Aircraft parking aprons and vehicles

Abstract

The aircraft landing pad and vehicle include: a docking platform for carrying the aircraft; and four rocker arms rotatably mounted on the docking platform. The rotation center of the rocker arms is located at or near the center of the docking platform. The rocker arms have a avoidance state and an operating state: in the avoidance state, the rocker arms are arranged along or adjacent to the central axis of the docking platform; in the operating state, the rocker arms rotate outward from the central axis of the docking platform and abut against the structural components of the aircraft, thereby moving the aircraft from the landing position to the target position. The adjustment of the rotation center of the rocker arms to be located at or near the center of the docking platform not only increases the tolerance for aircraft landing errors and reduces the probability of "centering" failure, but also increases the "centering" range, thus facilitating ground equipment operations such as charging, changing loads, replacing batteries, or resupplying materials to the aircraft.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to an aircraft landing pad and a vehicle carrying the aircraft landing pad. Background Technology

[0002] With the continuous development of science and technology and aircraft technology, aircraft have been widely used in many fields. Correspondingly, aircraft landing pads have emerged to support aircraft. These pads provide landing platforms and, after landing, allow aircraft to interact with ground facilities such as the landing pad itself, for tasks such as charging, payload replacement, battery replacement, and resupply. However, if the aircraft lands at an off-center location, subsequent interactions with ground facilities become difficult.

[0003] Chinese utility model patent CN222728252U discloses an aircraft landing pad and vehicle. The landing pad includes a docking platform 10 for carrying an aircraft 200 and at least two position adjustment mechanisms 20 disposed on the docking platform 10. Each position adjustment mechanism 20 includes a movable first rocker arm 21 and a second rocker arm 22. The first rocker arm 21 and the second rocker arm 22 can intersect to form a clamping portion 23 for holding structural components of the aircraft 200. As the first rocker arm 21 and the second rocker arm 22 move, the position of the clamping portion 23 changes, thereby moving the aircraft 200 from a landing position to a target position. However, it has some drawbacks: 1. The first rocker arm 21 and the second rocker arm 22 intersect to form a position-variable clamping part 23, which can roughly center the aircraft 200 that is deviated from the center position by ±10cm, and the centering range is small. 2. The number of first rocker arms 21 and second rocker arms 22 is relatively large, which occupies a large space on the docking platform 10. In addition, the first rocker arms 21 and second rocker arms 22 move on different planes, resulting in a relatively complex structure. 3. The rotating plate 31 rotates forward and backward under the drive of the drive mechanism 40 (motor). The first rocker arm 21 and the second rocker arm 22 are connected to the rotating plate 31 through the main connecting rod 32a and the auxiliary connecting rod 32b. During the centering process, the drive mechanism 40 (motor) indirectly drives the first rocker arm 21 and the second rocker arm 22, thereby causing the first rocker arm 21 and the second rocker arm 22 to rigidly contact the structural components of the aircraft 200, which can easily cause damage to the structural components.

[0004] Therefore, providing an alternative aircraft parking apron capable of repositioning aircraft after landing has become an urgent problem to be solved. Utility Model Content

[0005] In view of the deficiencies existing in the prior art, one aspect of the present invention provides an aircraft landing pad, comprising: A docking platform for carrying aircraft; and Four rocker arms are rotatably mounted on the docking platform. The rotation center of each rocker arm is located at or near the center of the docking platform. Each rocker arm has an avoidance state and an operating state. In the avoidance state, the rocker arm is arranged along or adjacent to the central axis of the docking platform; In operation, the rocker arm rotates outward from the central axis of the docking platform and abuts against the structural components of the aircraft, thereby moving the aircraft from the landing position to the target position.

[0006] In some embodiments of this utility model, the plurality of rocker arms can rotate synchronously or asynchronously, and / or the rocker arms are rotatably connected to the docking platform via waterproof bearings or bushings.

[0007] In some embodiments of this utility model, the rocker arm includes a linear portion near the center of rotation and an arc-shaped portion away from the center of rotation; in the avoidance state, the linear portion is arranged along or adjacent to the central axis of the docking platform.

[0008] In some embodiments of this utility model, in the working state, the arc-shaped part can rotate to the outside of the structural member and abut against the structural member, thereby pulling the aircraft from the landing position to the center position of the docking platform.

[0009] In some embodiments of this utility model, the structural component is an arm arranged in four directions of the aircraft, and in the working state, at least two of the rocker arms abut against the arm in the corresponding direction.

[0010] In some embodiments of this utility model, the aircraft landing pad includes: a rotating plate and a drive mechanism disposed on the docking platform. The rotating plate is provided with an elastic reset element. All the rocker arms are rotatably connected to the rotating plate. The rotating plate can pivot under the drive of the drive mechanism, thereby driving the rocker arms to switch from the working state to the avoidance state. After losing the driving force provided by the drive mechanism, the rotating plate rotates in the opposite direction by relying on the elastic force provided by the elastic reset element, thereby driving the rocker arms to switch from the avoidance state to the working state.

[0011] In some embodiments of this utility model, the elastic reset element is a tension spring with one end connected to the rotating plate and the other end connected to the docking platform.

[0012] In some embodiments of this utility model, the aircraft parking apron includes: a canopy driven by the drive mechanism, the canopy being used to close and open the parking platform; a one-way transmission mechanism connecting the drive mechanism and the rotating plate, such that when the drive mechanism rotates in a first direction, the rotating plate can pivot under the drive of the drive mechanism, thereby driving the rocker arm to switch from a working state to an avoidance state, while the canopy opens; when the drive mechanism rotates in a second direction, the one-way transmission mechanism prevents the driving force of the drive mechanism from being transmitted to the rotating plate, while the canopy closes.

[0013] In some embodiments of this utility model, a protrusion is formed on the rotating plate; the aircraft landing pad further includes: a first sensor and / or a second sensor disposed on the docking platform; wherein, when the first sensor detects that the approach distance of the protrusion is less than a first preset distance, it triggers the generation of a corresponding signal so that the control system can determine that the docking platform does not carry an aircraft, or that the aircraft has failed to move to the target position; when the second sensor detects that the approach distance of the protrusion reaches a second preset distance, it triggers the generation of a corresponding signal so that the control system can determine that the rocker arm is in an avoidance state and control the drive mechanism to stop working.

[0014] Another aspect of this utility model also provides a vehicle, including: any of the aircraft landing pads described above.

[0015] In the aircraft landing pad provided by this utility model, the rotation center of the rocker arm is located at or near the center of the docking platform. In the avoidance state, the rocker arm is arranged along or adjacent to the central axis (lateral or longitudinal axis) of the docking platform. This allows the rocker arm to provide as much clearance as possible for the landing aircraft's arm, ensuring that the rocker arm will not touch the aircraft's arm and affect the landing (the rocker arm is as close to the fuselage as possible). When the rocker arm needs to switch from the avoidance state to the working state, it rotates outward from the central axis of the docking platform. The range of motion of a single rocker arm is designed to allow it to smoothly contact the aircraft arm, enabling the rocker arm to "center" the aircraft 200, which is approximately ±15cm off the center of the docking platform. Compared to the previous generation of technology, the number of rocker arms has been reduced, and the rotation center of the rocker arms has been adjusted to be located at or near the center of the docking platform. This not only increases the tolerance for aircraft landing errors and reduces the probability of "centering" failure, but also increases the "centering" range. This makes it easier for ground equipment (not shown) to charge the aircraft, change the load, replace the battery, or resupply raw materials. Attached Figure Description

[0016] Figure 1A schematic diagram of the structure of an aircraft landing pad support provided in an embodiment of the present invention (rocker arm in working state). Figure 2 for Figure 1 The diagram shows the structure of the aircraft landing pad (the rocker arm is in a collision avoidance position). Figure 3 for Figure 1 The diagram shown is a schematic of the aircraft after it has been mounted on the aircraft landing pad (the rocker arm is in working condition). Figure 4 for Figure 1 The diagram shown is a schematic of the aircraft landing pad after the aircraft has been mounted (the rocker arm is in a collision avoidance position). Figure 5 for Figure 1 A schematic diagram of the bottom structure of the aircraft parking apron shown; Figure 6 for Figure 5 The diagram shows the rotating plate positioned on one side of the first sensor. Figure 7 for Figure 5 The diagram shows the rotating plate positioned on one side of the second sensor. Figure 8 This is a schematic diagram of the unidirectional transmission mechanism in its first state. Figure 9 This is a schematic diagram of the unidirectional transmission mechanism in the second state; Figure 10 This is a schematic diagram of the structure of a vehicle provided in another embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures: Aircraft parking apron 100; aircraft 200; vehicles 300; power system 400; Dock platform 10; Rocker arm 20; waterproof bearing or bushing 21; linear part 22; arc-shaped part 23; Rotating plate 30; protrusion 31; protrusion 32; Drive mechanism 40; Gearbox 41; First link 42; Second link 43; One-way transmission mechanism 44; Active shaft 44a; Passive shaft 44b; Protrusion 44c; 50 elastic reset element; Pull rod 60; First sensor 70; Second sensor 80; Arm A; transverse centerline X; longitudinal centerline Y; diagonal Z. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0019] like Figure 1-4 As shown, one embodiment of this utility model provides an aircraft parking apron 100, including a parking platform 10 for carrying an aircraft 200 and four rocker arms 20 rotatably mounted on the parking platform 10. The rotation center of the rocker arms 20 is located at or near the center of the parking platform 10. The rocker arms 20 have a clearance state and a working state: in the clearance state, the rocker arms 20 are arranged along or adjacent to the central axis of the parking platform 10; in the working state, the rocker arms 20 rotate outward from the central axis of the parking platform 10 (e.g., ...). Figure 2 (in the direction indicated by the middle arrow), and abuts against the structural components of the aircraft 200, thereby moving the aircraft 200 from the landing position to the target position.

[0020] For example, the aircraft 200 may be an unmanned aerial vehicle (UAV) that can be applied to at least one of the following fields: aerial photography, agriculture, plant protection, express delivery, disaster relief, infectious disease monitoring, surveying and mapping, power line inspection, etc.

[0021] For example, the aircraft 200 can be a rotorcraft unmanned aerial vehicle (UAV), a fixed-wing UAV, an unmanned helicopter, or a hybrid fixed-wing / rotorcraft UAV. Among them, the rotorcraft UAV can be a single-rotor aircraft, a dual-rotor aircraft, a tri-rotor aircraft, a quadcopter aircraft, a hexacopter aircraft, an octagonal aircraft, a decacopter aircraft, a dodecagonter aircraft, etc.

[0022] For example, the structural components of the aircraft 200 may be at least one of the following: fuselage, arms attached to the fuselage, landing gear attached to the fuselage or arms, etc.

[0023] For example, in such Figure 1-4 In the illustrated embodiment, the structural component of the aircraft 200 refers to the arms A connected to the fuselage. The aircraft 200 has four arms A, and correspondingly, four rocker arms 20 are also present, so that each rocker arm 20 can abut against one arm A of the aircraft 200. The rocker arms 20 operate as follows: For example, before the aircraft 200 lands, the rocker arms 20 are in a avoidance state, that is, the four rocker arms 20 are arranged along or adjacent to the central axis of the docking platform 10. The aircraft 200 lands on the upper left side of the docking platform 10, and the four rocker arms 20 rotate synchronously outward from the transverse central axis X of the docking platform 10. The upper left arm A of the aircraft 200 first abuts against the rocker arm 20 that has rotated to the upper left side. As the aircraft 200 moves, the remaining three rocker arms 20 successively abut against the corresponding side arm A. The four rocker arms 20 work together to move the aircraft 200 from the landing position to the target position.

[0024] For example, before the aircraft 200 lands, the rocker arms 20 are in a avoidance state, meaning that the four rocker arms 20 are arranged along or adjacent to the central axis of the docking platform 10. The aircraft 200 lands at a position slightly below the center of the docking platform 10 (below the transverse central axis X and located on the longitudinal central axis Y). The four rocker arms 20 rotate synchronously outward from the transverse central axis X of the docking platform 10. The two lower left and lower right arms A of the aircraft 200 first abut against the two rocker arms 20 that have rotated to the lower left and lower right respectively. As the aircraft 200 moves, the remaining two rocker arms 20 successively abut against the corresponding side arms A. The four rocker arms 20 work together to move the aircraft 200 from the landing position to the target position.

[0025] Those skilled in the art should understand that the rotation center of the rocker arm 20 is located at or near the center of the docking platform 10, and the rocker arm 20 is arranged along or adjacent to the central axis (lateral central axis X or longitudinal central axis Y) of the docking platform 10 in the avoidance state. This allows the rocker arm 20 to provide as much avoidance as possible for the landing arm A of the aircraft 200, ensuring that the rocker arm 20 will not touch the arm A of the aircraft 200 and affect the landing of the aircraft 200 (the rocker arm 20 is as close to the fuselage as possible). When the rocker arm 20 needs to switch from the avoidance state to the working state, the rocker arm 20 rotates outward from the central axis of the docking platform 10. The range of motion of a single rocker arm 20 is designed to allow it to smoothly abut against the arm A, so that the rocker arm 20 can "center" the aircraft 200, which is deviated from the center of the docking platform 10 by approximately ±15cm. Compared to the previous generation of technology, the number of rocker arms 20 has been reduced, and the rotation center of the rocker arms 20 has been adjusted to be located at or near the center of the docking platform 10. This not only improves the tolerance for landing errors of the aircraft 200 and reduces the probability of "centering" failure, but also increases the "centering" range. This makes it easier for ground equipment (not shown) to charge the aircraft 200, change the load, replace the battery, or replenish raw materials.

[0026] For example, the target location is a central location on the docking platform 10, and the target location may include at least one of the following: a charging location, a location that facilitates the operation of the device to change the load, a battery location, or a location for replenishing raw materials.

[0027] For example, the operating device includes a replacement mechanism (not shown) for replacing the load or other components of the aircraft 200 (such as the battery or water tank of the aircraft 200). The replacement mechanism may include at least one of the following: a replacement manipulator, other auxiliary mechanical structures, etc. For example, the operating device of the ground equipment may include components such as a manipulator and a charging head installed on the aircraft parking apron 100.

[0028] For example, the charging method includes at least one of the following: charging the aircraft 200 by magnetically contacting the charging contacts on the aircraft 200 with the charging contacts provided on the aircraft parking apron 100; or charging the aircraft 200 by using a wireless charging device provided on the aircraft parking apron 100; or charging the aircraft 200 by connecting a charging cable to a charging module provided on the aircraft parking apron 100 and a charging interface on the aircraft 200.

[0029] For example, the payload may include at least one of the following: a gimbal, an imaging device, a detection sensor, etc. The imaging device includes at least one of the following: a camera, a video camera, a mobile phone, an ultrasonic imaging device, an infrared imaging device, etc.

[0030] For example, the supply of raw materials may include liquid raw materials and solid raw materials. Liquid raw materials include at least one of the following: gasoline, detergents, liquid pesticides, etc.; solid raw materials include at least one of the following: solid pesticides, fire extinguishing powder, etc.

[0031] Special reference Figure 3 and 4 As shown, multiple rocker arms 20 can rotate synchronously as in the aforementioned example, or they can rotate asynchronously, and / or the rocker arms 20 are rotatably connected to the docking platform 10 via waterproof bearings or bushings 21.

[0032] For example, before the aircraft 200 lands, the rocker arms 20 are in a avoidance state, meaning the four rocker arms 20 are arranged along or adjacent to the central axis of the docking platform 10. The aircraft 200 lands on the upper left side of the docking platform 10. The upper left rocker arm 20 rotates first and abuts against the upper left arm A of the aircraft 200. The other three rocker arms 20 rotate later, meaning the multiple rocker arms 20 rotate asynchronously. The upper left rocker arm 20 plays a major role in the "centering" process of the aircraft 200, while the other three rocker arms 20 play an auxiliary role. Alternatively, it can be seen that the other three rocker arms 20 correct the position of the already basically "centered" aircraft 200, thereby enabling the four rocker arms 200 to collaboratively move the aircraft 200 from the landing position to the target position.

[0033] Those skilled in the art should understand that early technical solutions used push rods to "center" the aircraft 200, requiring long slots (acting as linear guides) to be cut into the docking platform 10 to guide the push rods. Therefore, the aircraft parking apron 100 was difficult to waterproof and dustproof. In contrast, the aircraft parking apron 100 provided by this invention has only four circular holes on its docking platform 10, which are rotatably connected to four rocker arms 20 via waterproof bearings or bushings 21. This results in the docking platform 10 having a largely integrated planar structure, thereby improving the waterproof and dustproof performance of the aircraft parking apron 100.

[0034] Still refer to Figure 1-4 As shown, the rocker arm 20 further includes a linear portion 22 near the center of rotation and an arc-shaped portion 23 away from the center of rotation. In the avoidance state, the linear portion 22 is arranged along or adjacent to the central axis of the docking platform 10.

[0035] Furthermore, in the working state, the arc-shaped part 22 can rotate to the outside of the structural member and abut against the structural member, thereby pulling the aircraft 200 from the landing position to the center position of the docking platform 10.

[0036] Furthermore, the structural component is an arm A arranged in four directions of the aircraft 200, and in the working state, at least two rocker arms 20 abut against the arm A in the corresponding direction.

[0037] Exemplarily, in this embodiment, the linear portion 22 is arranged along or adjacent to the transverse central axis X of the docking platform 10, one end of the linear portion 22 is rotatably disposed at or near the center position of the docking platform 10, and the other end of the linear portion 22 is connected to (or directly formed with) an outwardly curved (e.g.) Figure 2 The arc-shaped portion 23 (shown in the up-down direction) forms a rocker arm 20 that is roughly "hook-shaped" by combining the linear portion 22 and the arc-shaped portion 23.

[0038] In other embodiments, the linear portion 22 may also be arranged along or adjacent to the longitudinal central axis Y of the docking platform 10, with one end of the linear portion 22 rotatably disposed at or near the center of the docking platform 10, and the other end of the linear portion 22 connected to (or directly formed with) an outwardly curved (e.g.) Figure 2 The arc-shaped portion 23 (shown in the left-right direction) forms a rocker arm 20 that is roughly "hook-shaped" by combining the linear portion 22 and the arc-shaped portion 23.

[0039] Those skilled in the art should understand that the linear portion 22, arranged along or adjacent to the central axis (lateral central axis X or longitudinal central axis Y) of the docking platform 10, allows the linear portion 22 to be as close as possible to the fuselage of the aircraft 200 and as far away from the aircraft arm A of the aircraft 200 as possible in an avoidance state, thereby improving the landing success rate of the aircraft 200. The arc-shaped portion 23 can be designed with the required curvature to adapt to different models of the aircraft 200, so as to "hook" the structural components of the aircraft 200 (such as the aircraft arm A) from the outside and pull the aircraft 200 towards (or drag it to) the center position of the docking platform 10, which is beneficial to increasing the "centering" range of the rocker arm 20. In addition, the docking platform 10 is divided into four regions by the lateral central axis X and the longitudinal central axis Y (which can also be regarded as the four quadrants of the coordinate axis), so setting four rocker arms 20 and placing their rotation center at or near the center position of the docking platform 10 (which can also be regarded as the origin of the coordinate axis) is also more compact in structure. By presetting the rotation angle of the rocker arm 20, it can also be adapted to different models of aircraft 200, realizing the universal design of the aircraft landing pad 100.

[0040] like Figure 5-7 As shown, the aircraft parking apron 100 further includes a rotating plate 30 and a drive mechanism 40 disposed on the parking platform 10. The rotating plate 30 is provided with an elastic reset element 50. All the rocker arms 20 are rotatably connected to the rotating plate 30. The rotating plate 30 can rotate under the drive of the drive mechanism 40, thereby driving the rocker arms 20 from the working state to the avoidance state. After the rotating plate 30 loses the driving force provided by the drive mechanism 40, it rotates in the opposite direction by the elastic force provided by the elastic reset element 50, thereby driving the rocker arms 20 from the avoidance state to the working state.

[0041] For example, the drive mechanism 40 may be a motor, cylinder, electric actuator, electro-hydraulic actuator, etc.

[0042] For example, the elastic reset element 50 may be a tension spring, a torsion spring, etc.

[0043] In this embodiment, the rotating plate 30 is disposed on the back side of the docking platform 10. The rocker arm 20 on the front of the docking platform 10 passes through a waterproof bearing or bushing 21 and is connected to the rotating plate 30 via a pull rod 60 (one end of the pull rod 60 is connected to the rocker arm 20 via a pivot, and the other end is connected to the rotating plate 30 via a pivot). A protrusion 31 is formed on the rotating plate 30. The elastic reset element 50 is a tension spring, one end of which is connected to the protrusion 31, and the other end is connected to the docking platform 10, so that the tension spring can drive the rotating plate 30 to rotate when it contracts. The drive mechanism 40 is a motor, which is connected to the rotating plate 30 in sequence via a reduction gearbox 41, a first connecting rod 42, and a second connecting rod 43, so that the motor can drive the rotating plate 30 to rotate counterclockwise (at which time the tension spring...). Figure 6(As shown, it is stretched), thereby causing the rocker arm 20 to switch from the working state to the avoidance state. A one-way transmission mechanism 44 (whose specific structure will be described in detail below) is connected to the drive mechanism 40 (motor) to prevent the motor from outputting driving force to the rotating plate 30 through the reduction gearbox 41, the first connecting rod 42, and the second connecting rod 43 when rotating in the reverse direction. After losing the driving force provided by the motor, the rotating plate 30 needs to rely on the elastic force provided by the tension spring to rotate clockwise (at this time, the tension spring acts like...). Figure 7 (as shown in the diagram) retracts, thereby causing the rocker arm 20 to switch from the avoidance state to the working state.

[0044] In other embodiments, at least one of the following structures can be used instead of the first link 42 and the second link 43: for example, a transmission belt structure, a transmission chain, a transmission gear, etc. All of the above transmission structures are existing technologies, and the purpose of this utility model is not to provide a new transmission structure.

[0045] In other embodiments, there may be multiple rotating plates 30, with each rocker arm 20 connected to an independent rotating plate 30. There may also be multiple drive mechanisms 40, each independently driving an independent rotating plate 30 to rotate. There may also be multiple elastic reset elements 50, each independently driving an independent rotating plate 30 to rotate in the opposite direction.

[0046] Those skilled in the art will understand that this invention uses a drive mechanism 40 (motor) to switch the rocker arm 20 from the working state to the avoidance state. Because a one-way transmission mechanism is provided, the reverse rotation of the drive mechanism 40 (motor) does not cause the rocker arm 20 to switch from the avoidance state to the working state; this action is powered by a tension spring. Compared to directly driving the rotating plate 30 to rotate in the reverse direction via the drive mechanism 40 (motor), the elastic force provided by the tension spring can apply a preload to the structural components of the aircraft 200 (constraining the "centering" aircraft 200) without applying excessive preload that could damage the structural components of the aircraft 200. Furthermore, if the aircraft 200 needs to be removed after "centering," it is only necessary to manually pull the rocker arm 20 (overcoming the elastic force of the tension spring).

[0047] Combination Figure 8 and 9As shown, the aircraft parking apron 100 further includes a canopy (not shown) driven by a drive mechanism 40, which is used to close and open the parking platform 10; a one-way transmission mechanism 44 connects the drive mechanism 40 and the rotating plate 30 so that when the drive mechanism 40 rotates in a first direction (e.g., the motor rotates forward), the rotating plate 30 can pivot under the drive of the drive mechanism 40, thereby driving the rocker arm 20 to switch from the working state to the avoidance state, and the canopy opens at the same time; when the drive mechanism 40 rotates in a second direction (e.g., the motor rotates in reverse), the one-way transmission mechanism prevents the driving force of the drive mechanism 40 from being transmitted to the rotating plate 30, and the canopy closes at the same time.

[0048] For example, such as Figure 8 and 9 As shown, the one-way transmission mechanism 44 includes a coaxially arranged active shaft 44a (driven by a motor) and a passive shaft 44b (connected to the first connecting rod 42). A protrusion 44c is formed on the active shaft 44a, and the maximum rotation angle of the active shaft 44a is 156°. Figure 8 The initial position shown is rotated counterclockwise to Figure 9 At the 126° position shown, the protrusion 44c begins to contact the end face of the passive rotating shaft 44b, and drives the passive rotating shaft 44b to continue rotating counterclockwise until it reaches the 156° position. When the driving rotating shaft 44a rotates clockwise back to its initial position, it separates from the end face of the passive rotating shaft 44b, and the passive rotating shaft 44b is no longer driven by the driving rotating shaft 44a, thereby realizing the one-way drive of the one-way transmission mechanism 44 to the first connecting rod 42 (indirectly realizing the one-way drive of the one-way transmission mechanism 44 to the rotating plate 30).

[0049] Those skilled in the art will understand that this utility model uses a single drive mechanism (motor) to drive the hatch (opening and closing) and the rotation of the rotating plate 30. Compared with multiple drive mechanisms driving the above components separately, this saves placement space and simplifies the structure. Furthermore, using a one-way transmission mechanism to prevent the driving force of the drive mechanism 40 from being transmitted to the rotating plate 30 will not affect the elastic reset element 50 driving the rocker arm 20 to switch from the avoidance state to the working state.

[0050] Continue to refer to Figure 5-7As shown, a protrusion 32 is further formed on the rotating plate 30. The aircraft parking apron 100 also includes a first sensor 70 and / or a second sensor 80 disposed on the docking platform 10. When the first sensor 70 detects that the approach distance of the protrusion 32 is less than a first preset distance (e.g., less than 1.5 mm), it triggers the generation of a corresponding signal so that the control system can determine that the docking platform 10 does not carry the aircraft 200 or that the aircraft 200 has failed to move to the target position. When the second sensor 80 detects that the approach distance of the protrusion 32 reaches a second preset distance (e.g., reaches 1.5 mm), it triggers the generation of a corresponding signal so that the control system can determine that the rocker arm 20 is in an avoidance state and control the drive mechanism 40 to stop working.

[0051] In this embodiment, both the first sensor 70 and the second sensor 80 are proximity sensors (Hall sensors). The first sensor 70 is located on the left side of the bottom of the docking platform 10, and the second sensor 80 is located on the right side of the bottom of the docking platform 10. The first sensor 70 and the second sensor 80 are arranged at intervals. When the rocker arm 20 switches from the avoidance state to the working state, the rotating plate 30 rotates clockwise under the drive of the elastic reset element 50 (tension spring). If the proximity distance of the protrusion 32 obtained by the first sensor 70 is less than 1.5mm, the control system of the aircraft parking apron 100 (or the control system of the vehicle 300 described later) determines that the docking platform 10 does not carry the aircraft 200, or the aircraft 200 has failed to move to the target position (i.e., the aircraft 200 has failed to "center"). If the first sensor 70 is not triggered, the control system of the aircraft parking apron 100 (or the control system of the vehicle 300 described later) determines that the aircraft 200 has completed "centering". When the rocker arm 20 switches from the working state to the avoidance state, the rotating plate 30 rotates counterclockwise under the drive of the drive mechanism 40. The second sensor 80 detects that the protrusion 32 has approached within 1.5 mm. The control system of the aircraft parking apron 100 (or the control system of the vehicle 300 described later) determines that the rocker arm 20 has been arranged along or close to the central axis of the parking platform 10 (the rocker arm 20 has completed the avoidance) and controls the drive mechanism 40 to stop operating.

[0052] Those skilled in the art should understand that by setting the first sensor 70 and / or the second sensor 80, the movement position of the protrusion 32 on the rotating plate 30 can be obtained (indirectly obtaining the position of the rocker arm 20), and transmitted to the control system. The control system determines the status of the aircraft parking apron 100 and whether the aircraft 200 has successfully "centered" based on the obtained information, and can display this information to the user of the aircraft parking apron 100 or the driver of the vehicle 300, thereby improving the intelligence of the aircraft parking apron 100 or the vehicle 300.

[0053] like Figure 8As shown, another embodiment of the present invention provides a vehicle 300, including any of the aircraft landing pads 100 described above.

[0054] For example, the aircraft landing pad 100 may have its own power supply system or be connected to the power supply system 400 of the vehicle 300.

[0055] For example, the vehicle 300 includes at least one of the following: a mobile vehicle, a mobile robot, a mobile vessel, etc.

[0056] Those skilled in the art should understand that since the vehicle 300 provided in this embodiment uses the aforementioned aircraft parking apron 100, it has the same beneficial effects as the aforementioned aircraft parking apron 100. For example, the rotation center of the rocker arm 20 is located at or near the center of the docking platform 10, and the rocker arm 20 is arranged along or adjacent to the central axis (lateral central axis X or longitudinal central axis Y) of the docking platform 10 in the avoidance state. This allows the rocker arm 20 to provide as much avoidance as possible for the landing arm A of the aircraft 200, ensuring that the rocker arm 20 will not touch the arm A of the aircraft 200 and affect the landing of the aircraft 200 (the rocker arm 20 is as close to the fuselage as possible). When the rocker arm 20 needs to switch from the avoidance state to the working state, the rocker arm 20 rotates outward from the central axis of the docking platform 10. The range of motion of a single rocker arm 20 is designed to allow it to smoothly abut against the arm A, so that the rocker arm 20 can "center" the aircraft 200, which is deviated from the center position of the docking platform 10 by approximately ±15cm. Compared to the previous generation of technology, the number of rocker arms 20 has been reduced, and the rotation center of the rocker arms 20 has been adjusted to be located at or near the center of the docking platform 10. This not only improves the tolerance for landing errors of the aircraft 200 and reduces the probability of "centering" failure, but also increases the "centering" range. This makes it easier for ground equipment (not shown) to charge the aircraft 200, change the load, replace the battery, or replenish raw materials.

[0057] In the description of this specification, the references to terms such as "certain embodiments," "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] In this utility model, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "join," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "join" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not restrictive. Although this utility model has been described in detail with reference to the embodiments, those skilled in the art should understand that modifications or equivalent substitutions to the technical solution of this utility model do not depart from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An aircraft parking apron, characterized in that, include: A docking platform used to carry aircraft; as well as Four rocker arms are rotatably mounted on the docking platform. The rotation center of each rocker arm is located at or near the center of the docking platform. Each rocker arm has an avoidance state and an operating state. In the avoidance state, the rocker arm is arranged along or adjacent to the central axis of the docking platform; In operation, the rocker arm rotates outward from the central axis of the docking platform and abuts against the structural components of the aircraft, thereby moving the aircraft from the landing position to the target position.

2. The aircraft parking apron according to claim 1, characterized in that: The plurality of said rocker arms can rotate synchronously or asynchronously, and / or The rocker arm is rotatably connected to the docking platform via a waterproof bearing or bushing.

3. The aircraft parking apron according to claim 1, characterized in that: The rocker arm includes a linear portion near the center of rotation and an arc-shaped portion away from the center of rotation; in the avoidance state, the linear portion is arranged along or adjacent to the central axis of the docking platform.

4. The aircraft parking apron according to claim 3, characterized in that: In operation, the arc-shaped part can rotate to the outside of the structural member and abut against the structural member, thereby pulling the aircraft from the landing position to the center of the docking platform.

5. The aircraft parking apron according to claim 1, characterized in that: The structural component is an arm arranged in four directions of the aircraft. In the working state, at least two of the rocker arms abut against the arm in the corresponding direction.

6. The aircraft parking apron according to claim 1, characterized in that, include: A rotating plate and a drive mechanism are installed on the docking platform. The rotating plate is equipped with an elastic reset element. All the rocker arms are rotatably connected to the rotating plate. The rotating plate can pivot under the drive of the drive mechanism, thereby driving the rocker arms to switch from the working state to the avoidance state. After losing the driving force provided by the drive mechanism, the rotating plate rotates in the opposite direction by the elastic force provided by the elastic reset element, thereby driving the rocker arms to switch from the avoidance state to the working state.

7. The aircraft parking apron according to claim 6, characterized in that: The elastic reset element is a tension spring that is connected at one end to the rotating plate and at the other end to the docking platform.

8. The aircraft parking apron according to claim 6, characterized in that, include: A hatch driven by the drive mechanism, the hatch being used to close and open the docking platform; A one-way transmission mechanism connects the drive mechanism and the rotating plate so that when the drive mechanism rotates in a first direction, the rotating plate can pivot under the drive of the drive mechanism, thereby driving the rocker arm to switch from the working state to the avoidance state, and the hatch opens at the same time; when the drive mechanism rotates in a second direction, the one-way transmission mechanism prevents the driving force of the drive mechanism from being transmitted to the rotating plate, and the hatch closes at the same time.

9. The aircraft parking apron according to claim 6, characterized in that, The rotating plate has a protrusion; The aircraft parking apron also includes: The first sensor and / or the second sensor are installed on the docking platform; When the first sensor detects that the approach distance of the protrusion is less than a first preset distance, it triggers the generation of a corresponding signal so that the control system can determine whether the docking platform does not carry an aircraft or the aircraft has failed to move to the target position. When the second sensor detects that the protrusion is approaching at a distance of a second preset distance, it triggers the generation of a corresponding signal so that the control system can determine that the rocker arm is in an avoidance state and control the drive mechanism to stop working.

10. A vehicle, characterized in that, include: The aircraft landing pad as described in any one of claims 1-9.

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