Airplane tow tractor

Abstract

The embodiment of the application discloses an airplane towing vehicle applied to airplane towing and transferring, which comprises a vehicle body with a first axial direction, the vehicle body is provided with a front wheel, the vehicle body is provided with a containing groove at one end along the first axial direction, and the containing groove is provided with a clamping end along the first axial direction; and a clamping steering assembly, which comprises a steering driver, a transmission unit and a clamping unit, the steering driver, the transmission unit and the clamping unit are arranged at the clamping end of the vehicle body, the power output end of the steering driver is in transmission connection with the transmission unit, the transmission unit is in fixed connection with the clamping unit, and the clamping unit is in detachable connection with a hub or a towing part. According to the application, side slip of the front wheel of the airplane is avoided when the front wheel turns, so that the tire abrasion of the front wheel of the airplane is reduced when the airplane is towed, and the service life of the front wheel of the airplane is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft towing, in particular to an aircraft towing vehicle. BACKGROUND

[0002] The aircraft towing vehicle is used for towing and pushing the aircraft in the technical field of aircraft towing.

[0003] Currently, the aircraft towing vehicle usually realizes the towing of the aircraft through two forms: rod towing and rodless towing. When the rod towing is used, the towing vehicle is connected with the towing point of the front landing gear of the aircraft through the towing rod, the overall length is relatively long, the turning radius is relatively large, and a large operation space is required. In addition, when the towing vehicle turns, the front wheel of the aircraft is dragged to turn by the towing rod, and the front wheel of the aircraft moves with a certain side slip, which causes large wear of the front wheel tire of the aircraft. When the rodless towing is used, the front wheel of the aircraft is lifted to the towing vehicle by the wheel lifting device, and the lifted front wheel is towed by the towing vehicle. However, the wheel lifting device is relatively complex in design, and the towing vehicle needs to bear the load of the front wheel of the aircraft, which requires a high bearing capacity of the towing vehicle. SUMMARY

[0004] Embodiments of the present application provide an aircraft towing vehicle to reduce the wear of the front wheel tire of the aircraft during towing.

[0005] To solve the above technical problems, embodiments of the present application disclose the following technical solutions:

[0006] In one aspect, the present application provides an aircraft towing vehicle applied to the towing and transfer of an aircraft, the aircraft having a front wheel with a hub and a towing part, comprising:

[0007] a vehicle body having a first axial direction, the vehicle body having a front wheel, the vehicle body being provided with a receiving groove at one end along the first axial direction, and the receiving groove being provided with a clamping end along the first axial direction; and

[0008] a clamping and turning assembly comprising a turning driver, a transmission unit and a clamping unit, the turning driver, the transmission unit and the clamping unit being arranged at the clamping end of the vehicle body, the power output end of the turning driver being in transmission connection with the transmission unit, the transmission unit being in fixed connection with the clamping unit, and the clamping unit being in detachable connection with the hub or the towing part;

[0009] Under the action of the turning driver, the transmission unit and the clamping unit drive the front wheel to form a corresponding deflection angle according to the deflection angle of the front wheel.

[0010] In addition to one or more of the above disclosed features, or alternatively, the accommodating groove is in any one of a U-shape, a C-shape or a V-shape.

[0011] In addition to one or more of the above disclosed features, or alternatively, the steering drive is provided with at least two, and both of the steering drives are in driving connection with the transmission unit;

[0012] The clamping unit is provided with at least two groups, and each group of the clamping unit is detachably connected with the hub.

[0013] In addition to one or more of the above disclosed features, or alternatively, the vehicle body further has a second axial direction perpendicular to the first axial direction,

[0014] The transmission unit comprises a first transmission member and a second transmission member in mutual driving connection, both of the steering drives are arranged at two ends of the first transmission member opposite to each other along the second axial direction, and the power output ends of both of the steering drives are in driving connection with the first transmission member, and both of the clamping units are fixedly installed on the second transmission member in axial symmetry along the second transmission member;

[0015] The first transmission member and the second transmission member are in gear driving connection.

[0016] In addition to one or more of the above disclosed features, or alternatively, the clamping end of the vehicle body is provided with a first sliding groove and a second sliding groove, and the first sliding groove extends along the direction of the second axial direction;

[0017] Both of the steering drives and the first transmission member are arranged in the first sliding groove, and the second transmission member penetrates through the second sliding groove.

[0018] In addition to one or more of the above disclosed features, or alternatively, both of the first transmission member and the first sliding groove are in linear shape, and both of the second transmission member and the second sliding groove are in circular arc shape.

[0019] In addition to one or more of the above disclosed features, or alternatively, the clamping unit comprises a connecting cylinder fixedly connected with the second transmission member, and the connecting cylinder is internally hollow to form an accommodating cavity;

[0020] A piston rod, one end of which is at least partially sleeved in the accommodating cavity to separate the accommodating cavity into a first driving chamber and a second driving chamber; and

[0021] A claw provided at the other end of the piston rod;

[0022] The first driving chamber is provided with an elastic element, and the second driving chamber is in communication with an external hydraulic device.

[0023] The claw is detachably connected with the hub of the front wheel under the action of the elastic element.

[0024] In addition to one or more features disclosed above, or as an alternative, the steering driver is provided with at least one, the clamping unit is provided with at least one set, and the clamping unit is detachably connected with the traction part.

[0025] In addition to one or more features disclosed above, or as an alternative, the transmission unit comprises a third transmission member and a fourth transmission member, the third transmission member is integrally formed or fixedly connected with the fourth transmission member, the third transmission member is in transmission connection with the power output end of the steering driver, and the fourth transmission member is in fixed connection with the clamping unit.

[0026] In addition to one or more features disclosed above, or as an alternative, the clamping end is provided with a third sliding groove, and the third sliding groove is in a circular arc shape.

[0027] The third transmission member is movably arranged in the third sliding groove.

[0028] In addition to one or more features disclosed above, or as an alternative, the clamping unit comprises a clamping arm, one end of the clamping arm is in fixed connection with the fourth transmission member, the other end of the clamping arm is provided with a clamping groove, and the clamping groove is detachably connected with the traction part of the front wheel.

[0029] In addition to one or more features disclosed above, or as an alternative, a fourth sliding groove is further provided on the clamping arm, and the extension direction of the fourth sliding groove is parallel to the extension direction of the clamping arm.

[0030] The clamping unit further comprises a sliding cover and a fixing member, the sliding cover is movably arranged on the clamping arm, the fixing member is mounted on the sliding cover, and at least part of the fixing member is covered in the fourth sliding groove.

[0031] Under the action of the driving force, the sliding cover can selectively approach or move away from the clamping groove.

[0032] In addition to one or more features disclosed above, or as an alternative, a displacement sensor is further included, the displacement sensor is arranged on the vehicle body, and the displacement sensor is located beside the transmission unit.

[0033] One of the above technical solutions has the following advantages or beneficial effects: in the present application, the front wheels of the aircraft are accommodated in the accommodation groove provided on the tractor, which can shorten the overall length of the tractor and the aircraft, reduce the turning radius of the tractor and the aircraft during towing, and reduce the space required for towing the aircraft. At the same time, in the present application, the front wheels of the aircraft are synchronously adjusted to form a corresponding deflection angle according to the deflection angle of the front wheels of the tractor by using the clamping steering assembly, which avoids side slipping of the front wheels of the aircraft during turning, reduces the tire wear of the front wheels of the aircraft during towing, and prolongs the service life of the front wheels of the aircraft. In addition, the aircraft tractor in the present application does not need to lift the front wheels of the aircraft, which can reduce the load bearing of the structure of the tractor, and has the advantages of both rod towing and rodless towing. BRIEF DESCRIPTION OF DRAWINGS

[0034] The technical solutions and other beneficial effects of the present application will become apparent from the following detailed description of the specific embodiments of the present application, combined with the accompanying drawings.

[0035] Figure 1 is a structural view of an aircraft tractor according to the first specific embodiment of the present application;

[0036] Figure 2 is a structural view of a clamping steering assembly according to the first specific embodiment of the present application;

[0037] Figure 3 is a partial sectional view of an aircraft tractor according to the first specific embodiment of the present application;

[0038] Figure 4 is a structural view of a clamping unit according to the first specific embodiment of the present application;

[0039] Figure 5 is a structural view of an aircraft tractor according to the second specific embodiment of the present application;

[0040] Figure 6 is a structural view of a clamping steering assembly according to the second specific embodiment of the present application;

[0041] Figure 7 is a top view of a clamping unit according to the second specific embodiment of the present application;

[0042] Figure 8 is a sectional view of the clamping unit along the A-A direction according to the second specific embodiment of the present application. DETAILED DESCRIPTION

[0043] In order to make the purposes, technical solutions and beneficial effects of the present application clearer, the present application will be further described in detail below with reference to the drawings and specific embodiments. It should be understood that the specific embodiments described in the specification are only for the purpose of interpreting the present application and are not intended to limit the present application.

[0044] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified and limited.

[0045] In the description of the present application, it should be noted that, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, it can be direct connection, or indirect connection through intermediate medium, it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0046] In the present application, unless otherwise explicitly specified and limited, the "upper" or "lower" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the "upper", "above" and "on" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The "under", "below" and "under" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0047] Currently, aircraft towing is usually achieved by two forms: with rod towing and without rod towing. When using with rod towing, the towing vehicle is connected with the aircraft front landing gear towing point through a towing rod, the overall length is relatively long, the turning radius is relatively large, and a large operating space is required. In addition, when towing turns, the aircraft front wheel is dragged by the towing rod, and there is a certain side slip when the aircraft front wheel moves, which causes large aircraft front wheel tire wear. When using without rod towing, the aircraft front wheel needs to be lifted up to the towing vehicle, and the lifted front wheel is towed by the towing vehicle, but the wheel lifting device is relatively complex, and the towing vehicle needs to bear the load of the aircraft front wheel, which requires high bearing capacity of the towing vehicle.

[0048] To solve the above problems, embodiments of the present application provide an aircraft towing vehicle. Wherein, Figures 1 to 8 shows a cross-sectional view of the aircraft towing vehicle, wherein, Figure 1 and Figure 5 respectively show two structures of the aircraft towing vehicle, Figures 2 to 4 and Figures 6 to 8 respectively show structural schematic diagrams of two different aircraft towing vehicles.

[0049] In a specific embodiment of the present application:

[0050] As Figures 1 to 4 shown, the aircraft towing vehicle 100 is applied to tow and transfer the aircraft, the aircraft has a front wheel 300, the front wheel 300 has a hub 310 and a towing part 320, the aircraft towing vehicle 100 comprises: a vehicle body 110 having a first axial direction X, the vehicle body 110 has a front wheel 113, the vehicle body is provided with a containing groove 111 at one end along the first axial direction X, and the containing groove 111 is provided with a clamping end 112 along the first axial direction X; and a clamping steering assembly 120, which comprises a steering driver 121, a transmission unit 122 and a clamping unit 123, the steering driver 121, the transmission unit 122 and the clamping unit 123 are all arranged at the clamping end 112 of the vehicle body 110, the power output end of the steering driver 121 is in transmission connection with the transmission unit 122, the transmission unit 122 is fixedly connected with the clamping unit 123, and the clamping unit 123 is detachably connected with the hub 310.

[0051] Under the action of the steering driver 121, the transmission unit 122 and the clamping unit 123 synchronously drive the front wheel 300 to form a corresponding deflection angle according to the deflection angle of the front wheel 113.

[0052] The steering driver 121 can be any one of a pneumatic cylinder, a hydraulic cylinder or a driving motor. For example, the steering driver 121 is a pneumatic cylinder, which controls the deflection of the front wheel 300 of the aircraft by a pneumatic driving mode. For another example, the steering driver 121 is a hydraulic cylinder, which controls the deflection of the front wheel 300 of the aircraft by a hydraulic driving mode. For still another example, the steering driver 121 is a driving motor, which controls the deflection of the front wheel 300 of the aircraft by a motor control mode. The specific selection of the steering driver 121 can be made by the worker according to the actual situation, which is not limited in the present application as long as the effect of the present application is not affected.

[0053] It can be understood that when the aircraft needs to be towed and transferred, the aircraft towing vehicle 100 in the present application can be used to tow the aircraft, the front wheel 300 of the aircraft can be accommodated in the accommodation groove 111, and the hub 310 of the front wheel 300 of the aircraft can be clamped and fixed by the clamping unit 123, so that the aircraft is controlled to advance or retreat by the aircraft towing vehicle 100.

[0054] When the towing vehicle needs to be turned, the steering driver 121 drives the transmission unit 122 to move, so that the clamping unit 123 is deflected, and finally the front wheel 300 of the aircraft is deflected by the clamping unit 123, so that the deflection angle of the front wheel 300 is adjusted synchronously according to the deflection angle of the front wheel 113 of the towing vehicle, so that the front wheel 300 of the aircraft is directed to the tangent direction of the movement track of the front wheel 113 of the towing vehicle, and the side slip of the front wheel 300 of the aircraft is avoided.

[0055] In the present application, the accommodation groove is arranged on the towing vehicle to accommodate the front wheel of the aircraft in the accommodation groove, which can shorten the total length of the towing vehicle and the aircraft, reduce the turning radius of the towing vehicle and the aircraft during towing, and reduce the space required for towing the aircraft. At the same time, in the present application, the deflection angle of the front wheel is adjusted synchronously according to the deflection angle of the front wheel of the towing vehicle by the clamping and steering assembly, so that the side slip of the front wheel during turning is avoided, the tire wear of the front wheel during towing the aircraft is reduced, the service life of the front wheel of the aircraft is prolonged, and the advantages of rod towing and rodless towing are achieved at the same time.

[0056] In the embodiments of the present application, with reference to Figure 1 The accommodation groove 111 can be any one of a U-shaped groove, a C-shaped groove or a V-shaped groove.

[0057] Specifically, the accommodating groove 111 is in U shape; for example, the accommodating groove 111 is in C shape; for example, the accommodating groove 111 is in V shape. The specific selection of the shape of the accommodating groove 111 can be set by the worker according to the actual situation, which is not limited in the application as long as it does not affect the effect of the application.

[0058] In the embodiment of the application, with reference to Figure 1 and Figure 2 , the steering drive 121 is provided with at least two, and both the steering drives 121 are in driving connection with the transmission unit 122; the clamping unit 123 is provided with at least two groups, and each group of the clamping unit 123 is in detachable connection with the hub 310.

[0059] It can be understood that, in the application, two steering drives 121 are provided to drive the front wheel 300 of the aircraft to deflect in different directions by different steering drives 121, so as to control the deflection of the front wheel of the aircraft, and two groups of clamping units 123 are provided to clamp and fix the hub 310 of the aircraft by the two clamping units 123, so that the front wheel 300 of the aircraft is clamped more tightly, thereby facilitating the towing vehicle to tow and transfer the aircraft, and facilitating the steering drive 121 to control the deflection of the front wheel 300 of the aircraft.

[0060] In the embodiment of the application, the vehicle body 110 also has a second axial direction Y which is perpendicular to the first axial direction X,

[0061] The transmission unit 122 comprises a first transmission member 1221 and a second transmission member 1222 which are in transmission connection with each other, and the first transmission member 1221 and the second transmission member 1222 are in gear transmission connection;

[0062] Both the steering drives 121 are arranged at two ends of the first transmission member 1221 which are oppositely arranged along the second axial direction Y, and the power output ends of both the steering drives 121 are in driving connection with the first transmission member 1221, and both the clamping units 123 are fixedly installed on the second transmission member 1222 in axial symmetry along the second transmission member 1222.

[0063] Among them, "first" and "second" in the first transmission member 1221 and the second transmission member 1222 are only to distinguish different transmission members, which are not limited to the number or order of the transmission members.

[0064] It can be understood that the steering drive 121 drives the first transmission member 1221 to move along the second axial direction Y, so as to drive the second transmission member 1222 to move, and then drive the clamping unit 123 to deflect, and finally drive the front wheel 300 of the airplane to deflect through the clamping unit 123, so that the front wheel of the airplane slips when the front wheel of the airplane turns, so as to reduce the tire wear of the front wheel of the airplane and prolong the service life of the front wheel of the airplane.

[0065] Specifically, when the airplane towing vehicle 100 needs to turn along the direction A, the steering drive 121 on the side away from the direction A drives the first transmission member 1221 to move, so as to drive the second transmission member 1222 to move, and then drive the clamping unit 123 to deflect along the direction A, and finally drive the front wheel 300 of the airplane to deflect along the direction A through the clamping unit 123.

[0066] When the airplane towing vehicle 100 needs to turn along the direction B, the steering drive 121 on the side away from the direction B drives the first transmission member 1221 to move, so as to drive the second transmission member 1222 to move, and then drive the clamping unit 123 to deflect along the direction B, and finally drive the front wheel 300 of the airplane to deflect along the direction B through the clamping unit 123.

[0067] When the airplane towing vehicle 100 needs to turn along the direction B, the steering drive 121 on the side away from the direction B drives the first transmission member 1221 to move, so as to drive the second transmission member 1222 to move, and then drive the clamping unit 123 to deflect along the direction B, and finally drive the front wheel 300 of the airplane to deflect along the direction B through the clamping unit 123.

[0068] It should be understood that the transmission mode between the first transmission member 1221 and the second transmission member 1222 is not limited to gear transmission, and other transmission modes, such as belt transmission and chain transmission, can also achieve the transmission between the first transmission member 1221 and the second transmission member 1222, which should be regarded as an embodiment of the present application.

[0069] In the embodiment of the present application, referring to Figure 3 , the clamping end 112 of the vehicle body 110 is provided with a first sliding groove 114 and a second sliding groove 115, the steering drive 121 and the first transmission member 1221 are arranged in the first sliding groove 114, and the second transmission member 1222 penetrates the second sliding groove 115.

[0070] Further, the first transmission member 1221 and the first sliding groove 114 are both linear, and the second transmission member 1222 and the second sliding groove 115 are both circular arc-shaped.

[0071] Among them, "first" and "second" in the first sliding groove 114 and the second sliding groove 115 are only to distinguish different sliding grooves arranged on the vehicle body 110, and are not a limitation on the number or order of the sliding grooves.

[0072] It can be understood that, in the application, the first sliding groove 114 and the second sliding groove 115 are arranged, the steering driver 121 and the first transmission member 1221 are arranged in the first sliding groove 114, and the second transmission member 1222 penetrates through the second sliding groove 115, so that the first transmission member 1221 is guided by the first sliding groove 114 and the second transmission member 1222 is guided by the second sliding groove 115, the first transmission member 1221 and the second transmission member 1222 are prevented from moving randomly, and the steering driver 121 is facilitated to drive the front wheel 300 of the airplane to deflect.

[0073] Meanwhile, the second transmission member 1222 bears the thrust and the pulling force from the second sliding groove 115, the second sliding groove 115 is fixed with the towing vehicle, the pulling force or the thrust of the towing vehicle is transmitted to the second transmission member 1222 through the second sliding groove 115, and is further transmitted to the front wheel through the clamping unit 123, so that the airplane is driven to move forward or backward.

[0074] When the towing vehicle moves linearly, the pulling force or the thrust transmission path is: the second sliding groove 115→the second transmission member 1222→the clamping unit 123→the front wheel.

[0075] In the embodiment of the application, the airplane towing vehicle 100 further comprises a displacement sensor 130, which is arranged on the vehicle body 110 and located beside the transmission unit 122.

[0076] Specifically, the displacement sensor 130 is arranged beside the first transmission member 1221, and is used to sense the displacement of the first transmission member 1221 moving along the second axis, so as to realize accurate control of the deflection angle of the front wheel 300 of the airplane.

[0077] In the preferred embodiment of the application, the airplane towing vehicle 100 further comprises a controller, which is electrically connected or wirelessly connected with the steering driver 121 and the displacement sensor 130.

[0078] Specifically, the controller can be a conventional product, a conventional control chip or other conventional product capable of realizing the control function in the application, which is not specifically limited in the application, and is installed on the vehicle body 110.

[0079] It can be understood that when the aircraft tractor 100 in the application needs to turn when towing the aircraft, the steering drive 121 drives the first transmission member 1221 to move in the direction of the second axis Y to finally control the front wheels 300 of the aircraft to form a corresponding deflection angle according to the deflection angle of the front wheels 113, the displacement sensor 130 is used to sense the displacement of the first transmission member 1221 moving in the second axis direction, when the displacement sensor 130 detects that the first transmission member 1221 moves to the required displacement, the displacement sensor 130 sends a feedback signal to the controller, and the controller sends a control instruction to the steering drive 121 according to the feedback result after receiving the feedback signal, so as to control the steering drive 121 to stop working, so as to accurately control the deflection of the front wheels 300 to the required deflection angle, so that the front wheels 300 of the aircraft point to the tangent direction of the movement arc of the front wheels at this position, improve the working efficiency of the steering drive 121 controlling the deflection of the front wheels 300, and finally improve the towing transfer efficiency of the aircraft.

[0080] In the embodiments of the application, with reference to Figure 4 The clamping unit 123 comprises a connecting barrel 1231 fixedly connected with the second transmission member 1222, and the connecting barrel 1231 is hollow inside to form a containing cavity; a piston rod 1232, one end of which is at least partially sleeved in the containing cavity to divide the containing cavity into a first drive chamber 12311 and a second drive chamber 12312; and a clamping jaw 1233 arranged at the other end of the piston rod 1232; the first drive chamber 12311 is provided with an elastic element 1234, and the second drive chamber 12312 is in communication with an external hydraulic device; under the action of the elastic element 1234, the clamping jaw 1233 is detachably connected with the hub 310 of the front wheel 300.

[0081] Wherein, the "first" and "second" in the first drive chamber 12311 and the second drive chamber 12312 are only to distinguish the different drive chambers arranged in the inside of the connecting barrel 1231, and are not limited to the number or order of the drive chambers.

[0082] Wherein, the elastic element 1234 can be any one of a spring, an elastic sheet, an elastic ball, a hydraulic support or a pneumatic support. For example, the elastic element 1234 can be a spring; for example, the elastic element 1234 can be an elastic sheet; for example, the elastic element 1234 can be an elastic ball; for example, the elastic element 1234 can be a hydraulic support; for example, the elastic element 1234 can be a pneumatic support. The specific selection of the elastic element 1234 can be set according to the actual situation, which is not limited in the application as long as it does not affect the effect of the application.

[0083] The second driving chamber 12312 is not limited to be connected with the external hydraulic device, but can be connected with an external pneumatic device to drive the piston rod 1232 to move.

[0084] It can be understood that the clamping unit 123 has two states of clamping and releasing. When the clamping unit 123 needs to clamp the hub 310 of the front wheel 300 of the airplane, the external hydraulic device is started to provide pressure to the first driving chamber 12311 to control the piston rod 1232 to move from the first driving chamber 12311 to the second driving chamber 12312, and simultaneously control the two clamping claws 1233 to move away from each other to increase the distance between the two clamping claws 1233, so that the hub 310 of the airplane is placed between the two clamping claws 1233. At the same time, since the piston rod 1232 moves from the first driving chamber 12311 to the second driving chamber 12312, the space of the second driving chamber 12312 becomes smaller, and the elastic element 1234 in the second driving chamber 12312 is compressed and deformed to generate a reset elastic force. At this time, the clamping unit 123 is in a releasing state.

[0085] When the hub 310 of the airplane is located between the two clamping claws 1233, the external hydraulic device stops working to stop providing pressure to the first driving chamber 12311. The elastic element 1234 is reset under the action of the reset elastic force, and simultaneously drives the piston rod 1232 to move from the second driving chamber 12312 to the first driving chamber 12311, and further drives the two clamping claws 1233 to move close to each other and abut against the hub 310 to clamp and fix the front wheel 300 of the airplane. At this time, the clamping unit 123 is in a clamping state. At this time, the tractor in the present application can drive the airplane to move forward, backward or turn.

[0086] In a specific embodiment two of the present application:

[0087] As Figures 5 to 8As shown, the aircraft towing vehicle 200 is applied to towing and transferring of an aircraft, the aircraft has front wheels 300, the front wheels 300 have hubs 310 and towing parts 320, the aircraft towing vehicle 200 comprises: a vehicle body 210 having a first axial direction X, the vehicle body 210 has front wheels 213, the vehicle body is provided with a containing groove 211 at one end along the first axial direction X, the containing groove 211 is provided with a clamping end 212 along the first axial direction X; and a clamping steering assembly 220, which comprises: a steering driver 221, a transmission unit 222 and a clamping unit 223, the steering driver 221, the transmission unit 222 and the clamping unit 223 are all arranged at the clamping end 212 of the vehicle body 210, the power output end of the steering driver 221 is in transmission connection with the transmission unit 222, the transmission unit 222 is fixedly connected with the clamping unit 223, and the clamping unit 223 is detachably connected with the hub 310.

[0088] Under the action of the steering driver 221, the transmission unit 222 and the clamping unit 223 synchronously drive the front wheels 300 to form a corresponding deflection angle according to the deflection angle of the front wheels 213.

[0089] Wherein, the steering driver 221 can be any one of a pneumatic cylinder, a hydraulic cylinder or a driving motor. For example, the steering driver 221 is a pneumatic cylinder, which controls the deflection of the front wheels 300 of the aircraft by a pneumatic driving mode; for another example, the steering driver 221 is a hydraulic cylinder, which controls the deflection of the front wheels 300 of the aircraft by a hydraulic driving mode; for still another example, the steering driver 221 is a driving motor, which controls the deflection of the front wheels 300 of the aircraft by a motor control mode. The specific selection of the steering driver 221 can be selected by the staff according to the actual situation, which is not limited in the present application as long as it does not affect the effect of the present application.

[0090] It can be understood that when the aircraft needs to be towed and transferred, the aircraft towing vehicle 200 in the present application can be used to tow the aircraft, the front wheels 300 of the aircraft can be contained in the containing groove 211, and the hub 310 of the front wheels 300 of the aircraft can be clamped and fixed by the clamping unit 223, so as to control the aircraft to move forward or backward by the aircraft towing vehicle 200.

[0091] When the tractor needs to make a turn, the steering driver 221 drives the transmission unit 222 to move, thereby driving the clamping unit 223 to deflect, and finally the clamping unit 223 drives the front wheel 300 of the aircraft to deflect, so as to synchronously adjust the front wheel 300 to form a corresponding deflection angle according to the deflection angle of the tractor's front wheel 213, so that the front wheel 300 of the aircraft points to the tangent direction of the motion trajectory of the tractor's front wheel 213, thereby preventing the front wheel 300 of the aircraft from skidding.

[0092] In the present application, a receiving groove is provided on the tractor to accommodate the front wheel of the aircraft in the receiving groove, thereby shortening the total length of the tractor and the aircraft, reducing the turning radius of the tractor and the aircraft during towing, and reducing the space required for towing the aircraft. At the same time, the present application uses a clamping steering assembly to synchronously adjust the front wheels to form a corresponding deflection angle according to the deflection angle of the front wheels of the tractor, thereby avoiding sideslip when the front wheels of the aircraft turn, reducing tire wear of the front wheels when towing the aircraft, and extending the service life of the front wheels of the aircraft. In addition, the aircraft tractor in the present application does not need to lift the front wheels of the aircraft, which can reduce the load on the tractor structure, thereby having the advantages of both pole towing and poleless towing.

[0093] In the examples of this application, refer to Figure 5 The receiving groove 211 is in any one of a U-shape, a C-shape or a V-shape.

[0094] Specifically, the receiving groove 211 is U-shaped; another example is C-shaped; another example is V-shaped. The specific shape of the receiving groove 211 can be selected by the staff according to the actual situation, and is not specifically limited in this application, as long as it does not affect the effect of this application.

[0095] In the examples of this application, refer to Figure 5 and Figure 6 At least one steering driver 221 is provided, at least one clamping unit 223 is provided, and the clamping unit 223 is detachably connected to the traction part 320.

[0096] In the examples of this application, refer to Figure 5 and Figure 6 The transmission unit 222 includes: a third transmission member 2221 and a fourth transmission member 2222. The third transmission member 2221 and the fourth transmission member 2222 are integrally formed or fixedly connected. The third transmission member 2221 is transmission-connected to the power output end of the steering drive 221, and the fourth transmission member 2222 is fixedly connected to the clamping unit 223.

[0097] Wherein, the "third" and "fourth" in the third transmission member 2221 and the fourth transmission member 2222 are only to distinguish different transmission members, which are not the limitation of the number or order of the transmission members.

[0098] It can be understood that, in the application, the steering drive 221 drives the third transmission member 2221 to move, so as to drive the fourth transmission member 2222 to move, and then drive the clamping unit 223 to deflect, and finally drive the front wheel 300 of the airplane to deflect through the clamping unit 223, so that the front wheel of the airplane slips when turning, so as to reduce the tire wear of the front wheel of the airplane when towing the airplane, and prolong the service life of the front wheel of the airplane.

[0099] Specifically, when the airplane towing vehicle 200 needs to turn along the direction A, the steering drive 221 drives the third transmission member 2221 to move along the direction A, so as to drive the fourth transmission member 2222 to move along the direction A, and then drive the clamping unit 223 to deflect along the direction A, and finally drive the front wheel 300 of the airplane to deflect along the direction A through the clamping unit 223;

[0100] When the airplane towing vehicle 200 needs to turn along the direction B, the steering drive 221 drives the third transmission member 2221 to move along the direction B, so as to drive the fourth transmission member 2222 to move along the direction B, and then drive the clamping unit 223 to deflect along the direction B, and finally drive the front wheel 300 of the airplane to deflect along the direction B through the clamping unit 223.

[0101] In the embodiment of the application, the clamping end 212 is provided with a third sliding groove 214, and the third sliding groove 214 is in the shape of a circular arc; and the third transmission member 2221 is movably arranged in the third sliding groove 214.

[0102] Wherein, the "third" in the third sliding groove 214 is only to distinguish different sliding grooves in different embodiments, which is not the limitation of the number or order of the sliding grooves.

[0103] It can be understood that, in the application, the third sliding groove 214 is arranged, and the third transmission member 2221 is arranged in the third sliding groove 214, so as to guide the third transmission member 2221 through the third sliding groove 214, prevent the third transmission member 2221 from moving randomly, and facilitate the steering drive 221 to drive the front wheel 300 of the airplane to deflect.

[0104] At the same time, when the towing vehicle moves linearly, the pulling force or pushing force from the towing vehicle is applied to the third transmission member 2221 through the third sliding groove 214, and is further transmitted to the front wheel 300 of the airplane through the fourth transmission member 2222 and the clamping unit 223, so as to drive the airplane to move forward or backward.

[0105] In the embodiments of the present application, the aircraft towing vehicle 200 further comprises a displacement sensor 230, which is arranged on the vehicle body 210 and located beside the transmission unit 222.

[0106] Specifically, the displacement sensor 230 is arranged beside the third transmission member 2221, and is used to sense the displacement of the sliding of the third transmission member 2221, so as to realize the accurate control of the deflection angle of the front wheel 300 of the aircraft.

[0107] In the preferred embodiments of the present application, the aircraft towing vehicle 200 further comprises a controller, which is electrically connected or wirelessly connected with the steering driver 221 and the displacement sensor 230.

[0108] Specifically, the controller can be a conventional product, a conventional control chip or other conventional product capable of realizing the control function in the present application, which is not specifically limited in the present application, and is installed on the vehicle body 210.

[0109] It can be understood that when the aircraft towing vehicle 200 in the present application needs to turn while towing the aircraft, the steering driver 221 drives the third transmission member 2221 to slide in the third sliding groove 214 to finally control the front wheel 300 of the aircraft to form a corresponding deflection angle according to the deflection angle of the front wheel 213, and the displacement sensor 230 is used to sense the displacement of the sliding of the third transmission member 2221. When the displacement sensor 230 detects that the third transmission member 2221 moves to the required displacement, the displacement sensor 230 sends a feedback signal to the controller, and the controller sends a control instruction to the steering driver 221 according to the feedback result after receiving the feedback signal, so as to control the steering driver 221 to stop working, so as to accurately control the deflection of the front wheel 300 to the required deflection angle, so that the front wheel 300 of the aircraft points to the tangent direction of the movement arc line of the front wheel at this position, improves the working efficiency of the steering driver 221 in controlling the deflection of the front wheel 300, and finally improves the towing and transferring efficiency of the aircraft.

[0110] In the embodiments of the present application, referring to Figure 7 and Figure 8 The clamping unit 223 comprises a clamping arm 2231, one end of which is fixedly connected with the fourth transmission member 2222, and the other end of the clamping arm 2231 is provided with a clamping groove 22311, which is detachably connected with the towing part 320 of the front wheel 300.

[0111] It can be understood that the traction part 320 of the front wheel 300 is clamped by the clamping groove 22311 of the clamping arm 2231, so that the tractor can control the airplane to advance, retreat or turn, and then the airplane is traction transferred.

[0112] Further, referring again to Figure 7 and Figure 8 , the clamping arm 2231 is also provided with a fourth sliding groove 22312, and the extension direction of the fourth sliding groove 22312 is parallel to the extension direction of the clamping arm 2231.

[0113] The clamping unit 223 further comprises a sliding cover 2232 and a fixing member 2233, the sliding cover 2232 is slidably arranged on the clamping arm 2231, the fixing member 2233 is installed on the sliding cover 2232, and at least part of the fixing member 2233 is covered in the fourth sliding groove 22312; under the action of the driving force, the sliding cover 2232 can selectively approach or move away from the clamping groove 22311.

[0114] Among them, the "fourth" in the fourth sliding groove 22312 is only to distinguish different sliding grooves, and it is not a limitation on the number or order of the sliding grooves.

[0115] Among them, the fixing member 2233 can be a combination of a bolt and a nut, so as to reduce the overall cost of the tractor.

[0116] Among them, the driving force can be provided by manual or external mechanical equipment, which is not limited in the application, and the staff can choose according to the actual situation, as long as it does not affect the effect of the application.

[0117] It can be understood that when the clamping unit 223 needs to clamp the traction part 320 of the front wheel 300 of the airplane, the staff can first loosen the fixing member 2233, and move the sliding cover 2232 away from the clamping groove 22311, so that the clamping groove 22311 is exposed, and the traction part 320 of the airplane is placed in the clamping groove 22311, when the traction part 320 of the airplane is clamped with the clamping groove 22311, the staff moves the sliding cover 2232 towards the clamping groove 22311, so as to seal the clamping groove 22311, and at the same time, the fixing member 2233 is tightened, and then the sliding cover 2232 is tightened, to prevent the sliding cover 2232 from moving randomly, and to prevent the traction part 320 from falling off during traction, at this time, the tractor in the application can drive the airplane to advance, retreat or turn.

[0118] The above steps provide an introduction for helping to understand the method, structure and core idea of the application. For those skilled in the art, some improvements and modifications can be made to the application without departing from the principles of the application, and these improvements and modifications also belong to the protection scope of the claims of the application.

Claims

1. An aircraft tractor, used for towing and transferring an aircraft, wherein the aircraft has a front wheel, and the front wheel has a wheel hub and a traction portion, characterized in that: include: A vehicle body having a first axial direction and a second axial direction perpendicular to each other, the vehicle body having a front wheel, a receiving groove being formed at one end of the vehicle body along the first axial direction, and a clamping end being provided at the receiving groove along the first axial direction; as well as A clamping steering assembly, comprising: a steering drive, a transmission unit, and a clamping unit, wherein at least two steering drives are provided, and the steering drives, the transmission unit, and the clamping unit are all provided at the clamping end of the vehicle body, the power output end of the steering drive is in transmission connection with the transmission unit, the transmission unit is fixedly connected to the clamping unit, and the clamping unit is detachably connected to the wheel hub or the traction part; The transmission unit includes: a first transmission member and a second transmission member that are transmission-connected to each other, the two steering drivers are respectively provided at two ends of the first transmission member that are oppositely arranged along the second axial direction, and the power output ends of the two steering drivers are both transmission-connected to the first transmission member, the two clamping units are symmetrically fixedly mounted on the second transmission member along the axial direction of the second transmission member, and the first transmission member and the second transmission member are connected by gear transmission; The clamping unit includes: a connecting cylinder fixedly connected to the second transmission member, the connecting cylinder being hollow to form an accommodating chamber; a piston rod, one end of which is at least partially sleeved within the accommodating chamber to divide the accommodating chamber into a first drive chamber and a second drive chamber; and a claw disposed at the other end of the piston rod; an elastic element is disposed within the first drive chamber, and the second drive chamber is connected to an external hydraulic device; under the action of the elastic element, the claw is detachably connected to the hub of the front wheel; Wherein, under the action of the steering driver, the transmission unit and the clamping unit synchronously drive the front wheel to form a corresponding deflection angle according to the deflection angle of the front wheel; The displacement sensor is arranged on the vehicle body and is located beside the transmission unit.

2. The aircraft tug according to claim 1, wherein: The receiving groove is in any one of a U-shape, a C-shape or a V-shape.

3. The aircraft tug according to any one of claims 1 to 2, characterized in that: At least two groups of the clamping units are provided, and each group of the clamping units is detachably connected to the wheel hub.

4. The aircraft tug according to claim 1, wherein: The clamping end of the vehicle body is provided with a first sliding groove and a second sliding groove, wherein the first sliding groove extends along the second axial direction; The steering driver and the first transmission member are both arranged in the first sliding groove, and the second transmission member passes through the second sliding groove.

5. The aircraft tug according to claim 4, wherein: The first transmission member and the first sliding groove are both linear, and the second transmission member and the second sliding groove are both arc-shaped.

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