new research boom. Flying cars possess both flying and land-based functions, and they come in many forms. One form of flying car decouples the land and flight scenarios. It consists of two parts: a land-based body (also known as a land vehicle) and an aircraft. The land-based body can drive on the road like a car, while the aircraft flies in the sky when needed. At the same time, the land-based body can also be combined with the aircraft to form a complete flying car.

[0003] In existing technologies, the aircraft's connection mechanism must connect to the locking mechanism of the landmass to pull the aircraft into the landmass. However, because existing technologies use a direct connection between the locking mechanism and the drive unit, problems at the connection point often require disassembling and removing both the drive unit and the locking mechanism from the support. Since there are many screws securing the drive unit and numerous components in the locking mechanism, the disassembly process is cumbersome, leading to inconvenience in maintenance and reassembly. Utility Model Content

[0004] The main purpose of this application is to provide a locking mechanism, land vehicle and transportation equipment, which addresses the problem of inconvenient maintenance and disassembly caused by the existing technology of directly connecting the lock to the drive unit.

[0005] To achieve the above objectives, the locking mechanism proposed in this application includes:

[0006] Support assembly;

[0007] A drive device is disposed on the bracket assembly, the drive device having an output shaft connected to a first gear;

[0008] A locking element, rotatably mounted to the bracket assembly, the locking element being rotatable relative to the bracket assembly to a limited position or an unlocked position, the locking element being provided with teeth; and

[0009] A gear set is disposed between the drive device and the locking member, and the gear set meshes with the first gear and the toothed portion to drive the locking member to rotate.

[0010] This application also proposes a land vehicle including a locking mechanism.

[0011] This application also proposes a transportation device including an aircraft and a land vehicle, the aircraft being carried by the land vehicle, the aircraft being provided with a connecting mechanism that is locked to the locking element.

[0012] The technical solution of this application sets a gear set between the drive device and the lock. The gear set is connected to the first gear of the drive device and to the lock. When a problem occurs at the connection between the drive device and the lock, it can be solved by replacing the gear set, reducing the need to disassemble the drive device and the lock, and making maintenance more convenient. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0014] Figure 1 A schematic diagram of the structure of an embodiment of the transportation equipment provided in this application;

[0015] Figure 2 A bottom view of an embodiment of the transportation equipment provided in this application;

[0016] Figure 3 A three-dimensional structural schematic diagram of an embodiment of the locking mechanism provided in this application;

[0017] Figure 4 A partial cross-sectional view of an embodiment of the locking mechanism provided in this application from another perspective;

[0018] Figure 5 A schematic diagram showing the connection of the driving device, gear set, and locking element in one embodiment of the locking mechanism provided in this application;

[0019] Figure 6 A schematic diagram of the structure of the locking member when rotated to the unlocked position in one embodiment of the locking mechanism provided in this application;

[0020] Figure 7 A schematic diagram of the structure of the locking member when it is rotated to the limit position in one embodiment of the locking mechanism provided in this application.

[0021] Figure 8 An exploded view of an embodiment of the locking mechanism provided in this application;

[0022] Figure 9 A schematic diagram of the cover installation in another embodiment of the locking mechanism provided in this application;

[0023] Figure 10 A schematic diagram of the installation of the protective shell in another embodiment of the locking mechanism provided in this application.

[0024] Explanation of icon numbers:

[0025] 3000, Transportation equipment;

[0026] 2000, Aircraft; 2001, Connecting mechanism;

[0027] 1000. Land vehicles;

[0028] 1001. Locking mechanism;

[0029] 1010, Support assembly; 1011, Support body; 1012, First side; 1013, Second side; 1014, Receiving body; 1015, Limiting groove; 1016, Receiving groove; 1017, Positioning groove; 1018, Protrusion;

[0030] 1020. Drive unit; 1021. Main body; 1022. First gear;

[0031] 1030, Locking component; 1031, Tooth section; 1032, Unlocking section; 1033, First slot; 1034, Limiting section; 1035, Second slot; 1036, Limiting space;

[0032] 1040. Gear set; 1041. Second gear; 1042. Third gear; 1043. Fourth gear; 1044. Rotating shaft;

[0033] 1050, Position sensor;

[0034] 1060, Cover; 1070, Protective shell.

[0035] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0036] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0037] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0038] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0039] Reference Figure 1 and Figure 2 In one embodiment of this application, the vehicle includes a land vehicle 1000 and an aircraft 2000. The land vehicle 1000 is used for driving on the ground, and the aircraft 2000 is used for flying in the air after detaching from the land vehicle 1000. The aircraft 2000 and the land vehicle 1000 can be combined and separated. Figure 1 As shown, when the aircraft 2000 is combined with the land vehicle 1000, the land vehicle 1000 can carry the aircraft 2000; when the aircraft 2000 is separated from the land vehicle, the aircraft 2000 can fly independently detached from the land vehicle, and the land vehicle 1000 can travel independently detached from the aircraft 2000.

[0040] In some implementations, the aircraft 2000 may be an aircraft 2000 powered by conventional energy sources such as fuel, or it may be an aircraft 2000 such as a hybrid electric aircraft 2000, a pure electric aircraft 2000, or a fuel cell electric aircraft 2000.

[0041] In some embodiments, the land vehicle 1000 can be a vehicle powered by conventional energy sources such as gasoline or diesel, or it can be a hybrid electric vehicle, a pure electric vehicle, or a fuel cell electric vehicle. The land vehicle 1000 may have a camouflage compartment on its body, which is suitable for accommodating the aircraft 2000.

[0042] In some embodiments, the land vehicle 1000 can be detachably locked to the aircraft 2000 via a locking mechanism 1001. (See reference...) Figure 2The land vehicle 1000 is equipped with a locking mechanism 1001, and the aircraft 2000 is equipped with a connecting mechanism 2001. The locking mechanism 1001 is used to detachably lock with the connecting mechanism 2001. For example, when the aircraft 2000 needs to be combined with the land vehicle 1000, the locking mechanism 1001 can lock the aircraft 2000 and the land vehicle 1000 together through the connecting mechanism 2001. The locking mechanism 1001 is connected to the land vehicle 1000, and the connecting mechanism 2001 is located on the aircraft 2000, which reduces the added load on the aircraft 2000 caused by the weight of the locking mechanism 1001.

[0043] In some implementations, refer to Figure 3 The locking mechanism 1001 includes a bracket assembly 1010. The bracket assembly 1010 can be slidably installed into a compartment within the body of the land vehicle 1000, and a portion of the bracket assembly 1010 can slide out of the compartment. The bracket assembly 1010 can also be telescopic, allowing it to extend out of the compartment.

[0044] In some implementations, refer to Figure 3 , Figure 6 and Figure 7 The locking mechanism 1001 further includes a drive device 1020 and a locking member 1030. The drive device 1020 is disposed on the bracket assembly 1010, and the locking member 1030 is rotatably mounted on the bracket assembly 1010. The drive device 1020 can be a motor or a cylinder to provide driving force to the locking member 1030. The locking member 1030 is mounted on the bracket assembly 1010 and can rotate relative to the bracket assembly 1010 to a limited position or an unlocked position. In some embodiments, the locking member 1030 may be generally annular. The locking member 1030 is rotatably mounted on the bracket assembly 1010 and can rotate relative to the bracket assembly 1010 to a limited position or an unlocked position. When the locking member 1030 rotates to the limit position on the bracket assembly 1010, the locking member 1030 is in a locked state, thereby locking the connecting mechanism 2001 onto the bracket assembly 1010; when the locking member 1030 rotates to the limit position in the opposite direction on the bracket assembly 1010, the locking member 1030 is in an unlocked state, and the connecting mechanism 2001 can be disengaged from the bracket assembly 1010.

[0045] Because the existing technology uses a direct connection between the locking element 1030 and the driving device 1020, the driving torque of the driving device 1020 has a significant impact on the locking element 1030 during the design phase. If the driving torque of the driving device 1020 is set too high, the torque of the locking element 1030 will be too large, and the locking speed of the locking element 1030 will be too slow, affecting the subsequent locking of the locking element 1030 into the connecting mechanism 2001. Conversely, if the driving torque of the driving device 1020 is set too low, the torque of the locking element 1030 will be too small, and the locking element 1030 may easily jam during rotation due to insufficient torque, thus preventing the locking element 1030 from locking the connecting mechanism 2001. Therefore, in the design phase of the existing technology, it is often necessary to repeatedly replace the driving device 1020 and the locking element 1030 to find a locking element 1030 with a suitable torque, which is very cumbersome and time-consuming.

[0046] In some implementations, refer to Figure 3 , Figure 4 and Figure 5 The locking mechanism 1001 of this application also includes a gear set 1040, which is disposed between the drive device 1020 and the locking member 1030. The speed ratio between the gears on the gear set 1040 and the locking member 1030 can be different, thereby amplifying or reducing the driving torque of the drive device 1020 through the gear set 1040. Specifically, the drive device 1020 has an output shaft, and the output shaft is connected to a first gear 1022; the locking member 1030 has a toothed portion 1031, and the gear set 1040 meshes with the first gear 1022 and the toothed portion 1031 to drive the locking member 1030 to rotate. The gear set 1040 of this application is disposed between the drive device 1020 and the locking member 1030. The gear set 1040 is connected to the first gear 1022 of the drive device 1020 and to the locking member 1030 to amplify or reduce the driving torque of the drive device 1020, thereby reducing or increasing the torque of the locking member 1030. This eliminates the need to repeatedly replace the drive device 1020 and the locking member 1030, making operation more convenient. Furthermore, during maintenance, only the gear set 1040 can be replaced, without removing the entire drive device 1020 and the locking member 1030 from the bracket assembly 1010, making maintenance even more convenient.

[0047] The gear set 1040 may include one or more gears. When the gear set 1040 has only one gear, this gear is located between the output shaft of the drive device 1020 and the locking member 1030. The diameter of this gear can be larger or smaller than the diameter of the locking member 1030 to amplify or reduce the driving torque of the drive device 1020, thereby reducing or increasing the torque of the locking member 1030. The gear set 1040 may also include multiple gears, which are meshed together, and the diameters of the multiple gears can be set to different sizes to effectively amplify or reduce the driving torque of the drive device 1020.

[0048] In some implementations, refer to Figure 3 , Figure 4 and Figure 5 The gear set 1040 includes a second gear 1041, a third gear 1042, and a fourth gear 1043. The second gear 1041 is meshed with the first gear 1022; the fourth gear 1043 is meshed with the lock 1030; the third gear 1042 is meshed with the second gear 1041 and rotatably connected to the fourth gear 1043. In some embodiments, the first gear 1022, the second gear 1041, the third gear 1042, and the fourth gear 1043 can be configured as gears of different diameters to flexibly adjust the speed ratio between each gear, facilitating the adjustment of the torque of the lock 1030 during the design phase of the lock 1030.

[0049] In some embodiments, the gear set 1040 is configured as a reduction gear set. The first gear 1022 is connected to the output shaft of the drive device 1020 to achieve first-stage reduction; the first gear 1022 is meshed with the second gear 1041, and the second gear 1041 is connected to the third gear 1042. The diameters of the first gear 1022, the second gear 1041, and the third gear 1042 can be increased sequentially to achieve second-stage reduction, thereby amplifying the driving torque of the drive device 1020.

[0050] In another embodiment, the diameters of the first gear 1022, the second gear 1041, and the third gear 1042 can be set to decrease sequentially to achieve speed increase and thereby reduce the driving torque of the drive device 1020.

[0051] Furthermore, because the gear set 1040 has a large number of gears, if the gear set 1040 is placed on the same side of the support assembly 1010 as the drive device 1020 and the locking member 1030, the gear set 1040 occupies a lot of space. This results in the support assembly 1010 needing a larger area, which in turn makes the support assembly 1010 occupy too much space in the vehicle body of the land vehicle 1000, making the structure not compact enough. Therefore, in some embodiments, the support assembly 1010 has a support body 1011, which has a first side 1012 and a second side 1013 arranged opposite to each other. The drive device 1020 and the locking member 1030 are located on the first side 1012 of the support body 1011, and the gear set 1040 is located on the second side 1013 of the support body 1011. This reduces the amount of space occupied by the gear set 1040 on the first side 1012 of the support body 1011, thereby effectively utilizing the space of the first side 1012 and the second side 1013 of the support body 1011. The support body 1011 can be configured as a plate structure to mount the gear set 1040, drive device 1020, and locking member 1030 onto the support body 1011. In some embodiments, the first gear 1022, the second gear 1041, and the third gear 1042 of the gear set 1040 are all located on the second side 1013 of the support assembly 1010, and the drive device 1020 is located on the first side 1012 of the support body 1011. To connect the drive unit 1020 to the first gear 1022, the drive unit 1020 also includes a body portion 1021. The body portion 1021 and the locking member 1030 are located on the first side 1012 of the bracket body 1011. The first gear 1022 is located on the second side 1013 of the bracket body 1011. The output shaft of the body portion 1021 passes through the bracket assembly 1010 and is connected to the first gear 1022, so that the output shaft can be connected to the first gear 1022, and the first gear 1022 can rotate relative to the body portion 1021. The drive unit 1020 located on the first side 1012 of the bracket assembly 1010 is connected to the first gear 1022 located on the first side 1012 of the bracket assembly 1010 through the output shaft of the body portion 1021. The rotation of the first gear 1022 drives the second gear 1041 and the third gear 1042 to rotate.

[0052] Furthermore, in order to connect the locking member 1030 located on the first side 1012 of the bracket assembly 1010 to the gear set 1040 located on the second side 1013 of the bracket assembly 1010, the fourth gear 1043 of the gear set 1040 can be disposed on the first side 1012 of the bracket body 1011, and then the fourth gear 1043 can be connected to the third gear 1042 of the gear set 1040, thereby connecting the locking member 1030 to the gear set 1040. In this way, the driving torque of the drive device 1020 is amplified by the first gear 1022, the second gear 1041, and the third gear 1042, and then drives the locking member 1030 to rotate via the fourth gear 1043. The drive unit 1020, lock 1030, and fourth gear 1043 of this application are located on the first side 1012 of the support body 1011, and the drive unit 1020 can be laid flat, thereby effectively utilizing the space on the first side 1012 of the support body 1011; the first gear 1022, second gear 1041, and third gear 1042 of the gear set 1040 are located on the second side 1013 of the support body 1011, thereby effectively utilizing the space on the second side 1013 of the support body 1011, resulting in a compact structure. Furthermore, the fourth gear 1043 is equipped with a rotating shaft 1044, which passes through the support body 1011 and is rotatably connected to the third gear 1042.

[0053] In some embodiments, the locking member 1030 is provided with a toothed portion 1031, which can be located on the outer or inner periphery of the locking member 1030. If the toothed portion 1031 of the locking member 1030 is located on the inner periphery of the locking member 1030, the fourth gear 1043 needs to be located inside the locking member 1030 and mesh with the toothed portion 1031 on the inner periphery of the locking member 1030. The diameter of the fourth gear 1043 is smaller than the diameter of the locking member 1030, thereby increasing the torque of the locking member 1030. Conversely, if the toothed portion 1031 of the locking member 1030 is located on the outer periphery of the locking member 1030, the fourth gear 1043 can be located outside the locking member 1030 and mesh with the toothed portion 1031 on the outer periphery of the locking member 1030. The diameter of the fourth gear 1043 is larger than the diameter of the locking member 1030, thereby reducing the torque of the locking member 1030.

[0054] In some implementations, refer to Figures 3 to 8The support assembly 1010 also includes a receiving body 1014, which is disposed on the support body 1011. The receiving body 1014 has a limiting groove 1015 and a receiving groove 1016, which communicate with each other. A locking member 1030 is rotatably mounted in the limiting groove 1015, and a fourth gear 1043 is received in the receiving groove 1016. The fourth gear 1043 and the locking member 1030 are received within the receiving body 1014, and both can rotate within it. Thus, by receiving the fourth gear 1043 and the locking member 1030 within the receiving body 1014, not only is the fourth gear 1043 protected from wear by other components, but the locking member 1030 is also prevented from detaching from the support body 1011. (Refer to...) Figure 3 and Figure 6 The drive unit 1020 operates and drives the fourth gear 1043 to rotate clockwise in the receiving groove 1016, thereby driving the locking member 1030 to rotate counterclockwise. This causes the limiting section 1034 of the locking member 1030 to retract into the limiting groove 1015 and rotate to the unlocked position. The locking member 1030 is now in the unlocked state, allowing the connecting mechanism 2001 on the aircraft 2000 to disengage from the locking member 1030, thus successfully unlocking the aircraft. (Refer to...) Figure 7 The fourth gear 1043 and the locking member 1030 are respectively housed in the receiving groove 1016 and the limiting groove 1015 of the receiving body 1014. The driving device 1020 operates and drives the fourth gear 1043 to rotate counterclockwise in the receiving groove 1016, thereby driving the locking member 1030 to rotate clockwise, so that the limiting section 1034 of the locking member 1030 can extend out of the limiting groove 1015 and rotate to the limiting position, and the locking member 1030 can lock the connecting mechanism 2001.

[0055] Furthermore, the support assembly 1010 of this application does not integrate the support body 1011 and the housing 1014 into a single structure. Instead, the support body 1011 and the housing 1014 are separately disposed, with the housing 1014 mounted on the support body 1011. This allows the support body 1011 and the housing 1014 to be made of different materials, undergo different heat treatments, and have different surface treatments. In particular, the housing 1014 can be manufactured using a heat treatment hardening process to improve its wear resistance and strength.

[0056] In some implementations, refer to Figures 6 to 8In order to monitor the locking member 1030 and detect whether it is in an unlocked or locked state, the locking mechanism 1001 also includes a position sensor 1050. The housing 1014 is provided with a positioning groove 1017, and the position sensor 1050 is housed in the positioning groove 1017. The position sensor 1050 can be used to detect the locking member 1030 in a limited position or an unlocked position, so as to sense that the locking member 1030 has rotated to the limited position or to the unlocked position, and thus detect whether the locking member 1030 is in an unlocked or locked state.

[0057] In some embodiments, to prevent the locking element 1030 from rotating excessively, exceeding the unlocking position or the limit position, which would cause the locking element 1030 to fail to unlock or lock, refer to... Figure 3 , Figure 6 and Figure 7 The housing 1014 is also provided with a protrusion 1018, and the locking member 1030 includes an unlocking section 1032 and a limiting section 1034. The unlocking section 1032 is provided with a first slot 1033, and the limiting section 1034 is provided with a second slot 1035. When the locking member 1030 is rotated to the unlocked position, the protrusion 1018 abuts against the first slot 1033, and the unlocking section 1032 abuts against the housing 1014; when the locking member 1030 is rotated to the limiting position, the protrusion 1018 abuts against the second slot 1035, and the limiting section 1034 abuts against the housing 1014. Specifically, when the limiting segment 1034 or unlocking end of the locking member 1030 abuts against the protrusion 1018, the protrusion 1018 can prevent the locking member 1030 from continuing to rotate clockwise or counterclockwise, thereby positioning the locking member 1030 in the limiting or unlocking position and preventing the locking member 1030 from rotating excessively or exceeding the unlocking or limiting position. This facilitates the locking member 1030 engaging the connecting mechanism 2001 or facilitates the connecting mechanism 2001 disengaging from the engaging mechanism 1001. The protrusion 1018 provided in the housing 1014 not only serves as a mechanical locking mechanism but also prevents the locking member 1030 from rotating excessively, which could lead to frequent damage to the position sensor 1050. The first slot 1033 and the second slot 1035 of the lock 1030 are both set to correspond to the shape of the protrusion 1018. The protrusion 1018 can be a square protrusion 1018 or a semi-circular protrusion 1018, etc. The shape of the first slot 1033 and the shape of the second slot 1035 can be set to square or semi-circular, etc.

[0058] In some implementations, refer to Figure 6 and Figure 7The positioning groove 1017 of the housing 1014 can be aligned with the protrusion 1018, and the positioning sensor 1050 is housed in the positioning groove 1017. When the limiting segment 1034 of the locking member 1030 abuts against the protrusion 1018, the limiting segment 1034 is located between the positioning sensor 1050 and the protrusion 1018. The positioning sensor 1050 can sense the limiting segment 1034 and thus detect that the locking member 1030 is in the locked state. When the unlocking segment 1032 of the locking member 1030 abuts against the protrusion 1018, the unlocking segment 1032 is located between the positioning sensor 1050 and the protrusion 1018. The positioning sensor 1050 can sense the unlocking segment 1032 and thus detect that the locking member 1030 is in the unlocked state. In this way, only one positioning sensor 1050 is needed to monitor whether the locking member 1030 is in the unlocked state or the locking member 1030 is in the locked state.

[0059] Specifically, refer to Figure 7 The drive unit 1020 operates and drives the fourth gear 1043 to rotate counterclockwise in the receiving groove 1016, thereby driving the locking member 1030 to rotate clockwise. When the locking member 1030 rotates to the limit position, the limit segment 1034 extends out of the limit groove 1015, and the limit segment 1034 of the locking member 1030 abuts against the protrusion 1018; the inner ring surface of the limit segment 1034 and the support body 1011 together form the limit space 1036. The limit segment 1034 is located between the position sensor 1050 and the protrusion 1018. The position sensor 1050 can sense the limit segment 1034, thereby detecting that the locking member 1030 is in the locked state, and the connecting mechanism 2001 on the aircraft 2000 can be locked within the limit space 1036 formed by the inner ring surface of the limit segment 1034 and the support assembly 1010.

[0060] Reference Figure 6 The drive unit 1020 operates and drives the fourth gear 1043 to rotate clockwise in the receiving groove 1016, thereby driving the lock 1030 to rotate counterclockwise. When the lock 1030 rotates to the unlocked position, the limiting section 1034 of the lock 1030 retracts into the limiting groove 1015, and the unlocking section 1032 of the lock 1030 abuts against the protrusion 1018. The unlocking section 1032 is located between the position sensor 1050 and the protrusion 1018. The position sensor 1050 can sense the unlocking section 1032 and thus detect that the lock 1030 is in the unlocked state. The connecting mechanism 2001 on the aircraft 2000 can disengage from the limiting space 1036.

[0061] In some implementations, refer to Figure 8 , Figure 9 and Figure 10To protect the gear set 1040 and the locking element 1030, the locking mechanism 1001 also includes a cover 1060 and a protective shell 1070. The cover 1060 is detachably mounted on the housing 1014; the protective shell 1070 is detachably mounted on the bracket 1011, and the first gear 1022, the second gear 1041, and the third gear 1042 are housed within the protective shell 1070. Both the protective shell 1070 and the cover 1060 are detachable, allowing them to be removed from the housing 1014 during maintenance of the locking element 1030 and the gear set 1040, reducing maintenance difficulty and costs. In some embodiments, the protective shell 1070 is screwed onto the second side 1013 of the bracket and covers the first gear 1022, the second gear 1041, and the third gear 1042. When maintenance is required on the first gear 1022, the second gear 1041, and the third gear 1042, simply unscrewing the screws on the protective shell 1070 allows for repair. In some embodiments, the cover 1060 is also screwed onto the housing 1014, covering the fourth gear 1043 and the locking member 1030. The cover 1060 is located on the first side 1012 of the bracket. When maintenance is required on the locking member 1030 and the fourth gear 1043, simply unscrewing the screws on the cover 1060 allows for repair.

[0062] Furthermore, both the protective shell 1070 and the cover 1060 can be made of transparent material so that the operation of the lock 1030 and the gear set 1040 can be observed through the protective shell 1070 and the cover 1060.

[0063] Furthermore, the cover 1060 does not cover the limiting space 1036 formed by the inner ring surface of the limiting section 1034 and the bracket assembly 1010, so that the connecting mechanism 2001 can smoothly enter the limiting space 1036, thus avoiding the situation where the cover 1060 blocks the connecting mechanism 2001 from entering the limiting space 1036, causing the connecting mechanism 2001 and the locking mechanism 1001 to fail to lock.

[0064] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A locking mechanism, characterized in that, include: Support assembly; A drive device is disposed on the bracket assembly, the drive device having an output shaft connected to a first gear; A locking element, rotatably mounted on the bracket assembly, the locking element being rotatable relative to the bracket assembly to a limited position or an unlocked position, the locking element being provided with teeth; as well as A gear set is disposed between the drive device and the locking member, and the gear set meshes with the first gear and the toothed portion to drive the locking member to rotate.

2. The locking mechanism as described in claim 1, characterized in that, The gear set includes a second gear, a third gear, and a fourth gear. The second gear meshes with the first gear; the fourth gear meshes with the locking element; the third gear meshes with the second gear and is connected to the fourth gear.

3. The locking mechanism as described in claim 2, characterized in that, The bracket assembly has a bracket body with a first side and a second side disposed opposite to each other. The drive device further includes a body part, which is located on the first side of the bracket body along with the locking member. The first gear is located on the second side of the bracket body. The output shaft of the body part passes through the bracket assembly and is connected to the first gear.

4. The locking mechanism as described in claim 3, characterized in that, The fourth gear and the locking element are located on the first side of the bracket body, the second gear and the third gear are located on the second side of the bracket body, and the fourth gear is equipped with a rotating shaft that passes through the bracket body and is rotatably connected to the third gear.

5. The locking mechanism as described in claim 3, characterized in that, The teeth are located on the outer periphery of the lock.

6. The locking mechanism as described in any one of claims 3 to 5, characterized in that, The bracket assembly further includes a receiving body, which is disposed on the bracket body and has a limiting groove and a receiving groove. The limiting groove is connected to the receiving groove, the locking member is rotatably assembled in the limiting groove, and the fourth gear is received in the receiving groove.

7. The locking mechanism as described in claim 6, characterized in that, The locking mechanism further includes a positioning sensor. The housing is provided with a positioning groove. The positioning sensor is housed in the positioning groove and is used to detect the lock member in the limiting position or the unlocking position, so as to sense that the lock member has rotated to the limiting position or the unlocking position.

8. The locking mechanism as described in claim 6, characterized in that, The receiving body is also provided with a protrusion, and the locking component includes an unlocking section and a limiting section. The unlocking section is provided with a first slot, and the limiting section is provided with a second slot. When the lock is rotated to the unlock position, the protrusion abuts against the first slot, and the unlocking segment abuts against the receiving body; when the lock is rotated to the limiting position, the protrusion abuts against the second slot, and the limiting segment abuts against the receiving body.

9. The locking mechanism as described in claim 8, characterized in that, When the lock is rotated to the limiting position, the limiting segment extends out of the limiting groove, and the inner ring surface of the limiting segment and the bracket body together form a limiting space; when the lock is rotated to the unlocking position, the limiting segment retracts into the limiting groove.

10. The locking mechanism as described in claim 6, characterized in that, The locking mechanism further includes a cover and a protective shell. The cover is detachably installed on the housing. The protective shell is detachably installed on the support body. The first gear, the second gear, and the third gear are housed within the protective shell.

11. A land-based vehicle, characterized in that, Includes the locking mechanism as described in any one of claims 1 to 10.

12. A transportation device, characterized in that, It includes an aircraft and a land vehicle as described in claim 11, the aircraft being carried by the land vehicle, the aircraft being provided with a connecting mechanism that is locked to the locking member.

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