An aircraft handling device

Abstract

The embodiment of the application relates to the technical field of non-wheel vertical take-off and landing aircraft transfer, and particularly relates to an aircraft carrying device. The diagonal rudder wheel and universal wheel layout are adopted for the moving wheel, steering is flexible, various walking modes of the device can be realized, and moving modes such as transverse movement, in-place steering and crab walking can be realized. When steering after diagonal arrangement, the front and rear wheels can rotate in opposite directions to reduce the turning radius of the whole device, and the device is suitable for position adjustment in a narrow space.

Description

Technical Field

[0001] This invention relates to the field of non-wheeled vertical takeoff and landing aircraft transfer technology, and more particularly to an aircraft handling device. Background Technology

[0002] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section.

[0003] Non-wheeled vertical takeoff and landing (VTOL) aircraft, lacking wheels, require a transfer platform to move them from airports or other locations after landing. Existing transfer platform products generally employ a front-end steering and rear-end orientation layout. Figure 1 The general structure of two existing products is shown. Existing cloud transfer platforms are not easy to adjust the position of the tail directional wheels when entering the bottom of the aircraft, and the turning radius is too large during transfer. The mode of movement is also relatively simple, similar to ordinary forklifts. Summary of the Invention

[0004] To address the issues of excessively large turning radius and limited mobility of non-wheeled vertical takeoff and landing (VTOL) aircraft transport platforms, this invention proposes an aircraft handling device that offers flexible steering, multiple walking modes, and facilitates the agile movement of VTOL aircraft.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] Firstly, this invention provides an aircraft handling device. The device has four corners equipped with casters, each caster comprising a steering wheel assembly and a swivel wheel assembly, positioned diagonally opposite each other. This diagonal arrangement of steering wheels and swivel wheels allows for flexible steering and enables various movement modes, including lateral movement, turning in place, and crab-like maneuvers. Furthermore, the diagonal arrangement allows the front and rear wheels to rotate in opposite directions during turning, reducing the overall turning radius of the device, making it suitable for position adjustments in confined spaces.

[0007] In some embodiments, one end of the conveying device is provided with a handle, which includes a handle and a connecting rod. By providing a handle, the movement direction of the device can be easily controlled manually, while also being ergonomic, labor-saving, and convenient.

[0008] In some embodiments, a steering wheel is provided flush with the connection between the conveying device and the connecting rod, and the end of the connecting rod is connected to the conveying device through the end face of the steering wheel. When the connecting rod swings, the steering wheel can rotate synchronously. The conveying device also includes a control module and an angle sensing component. The angle sensing component is used to sense the rotation angle A1 of the steering wheel and transmit it to the control module. The control module is used to control the rotation angle A2 of the steering motor of at least one steering wheel in the steering wheel group according to the rotation angle of the steering wheel. The rotation angle A2 of the steering motor is determined according to the rotation angle A1 of the steering wheel.

[0009] In the above scheme, the swing angle of the handle is converted into angular displacement by the steering wheel, and the angular displacement is sensed by the angle sensing component and transmitted to the control module. The control module controls the steering angle of the steering wheel according to the angular displacement of the steering wheel, thereby realizing precise control of the steering angle of the steering wheel and synchronization between the two, and realizing smooth and stepless control of the steering of the handling device.

[0010] Furthermore, the angle sensing component includes an encoder, the encoder friction wheel of which contacts the outer edge of the steering wheel, acquiring the rotation angle A1 of the steering wheel when it rotates. As an angle sensing component, the encoder utilizes the contact and friction between its friction wheel and the steering wheel; mechanical friction allows for more reliable acquisition of the steering wheel's angular displacement, which is then converted into an electrical signal and sent to the control module for identification.

[0011] To prevent erroneous acquisition of steering wheel angular displacement due to encoder friction wheel malfunction, poor friction, or improper rotation, in some embodiments of the present invention, multiple encoder friction wheels are distributed at intervals around the circumference of the steering wheel. Multiple encoder friction wheels mutually verify and complement each other, making the acquisition of steering wheel angular displacement more reliable and accurate. Furthermore, multiple encoder friction wheels also improve sensing sensitivity; even with very small rotations, at least one encoder friction wheel can be detected, thereby ensuring a high degree of matching between the steering wheel angle and the handle angle, improving the accuracy and flexibility of the steering control of the handling device.

[0012] In some implementations, the steering motor of the second steering wheel is electrically connected to the steering motor of the first steering wheel, and controls the rotation angle of the second steering wheel according to the steering angle of the first steering wheel. Connecting the steering motors of each steering wheel in the chain allows one to act as the driving wheel and the other as the driven wheel, thereby reducing the control of one steering wheel, simplifying the algorithm, and reducing resource consumption.

[0013] In some embodiments, a remote control is also included, through which the rotation angle of the second steering wheel and / or the first steering wheel can be controlled. Remote control allows for operation in situations where human access is inconvenient, reducing the physical exertion required for manual movement and improving control precision and accuracy.

[0014] In some embodiments, one end of the conveying device is provided with a U-shaped groove, one end face of the steering wheel is flat on the bottom of the U-shaped groove, and the other end face is connected to the connecting rod. The handle is provided with an automatic return spring, the two ends of which are respectively connected to the steering wheel and the side of the U-shaped groove. When the handle deviates from the center position, the automatic return spring pulls the handle back to the center position, thus achieving automatic centering. This solution achieves the automatic return function of the handle, satisfying the position control of the handle in a static state, while preventing the handle from swinging arbitrarily and causing collisions during remote control operation. It also prevents directional deviation when the device travels in a straight line.

[0015] In some embodiments, the transport device includes a lifting surface and a receiving cavity located in the middle of the lifting surface, the receiving cavity extending from the plane of the lifting surface toward the moving wheels and situated in the space between the moving wheels. The inner chassis of the wheel system is directly lowered to save height space for mounting lifting and other electrical equipment.

[0016] In some embodiments, the lifting surface is provided with alignment blocks for matching with the aircraft. The alignment blocks can accommodate the aircraft within a certain range, reducing alignment difficulty and preventing lifting failures due to lateral or longitudinal misalignment or slight tilting between the aircraft and the transport device.

[0017] The beneficial effects of this invention are:

[0018] 1. Flexible steering, small turning radius, and multiple walking modes facilitate the repositioning of the equipment in confined spaces such as hangars and maintenance workshops;

[0019] 2. The intelligent wire-controlled pull rod is highly reliable, easy and flexible to control, and has a simple return-to-center structure.

[0020] 3. The layout is compact, the lifting stroke is high, and the chassis has good passability. At the same time, the increased rubber blocks facilitate visual alignment with the aircraft and reduce the difficulty of operation. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1 Schematic diagram of existing handling equipment;

[0023] Figure 2 This is a schematic diagram of the overall structure of the conveying device according to Embodiment 1 of the present invention;

[0024] Figure 3 This is another overall structural schematic diagram of the conveying device according to Embodiment 1 of the present invention;

[0025] Figure 4 This is a detailed schematic diagram of the conveying device according to Embodiment 1 of the present invention;

[0026] Figure 5 This is another detailed schematic diagram of the conveying device according to Embodiment 1 of the present invention;

[0027] In the diagram, 1-steering wheel, 101-first steering wheel, 102-second steering wheel, 2-caster wheel, 3-handle, 301-handle, 302-linkage, 4-steering gear, 5-encoder friction wheel, 6-automatic return spring, 7-screw, 8-base, 9-bend, 10-elastic connector, 11-first bolt, 110-second bolt, 12-U-shaped groove, 13-alignment block, 14-lifting ring, 15-lifting surface, 16-accommodating cavity, 17-scissor lift mechanism. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of this invention are only for explaining this invention and are not intended to limit this invention.

[0029] It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments, which also fall within the scope of protection of this invention.

[0030] In the description of this invention, the following terms need to be explained:

[0031] For directional terms, the terms "center," "lateral," "longitudinal," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise" used in the specification and claims of this application indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of the present invention.

[0032] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0033] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0034] When an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or may have an intervening element present. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or may have an intervening element present. When an element is referred to as being "provided with" another element, it can be located on the surface or inside the element.

[0035] Unless otherwise expressly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "comprises" shall be understood to include the stated elements or components without excluding other elements or other components.

[0036] In the specification and claims of this application, the term "electrical connection" can refer to a physical contact circuit connection, a communication connection, a wired communication connection, or a wireless communication connection.

[0037] Example 1

[0038] First, this embodiment provides an aircraft handling device, the overall structure of which is as follows: Figure 2 , Figure 3As shown, the four corners of the transport device are equipped with casters, each caster consisting of a steering wheel assembly and a swivel wheel assembly, positioned diagonally opposite each other. The casters employ a steering wheel 1 plus swivel wheels 2 layout. On one hand, the steering wheel 1 can freely and actively control its turning angle, while the swivel wheels 2 can achieve 360° flexible turning. By placing one set of steering wheels 1 at two diagonal positions and another set of swivel wheels 2 at the other two diagonal positions, the direction of the device is controlled by adjusting the turning angle of the steering wheels 1. In specific operation, the turning angles of steering wheels 101 and 102 can be controlled separately according to the actual site and requirements, or one steering wheel 101 can be controlled while the other steering wheel 102 rotates according to the turning angle of the first steering wheel 101. Thus, when the device moves in a certain direction... When turning, the two steering wheels 1 are positioned diagonally opposite each other. When the front steering wheel 101 turns, the rear steering wheel 102 will also turn in the opposite direction, accelerating the turning of the device and reducing the turning radius. The two omnidirectional wheels 2 located at the other two diagonals can turn 360° flexibly with the steering wheels 1, making the device turn more easily and conveniently. This enables flexible turning and allows the device to move in multiple ways, such as lateral movement, turning on the spot, and crab walking. At the same time, the diagonal arrangement allows the front and rear wheels to rotate in opposite directions when turning, reducing the turning radius of the entire device. This is suitable for position adjustment in confined spaces.

[0039] Currently, steering in this product is either manually steered via a handle or controlled by a remote. Manual steering requires significant effort, while remote control relies solely on visual adjustment, increasing the risk of collisions and slowing down movement to avoid these risks. Optionally, to meet the needs of human movement, the conveying device in this embodiment is equipped with a handle 3 at one end. The handle 3 includes a handle 301 and a connecting rod 302. The handle 3 allows for convenient manual control of the device's direction of movement, while also being ergonomic and effortless. In some embodiments, the handle 3 can integrate power-on, operation buttons, status display, emergency stop, and gear adjustment buttons, facilitating the adjustment of the conveying device's status and movement parameters. The emergency stop button can be located at the end or side of the handle 301, triggering an emergency stop directly upon accidental impact or manually activated by the operator. This can be controlled via buttons on the handle 3 or remote control. Optionally, in some embodiments, for ease of operation, the device's displacement can be controlled by a remote control; that is, the device also includes a remote control, and the rotation angle of the second steering wheel and / or the first steering wheel can be controlled by the remote control. Remote control allows for operation in situations where human access is inconvenient, reducing the physical exertion of manual movement and improving control precision and accuracy.

[0040] In actual operation, a steering wheel is provided at the connection between the conveying device and the connecting rod 302. The edge of the steering wheel can be set in various shapes, such as flat, spaced protrusions, gear-shaped, or a rough surface. In this embodiment, a gear is used as the steering wheel, referred to as steering gear 4, and the end of the connecting rod 302 is connected to the conveying device through the end face of steering gear 4. Figure 4 and Figure 5 As shown, specifically, by drilling several matching screw holes on the end faces of the conveying device and the steering gear 4, the connecting rod 302 can be fixed to the end face of the gear by screws 7. The end of the connecting rod 302 of the handle 3 away from the handle 301 can be set as a curved part 9 with a certain arc. The end of the curved part 9 is hinged to the base 8 on both sides by the through first bolt 11. The hinged method allows the handle 3 to rotate around the first bolt 11, so that the handle 3 can be raised or lowered to adapt to different usage scenarios. The two bases 8 are connected to the end face of the steering gear 4 by screws 7. To improve stability, a retractable connector, such as an elastic connector or telescopic rod, is provided on the inner side of the arc of the curved part 9. In this embodiment, the elastic connector 10 is used as an example. The two ends of the elastic connector 10 are connected to the curved part 9 and the base 8, respectively. Specifically, a second bolt 110 parallel to the first bolt 11 is provided on the base 8. The elastic connector 10 is connected to the second bolt 110. The elastic connector 10 can be stretched when the handle 3 is raised and contracted when the handle 3 is pressed down, so as to achieve free expansion and contraction, and save space. This reduces the problem of fixed-length connectors being insufficient in length when the handle 3 is raised, limiting the lifting angle of the handle 3, and redundantly occupying space and easily interfering with the movement of the device when the handle 3 is pressed down. The first bolt 11 and the second bolt 110 can also be bearings. When the connecting rod 302 swings, the steering gear 4 can rotate synchronously, and the swing angle of the handle 3 is converted into angular displacement through the steering gear 4.

[0041] The transport device also includes a control module and an angle sensing component. The angle sensing component senses the rotation angle A1 of the steering gear 4 and transmits it to the control module. The control module controls the rotation angle A2 of the steering motor of at least one steering wheel 1 in the steering wheel assembly based on the rotation angle of the steering gear 4. The rotation angle A2 of the steering motor is determined based on the rotation angle A1 of the steering gear 4. The fact that the rotation angle A2 of the steering motor is determined based on the rotation angle A1 of the steering gear 4 means that the rotation angle A2 of the steering motor is calculated based on the rotation angle A1 of the steering gear 4; the two can be the same or different, depending on the actual requirements. There is an angle correlation between the steering wheels 101 and 102, which can be controlled independently according to the algorithm of the control module. However, the rotation angle between the two will have different correlations depending on different control modes (such as lateral movement, stationary turning, or normal turning).

[0042] The angle sensing component can be any device capable of acquiring the rotation angle of the steering gear 4. It can employ visual recognition technology or an angular displacement sensor. In this embodiment, an encoder is used. The angle sensing component includes an encoder and a friction wheel of the encoder, which is... Figure 5 The encoder friction wheel 5 contacts the outer edge, i.e., the tooth tip, of the steering gear 4, acquiring the rotation angle A1 of the steering gear 4 as it rotates. As an angle sensing component, the encoder utilizes the contact and friction between the encoder friction wheel 5 and the steering gear 4. Mechanical friction allows for more reliable acquisition of the angular displacement of the steering gear 4, which is then converted into an electrical signal and sent to the control module for identification. The control module controls the steering angle of the steering wheel 1 based on the angular displacement of the steering gear 4, thereby achieving precise control and synchronization of the steering angle of the steering wheel 1 by the handle 3, and realizing smooth, stepless control of the steering of the transport device. It should be noted that the contact surface of the encoder friction wheel 5 in this embodiment can be a rough frosted surface or a contact surface with various textures to enhance friction. This embodiment uses an encoder friction wheel 5 with closely arranged horizontal stripes, meaning that the contact surface of the encoder friction wheel 5 has closely arranged horizontal stripes, the direction of which is parallel to the axis of the encoder friction wheel 5.

[0043] The control module can control the steering angle of the steering wheel 101 adjacent to the handle 3, or it can simultaneously control the steering angles of two steering wheels 1. The steering directions and angles of the two steering wheels 1 can be the same or different, or they can be linked together. For example, the steering motor of the second steering wheel can be electrically connected to the steering motor of the first steering wheel, and the rotation angle of the second steering wheel can be controlled according to the steering angle of the first steering wheel. Connecting the steering motors of each steering wheel in a chain allows one to act as the driving wheel and the other as the driven wheel, thereby reducing the control of one steering wheel 1, simplifying the algorithm, and reducing resource consumption.

[0044] To prevent erroneous acquisition of the angular displacement of the steering gear 4 due to malfunction, poor friction, or improper rotation of the encoder friction wheel 5, optionally, in some embodiments of the present invention, multiple encoder friction wheels 5 are distributed at intervals around the steering gear 4. Multiple encoder friction wheels 5 mutually verify and complement each other, making the acquisition of the steering gear 4 angular displacement more reliable and accurate. Furthermore, multiple encoder friction wheels 5 can also improve sensing sensitivity; even with very small rotations, at least one encoder friction wheel 5 can be detected, thereby ensuring a high degree of matching between the steering angle of the steering wheel 1 and the steering angle of the handle 3, improving the accuracy and flexibility of the steering control of the handling device.

[0045] The handle 3 of the conveying device in this embodiment also has an automatic centering function. One end of the conveying device is provided with a U-shaped groove 12. One end face of the steering gear 4 is flat on the bottom of the U-shaped groove 12, and the other end face is connected to the connecting rod 302. The handle 3 is provided with an automatic centering spring 6. The two ends of the automatic centering spring 6 are respectively connected to the steering gear 4 and the side of the U-shaped groove. When the handle 3 deviates from the center position, the automatic centering spring 6 pulls the handle 3 back to the center position, realizing automatic centering. In practical applications, the automatic centering spring 6 can be set only on one side, or on both sides of the U-shaped groove 12, or in multiple places, depending on the requirements. In this embodiment, the automatic centering spring 6 is set on the two sides opposite to the steering gear 4 and the U-shaped groove 12. The automatic centering function of the handle 3 is realized through the above scheme, which satisfies the position control of the handle 3 in a static state, and at the same time avoids the handle 3 from swinging randomly and causing collisions during remote control operation. It can also prevent directional deviation when the device travels in a straight line.

[0046] Because aircraft sometimes face confined spaces, they need to lower their center of gravity for stability, resulting in a low landing gear height. This requires the transport platform to be as low as possible while still providing sufficient lifting height to prevent the aircraft from scraping against the ground or obstacles during transport and to ensure a certain level of maneuverability. Therefore, lifting, drive, control, and power modules need to be integrated within a limited space. Furthermore, to facilitate alignment with the aircraft, the lifting joints need to have as much slack as possible to avoid excessive operational difficulty or alignment failure.

[0047] Based on the above requirements, the handling device in this embodiment adopts a lowered chassis design. The device includes a lifting surface 15 and a receiving cavity 16 located in the middle of the lifting surface 15. The lifting surface 15 is symmetrically arranged on both sides of the receiving cavity 16. A scissor lift mechanism 17 is used below the lifting surface 15 to complete the lifting function. The receiving cavity 16 extends from the plane of the lifting surface 15 towards the direction of the moving wheels and is located in the space between the moving wheels. This allows for a large lifting stroke to vehicle height ratio, a compact layout, and improved lifting stroke. Furthermore, the chassis inside the wheel system can be directly lowered to save height space for installing lifting equipment and other electrical equipment. Lifting rings 14 can be installed at the four corners of the device to further increase the height when the lifting height is insufficient. In special situations requiring extremely high lifting height, or when the moving wheels malfunction or the road surface is unsuitable for the moving wheels, the lifting rings 14 can also be used to move the device.

[0048] To facilitate accurate alignment during aircraft landing or placement and improve the safety and stability during aircraft transport, the lifting surface 15 in this embodiment is equipped with an alignment block 13 for matching with the aircraft. The alignment block 13 can accommodate the aircraft within a certain range, reducing alignment difficulty and preventing lifting failures due to lateral or longitudinal offsets, slippage, or slight tilting between the aircraft and the transport device. The alignment block 13 can be made of an elastic material, such as a rubber pad, to protect the aircraft from damage and provide a certain degree of tolerance for alignment errors; minor errors can be overcome by the deformation of the elastic rubber pad.

[0049] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features, and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An aircraft handling device, wherein the handling device is provided with casters at its four corners, characterized in that, The moving wheels include a set of steering wheels and a set of omnidirectional wheels, which are arranged diagonally opposite each other in the conveying device; One end of the conveying device is provided with a handle, which includes a handle and a connecting rod; A steering wheel is provided at the connection between the conveying device and the connecting rod, and the end of the connecting rod is connected to the conveying device through the end face of the steering wheel. When the connecting rod swings, the steering wheel can rotate synchronously. The conveying device further includes a control module and an angle sensing component. The angle sensing component is used to sense the rotation angle A1 of the steering wheel and transmit it to the control module. The control module is used to control the rotation angle A2 of the steering motor of at least one steering wheel in the steering wheel assembly according to the rotation angle of the steering wheel. The rotation angle A2 of the steering motor is determined according to the rotation angle A1 of the steering wheel. The steering wheel assembly includes a first steering wheel and a second steering wheel. The steering motor of the second steering wheel is electrically connected to the steering motor of the first steering wheel, and controls the rotation angle of the second steering wheel according to the steering angle of the first steering wheel.

2. The conveying device according to claim 1, characterized in that, The angle sensing component includes an encoder, wherein the encoder friction wheel of the encoder contacts the outer edge of the steering wheel, and the rotation angle A1 of the steering wheel is acquired when the steering wheel rotates.

3. The conveying device according to claim 2, characterized in that, The encoder friction wheels are multiple and are spaced apart on the circumference of the steering wheel.

4. The conveying device according to claim 3, characterized in that, It also includes a remote control, through which the rotation angle of the second steering wheel and / or the first steering wheel can be controlled.

5. The conveying device according to claim 3, characterized in that, One end of the conveying device is provided with a U-shaped groove. One end face of the steering wheel is flat on the bottom of the U-shaped groove, and the other end face is connected to the connecting rod. The handle is provided with an automatic return spring. The two ends of the automatic return spring are respectively connected to the steering wheel and the side of the U-shaped groove. When the handle deviates from the center position, the automatic return spring pulls the handle back to the center position to achieve automatic return.

6. The conveying device according to claim 5, characterized in that, The conveying device includes a lifting surface and a receiving cavity located in the middle of the lifting surface. The receiving cavity extends from the plane where the lifting surface is located toward the moving wheels and is located in the space between the moving wheels.

7. The conveying device according to claim 6, characterized in that, The lifting surface is equipped with alignment blocks for matching with the aircraft.

Images