Modularized general aircraft tractor

Abstract

The invention provides a modular general aircraft tractor. The modular general aircraft tractor solves the problems that an existing aircraft tractor is poor in chassis universality and low in overall assembly efficiency. Comprising a cab module, a vehicle body module and a plurality of assembling supports. The vehicle body module comprises a universal chassis and a plurality of functional modules, a plurality of mounting holes and a preset assembly space are formed in the universal chassis, and the mounting holes are matched with all the functional modules of the internal combustion engine type and motor type aircraft tractor; the internal combustion engine type and motor type differential function modules are assembled in the corresponding assembling spaces on the universal chassis through the matching of the assembling brackets and the corresponding mounting holes; the cab module and the vehicle body module are independently assembled off line, the cab module is integrally assembled on the vehicle body module after assembly is completed, and electrical butt joint is achieved through a pluggable connector. The invention is widely applied to the technical field of aircraft tractors.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft towing vehicles, and more particularly to a modular general aircraft towing vehicle. BACKGROUND

[0002] The aircraft towing vehicle is the core equipment to ensure the efficient and orderly development of airport ground operation. At present, the traditional aircraft towing vehicles in the industry can be divided into two categories: internal combustion engine type and electric motor type according to the power configuration. The installation interfaces and functional component layouts of the chassis of the two types are incompatible with each other. The development of the chassis, the preparation of molds, and the production of special parts need to be carried out separately for the two types, which has poor universality. This not only causes a large number of special parts, high research and development and manufacturing costs, but also leads to serious inventory accumulation in the production process and insufficient product universality and market competitiveness.

[0003] Secondly, the traditional aircraft towing vehicles generally adopt a whole vehicle integrated field assembly mode. The cab, vehicle body, and various functional components need to be assembled and wired on site in the final assembly line. The small final assembly space greatly increases the difficulty of assembly operation, and the on-site manual wiring process is complicated, which is prone to wiring errors and reduces the assembly efficiency of the aircraft towing vehicle. At the same time, the functional components are scattered and do not form a standardized modular integrated structure. A large number of associated components need to be disassembled for later maintenance, which further increases the equipment operation and maintenance cost of the airport. SUMMARY

[0004] In order to solve the above-mentioned problems, the technical scheme adopted by the present application is to provide a modular general aircraft towing vehicle, which solves the problems of poor universality of the existing aircraft towing vehicle chassis and low whole vehicle assembly efficiency. The modular general aircraft towing vehicle comprises a cab module, a vehicle body module, and a plurality of assembly supports. The vehicle body module comprises a universal chassis and a plurality of functional modules. The universal chassis is provided with a plurality of mounting holes and a plurality of preset assembly spaces. The mounting holes are adapted to all functional modules of the internal combustion engine type and the electric motor type aircraft towing vehicles. The different functional modules of the internal combustion engine type and the electric motor type are assembled into the corresponding assembly spaces of the universal chassis through the assembly supports and the corresponding mounting holes. The cab module and the vehicle body module are independently assembled offline. After assembly, the cab module is integrally assembled onto the vehicle body module, and electrical connection is realized through pluggable connectors.

[0005] Preferably, the cab module comprises a cab body, a cab electrical assembly, and a cab hydraulic assembly. The electrical lines of the cab electrical assembly are pre-connected to the cab connection end of the pluggable connector. The cab module is a whole hoisting assembly unit. The electrical lines of the vehicle body module and each functional module are pre-connected to the vehicle body connection end of the pluggable connector.

[0006] Preferably, the functional module is an integrated unit that can be independently assembled offline and hoisted as a whole; wherein the functional module of the internal combustion engine type includes a vehicle axle leaf spring angle sensor module, an internal combustion engine type dedicated cooling module, an engine gearbox module, a hydraulic oil tank, an aftertreatment module and a counterweight module; the functional module of the electric motor type includes a vehicle axle leaf spring angle sensor module, an electric motor type dedicated cooling module, an electric motor module, a battery module and a multi-in-one device module; each functional module is independent of each other and is adapted to the assembly requirements of the internal combustion engine type or the electric motor type.

[0007] Preferably, the vehicle body module further includes a cover plate assembly for protecting the universal chassis, the cover plate assembly includes a cover plate body, a guide rail groove and a guide rail nut, the guide rail groove is provided at a position corresponding to the cover plate body on the universal chassis, the guide rail nut is fixedly connected with the cover plate body, and the cover plate body is slidably connected with the guide rail groove through the guide rail nut to realize position adjustment in the front-rear direction of the vehicle body.

[0008] Preferably, the universal chassis includes a main plate welding part sleeve and an auxiliary welding part sleeve, the main plate welding part sleeve is composed of main plate materials of the universal chassis large-size main plate, and the main plate welding part sleeve is provided with clamp fixing holes adapted to the robot welding workstation, and the clamp fixing holes are of uniform standard size.

[0009] Preferably, the vehicle axle leaf spring angle sensor module is internally integrated with a leaf spring assembly and an angle sensor, and the two are assembled and cooperated; the universal chassis is provided with a hollow groove at the bottom of the assembly position corresponding to the vehicle axle leaf spring angle sensor module, and the hollow groove is used for assembling the vehicle axle leaf spring angle sensor module from the bottom of the universal chassis to the universal chassis.

[0010] Preferably, the engine gearbox module includes an engine, a gearbox, a middle cooling water radiator and a gas pipe water pipe, and each structure is assembled and fixed through a shock absorber; the middle cooling water radiator is arranged at the front side of the vehicle body and is installed near the engine power take-off port, the cooling fan of the middle cooling water radiator is directly connected with the engine power take-off port; the bottom of the middle cooling water radiator is fixed by bolts, and the upper part is supported by the shock absorber; the front side of the core body of the middle cooling water radiator is provided with a detachable protective plate, and the periphery of the core body is provided with a buffer rubber plate.

[0011] Preferably, the system also includes a hydraulic system comprising two independent hydraulic oil sources, achieving hydraulic steering priority through a dual-source configuration. The first hydraulic oil source is a piston pump, which supplies oil to the steering system. The steering system includes a front axle hydraulic steering gear and a rear axle proportional steering control valve group. The front axle hydraulic steering gear controls the steering of the front axle, and the rear axle proportional steering control valve group controls the steering of the rear axle. The second hydraulic oil source is a gear pump, which supplies oil to the braking system, cab lifting system, and outrigger lifting system. The braking system includes an accumulator charging valve, two sets of proportional brake valves, and an electromagnetic parking brake valve group. The accumulator charging valve is used to charge the accumulator, the two sets of proportional brake valves control the service brakes of the front and rear axles respectively, and the electromagnetic parking brake valve group controls the release of the parking brake. The cab lifting system and the outrigger lifting system are controlled by a two-way multi-port valve group. The hydraulic system also includes an emergency power unit, which switches the oil circuit through a ball valve to provide emergency oil supply to the two hydraulic oil sources.

[0012] Preferably, it also includes an intelligent control module, which includes a driver's cab display, a data diagnostic unit, and a vehicle network communication unit. The driver's cab display and the data diagnostic unit are both electrically connected to the vehicle network communication unit.

[0013] Preferably, it also includes multiple movable counterweights for adjusting the vehicle's weight, the movable counterweights being detachably connected to the universal chassis.

[0014] The beneficial effects of this invention are as follows: By using a universal chassis that can be adapted to both internal combustion engine and electric motor aircraft tractors, and with uniformly set mounting holes, pre-set assembly spaces, and assembly brackets, a universal chassis design for tractors with two different power configurations is achieved. This reduces the types and quantities of specialized parts, lowers the risk of production inventory backlog, and reduces the R&D and manufacturing costs of parts. It eliminates the need for separate chassis development for different power types, expanding the product's applicability and enhancing its market competitiveness. The entire vehicle adopts a modular design concept. The cab module and each functional module can be independently assembled offline and hoisted as a whole. After assembly, the cab module is assembled with the body module, and the electrical system is quickly connected through pluggable connectors. This avoids the inconvenience caused by limited space during vehicle assembly, and the overall hoisting assembly method improves production assembly efficiency. Pluggable connectors simplify the electrical connection process between the cab module and the body module, avoiding the tediousness and errors of on-site wiring, and improving assembly convenience and operational efficiency. Modular integration and standardized connection structure not only reduce assembly difficulty but also provide convenience for subsequent maintenance and module replacement. In addition, the vehicle adopts a wiring harness integrated design, which, together with the intelligent control module, enables centralized management and intelligent monitoring of the vehicle's operating status, thereby improving vehicle maintenance efficiency and operational safety. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of the internal combustion engine aircraft tractor in this invention; Figure 2 This is a schematic diagram of the structure of the electric motor-driven aircraft tractor in this invention; Figure 3 for Figure 1 Top view; Figure 4 for Figure 2 Top view; Figure 5 This is a schematic diagram of the cab module in this invention; Figure 6 This is a schematic diagram of the cover plate assembly in this invention; Figure 7 This is a schematic diagram of the mainboard soldering sleeve in this invention; Figure 8 This is a schematic diagram of the general chassis structure in this invention; Figure 9 This is a schematic diagram of the axle leaf spring angle sensor module in this invention; Figure 10 This is an assembly diagram of the axle leaf spring angle sensor module in this invention; Figure 11 This is a schematic diagram of the engine and transmission module in this invention; Figure 12 This is a schematic diagram of the dual-motor module in this invention; Figure 13 This is a schematic diagram of the overall vehicle assembly process in this invention.

[0017] Symbols in the diagram: 1. Cab module; 2. Body module; 3. Universal chassis; 4. Axle leaf spring angle sensor module; 5. Engine and gearbox module; 6. Motor module; 7. Battery module; 8. All-in-one device module; 9. Internal combustion engine-specific cooling module; 10. Electric motor-specific cooling module; 11. Cover plate assembly; 12. Main board welding assembly; 13. Fixture fixing hole; 14. After-treatment module; 15. Control box; 16. Counterweight module; 17. Hydraulic oil tank; 401. Angle sensor; 501. Intercooler. Detailed Implementation

[0018] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0019] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0020] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0021] The present application will now describe a modular universal aircraft tractor provided in its embodiments.

[0022] Please see Figures 1 to 4The modular universal aircraft towing vehicle includes a cab module 1, a body module 2, and multiple assembly brackets. The body module 2 includes a universal chassis 3 and multiple functional modules. The universal chassis 3 is used to support and assemble the various functional modules. Based on the power configuration of the aircraft towing vehicle, the functional modules can be divided into internal combustion engine type functional modules and electric motor type functional modules. The universal chassis 3 has multiple mounting holes and pre-set assembly spaces. The mounting holes are compatible with all functional modules of both internal combustion engine and electric motor type aircraft towing vehicles, including shared functional modules and differentiated functional modules. The differentiated functional modules of the internal combustion engine and electric motor types are assembled into the corresponding assembly spaces on the universal chassis 3 through the assembly brackets and corresponding mounting holes. Each module and structure has a clear division of labor. Through the unified mounting holes and pre-set assembly spaces of the universal chassis 3, combined with the assembly brackets, the chassis of both internal combustion engine and electric motor type aircraft towing vehicles is standardized, reducing the types and quantities of specialized parts, lowering production inventory backlog, and reducing the R&D and manufacturing costs of parts. At the same time, it eliminates the need for separate chassis design for different power types, enhancing the product's applicability and versatility, and improving its market competitiveness. The cab module 1 and the body module 2 are assembled independently offline. After assembly, the cab module 1 is hoisted and assembled with the body module 2, and the two are electrically connected through pluggable connectors. This avoids the inconvenience caused by the limited space during vehicle assembly, and improves production assembly efficiency in conjunction with the overall hoisting assembly method. The pluggable connectors simplify the electrical connection process between the cab module 1 and the body module 2, and improve the ease of assembly.

[0023] Please see Figures 1 to 5 Furthermore, the cab module 1 includes a cab body, cab electrical components, and a cab hydraulic assembly. The electrical wiring of the cab electrical components is pre-connected to the cab docking end of the pluggable connector. The cab module 1 is an assembly unit that can be hoisted as a whole. The electrical wiring of the vehicle body module 2 and each functional module is pre-connected to the vehicle body docking end of the pluggable connector. In this embodiment, the pluggable connector includes two heavy-duty connectors and one video connector disposed on the cab partition. The two heavy-duty connectors transmit high-voltage electricity and low-voltage electricity respectively, and the video connector passes through a circular hole in the middle of the cab partition.

[0024] During assembly, the cab module 1 and the body module 2 are first assembled independently offline. Then, the cab module 1 is assembled onto the body module 2 via hoisting. Finally, the two ends are connected via pluggable connectors to achieve synchronous interconnection of high-voltage, low-voltage, and video signals in the electrical system, ensuring the stability of different types of signal transmission. The pre-connected wiring and pluggable connectors simplify the electrical connection process, avoid the tediousness and errors of on-site wiring, and improve assembly efficiency. At the same time, modular integration and standardized connection structure not only reduce assembly difficulty but also provide convenience for subsequent maintenance and module replacement.

[0025] Please see Figures 1 to 4 Furthermore, the functional modules are integrated units that can be independently assembled offline and hoisted as a whole. Specifically, the functional modules for the internal combustion engine model include an axle leaf spring angle sensor module 4, a dedicated cooling module 9 for the internal combustion engine model, an engine and gearbox module 5, a hydraulic oil tank 17, an aftertreatment module 14, and a counterweight module 16; the functional modules for the electric motor model include an axle leaf spring angle sensor module 4, a dedicated cooling module 10 for the electric motor model, a motor module 6, a battery module 7, and a multi-functional device module 8. Each functional module is independent and adapts to the assembly requirements of either the internal combustion engine or electric motor model. During assembly, the various functional structures of the aircraft towing vehicle are first independently assembled offline into functional modules and debugged. Then, according to the vehicle model requirements, the common and differential modules within each functional module are hoisted as a whole to the pre-set assembly space of the universal chassis 3 and fixed using assembly brackets and mounting holes. All functional modules can be independently assembled offline and hoisted as a whole, which improves the assembly efficiency of vehicle body module 2, reduces the workload and errors in the overall vehicle assembly stage, and also realizes the standardized production of shared modules for different power configurations, reducing the types of special parts and inventory backlog.

[0026] Please see Figure 6 Furthermore, the vehicle body module 2 also includes a cover plate assembly 11 for protecting the universal chassis 3. The cover plate assembly 11 includes a cover plate body, a guide rail groove, and a guide rail nut. The guide rail groove is located on the universal chassis 3 at a position that mates with the cover plate body. The guide rail nut is fixedly connected to the cover plate body. The cover plate body slides along the guide rail groove through the guide rail nut, allowing for position adjustment in the front-rear direction of the vehicle body. The sliding connection between the cover plate body and the universal chassis 3 allows the cover plate body to be flexibly adjusted to adapt to the positional requirements of different assembly scenarios, improving the flexibility and adaptability of assembly. Compared with traditional installation methods, there is no need to grind the mounting holes, saving a significant amount of grinding time and assembly time, and reducing labor costs.

[0027] Please see Figure 7 and Figure 8 Furthermore, the universal chassis 3 includes a main board welding sleeve 12 and an auxiliary welding sleeve, which are welded together to form the universal chassis 3. To adapt to robotic welding workstations, the main plates of the large-sized main board, which can be automatically welded by robots, are separately disassembled and welded to form the main board welding sleeve 12. During robotic welding, the main board welding sleeve 12 needs to be fixed using hydraulic clamps, lifting and positioning machines, and other equipment from the workstation. Therefore, the main board welding sleeve 12 is provided with clamp fixing holes 13 adapted to the robotic welding workstation. The clamp fixing holes 13 on different models of the universal chassis 3 all use a uniform standard size, making the clamps of the robotic welding workstation interchangeable and eliminating the need for separately customized clamps.

[0028] During welding operations, the fixture of the robotic welding workstation fixes the main board welding sleeve 12 through the fixture fixing hole 13 to complete the automated welding. Subsequently, the welding process of the remaining structures of the general chassis 3 is completed by manual welding of the auxiliary welding sleeve. This forms a division of labor mode where the robotic welding workstation welds the core sleeve and the manual welding of the auxiliary structures, avoiding the limitation of the entire vehicle frame relying on a single manual or robotic welding.

[0029] Please see Figure 9 and Figure 10 Furthermore, the axle leaf spring angle sensor module 4 integrates a leaf spring assembly and an angle sensor 401, which are assembled together. The universal chassis 3 has a hollow groove at the bottom of the corresponding assembly position of the axle leaf spring angle sensor module 4, which allows the axle leaf spring angle sensor module 4 to be assembled from the bottom to the top of the universal chassis 3. During assembly, the leaf spring assembly and the angle sensor 401 are first integrated and assembled into the axle leaf spring angle sensor module 4 and tested offline. The angle sensor 401 is tested before being assembled to the universal chassis 3. Then, the axle leaf spring angle sensor module 4 is hoisted from the bottom to the top and fixed to the preset assembly space on the universal chassis 3 through the hollow groove. This assembly method solves the problem of limited assembly space and inconvenient operation in the traditional chassis, and improves assembly efficiency.

[0030] Please see Figure 1 , Figure 2 and Figure 11 Furthermore, the engine and transmission module 5 is an integrated unit that can be independently assembled offline and hoisted as a whole. Internally, it integrates the engine, transmission, intercooler radiator 501, and air and water pipes. Each core structure is assembled and fixed using shock absorbers to ensure a stable overall module connection and vibration damping capability. The bottom of the intercooler radiator 501 is fixed with bolts, and the top is supported by shock absorbers. The intercooler radiator 501 is integrated at the front of the engine and transmission module 5, located on the front side of the vehicle body near the engine power take-off. It directly drives the cooling fan of the intercooler radiator 501 through the engine power take-off, replacing the traditional hydraulic drive, thereby reducing a large number of pipes and hydraulic motors and lowering system complexity. Simultaneously, the intercooler radiator 501 utilizes the ample frontal ventilation space of the vehicle body to optimize heat dissipation efficiency. The core of the intercooler radiator 501 has a removable protective plate on the front side for easy disassembly and cleaning, and it is surrounded by buffer rubber plates to prevent hot air recirculation.

[0031] Furthermore, the modular universal aircraft towing vehicle also includes multiple movable counterweights for adjusting the vehicle's weight. These movable counterweights are detachably connected to the universal chassis 3 via standard connectors such as bolts. In this embodiment, the maximum configuration mass of the movable counterweights is 10 tons, and the overall vehicle weight and traction force can be adjusted according to customer needs. In actual use, based on the tonnage of the equipment to be towed and the operational requirements, the number of movable counterweights installed on the universal chassis 3 can be selectively increased or decreased to accurately adjust the vehicle's weight, meeting the weight adaptation requirements under different towing scenarios and improving the overall versatility of the vehicle.

[0032] Furthermore, to adapt to the international market and meet the steering priority requirements of CE certification, the modular general-purpose aircraft towing vehicle also includes a hydraulic system. This hydraulic system comprises two independent hydraulic oil sources, achieving hydraulic steering priority through a dual-source configuration. The first hydraulic oil source is a piston pump, which supplies oil to the steering system. The steering system includes a front axle hydraulic steering gear and a rear axle proportional steering control valve group. The front axle hydraulic steering gear controls the steering of the front axle, and the rear axle proportional steering control valve group controls the steering of the rear axle. The second hydraulic oil source is a gear pump, which supplies oil to the braking system, cab lifting system, and outrigger lifting system. The braking system includes an accumulator charging valve, two sets of proportional brake valves, and an electromagnetic parking brake valve group. The accumulator charging valve is used to charge the accumulator. The two sets of proportional brake valves control the service brakes of the front and rear axles respectively. The electromagnetic parking brake valve group is used to control the release and locking of the parking brake. The cab lifting system and the outrigger lifting system are controlled by a two-way multi-port valve group. The hydraulic system also has an emergency power unit, which switches the oil circuit through a ball valve to provide emergency oil supply to the two hydraulic oil sources.

[0033] Furthermore, the modular general-purpose aircraft tractor also includes an intelligent control module, which comprises a driver's cab display, a data diagnostic unit, and a vehicle-to-everything (V2X) communication unit. The driver's cab display and data diagnostic unit are both electrically connected to the V2X communication unit. The driver's cab display provides operators with a visual representation of the vehicle's operating parameters and status, supporting human-machine interaction. The data diagnostic unit collects operating data from various vehicle systems, performing fault detection and status analysis. The V2X communication unit enables data transmission and information exchange between the vehicle and a remote platform. Through the intelligent control module, centralized management and intelligent monitoring of the vehicle's operating status are achieved, improving vehicle maintenance efficiency and operational safety.

[0034] Furthermore, the vehicle adopts a wiring harness integrated design, with all solenoid valves, sensors and related wiring harnesses arranged in a unified and orderly manner. Each component is affixed with a clearly identifiable label, which facilitates quick identification and accurate docking during the assembly process, reducing docking time and errors on the final assembly line.

[0035] Please see Figures 1 to 4In this embodiment, a universal chassis 3 is designed based on the currently mature Weihai Guangtai Tiger Leap series aircraft tractor. The relevant assembly structures for the internal combustion engine and electric motor models are laid out on the universal chassis 3. The functional modules that differ between the electric motor and internal combustion engine models are mounted on the universal chassis 3 via assembly brackets, achieving chassis standardization and modular assembly for both power configurations. The specific layout is as follows: Specifically, the general-purpose chassis 3 is based on the Weihai Guangtai Tiger Leap series aircraft tractor and includes three main sections: left, center, and right. A control box 15 is installed in the area above the left tire. The installation position and structural dimensions of the control box 15 are consistent, ensuring the commonality of electrical installation standards for both power configurations. Different functional modules in this area are assembled and fixed using mounting brackets. For the electric motor model, a multi-functional device module 8 is arranged in this area; for the internal combustion engine model, a battery holder and counterweight module 16 are arranged in this area. The mounting holes and mounting brackets used are of the same size and specifications, allowing for rapid switching and assembly of different functional modules.

[0036] Specifically, in the middle area on the left and right sides, the electric motor type is equipped with a battery module 7, while the internal combustion engine type is equipped with a hydraulic oil tank 17 and an after-treatment module 14. All of them are fixed to the general chassis 3 through assembly brackets, which realizes the independent assembly and maintenance of different functional modules and improves the overall assembly efficiency.

[0037] Please see Figure 2 , Figure 4 and Figure 12 Specifically, the central part of the vehicle body is the core powertrain area. The internal combustion engine model has an engine and transmission module 5, while the electric motor model has a motor module 6, specifically a dual-motor module. The installation reference and connection structure of both types of powertrains are consistent, allowing direct adaptation to the pre-set assembly positions on the universal chassis 3. To optimize installation space and heat dissipation efficiency, and to coordinate with the engine and transmission module 5, the original radiator for the internal combustion engine model is separated into an independent intercooler water radiator 501 and an oil radiator. The intercooler water radiator 501 is integrated into the engine and transmission module 5; the oil radiator can be independently assembled as a dedicated cooling module 9 for the internal combustion engine model, fitted into a pre-set heat dissipation area on the side of the universal chassis 3. An air guide shroud is provided on the front of the oil radiator to ensure efficient air intake from the outside of the vehicle body. The dedicated cooling module 10 for the electric motor model is a complete radiator assembly, integrally located on the front side of the vehicle body.

[0038] Specifically, the installation position of the leaf spring assembly needs to be selected based on the effective driving traction force and power configuration of the aircraft towing vehicle. For electric and internal combustion engine vehicles with an effective driving traction force of 210kN or less, the leaf spring assembly is uniformly installed on the upper side of the axle. The internal combustion engine vehicle maintains a ground clearance of 268mm, while the electric vehicle maintains a ground clearance of 218mm, providing a reasonable ground clearance suitable for conventional airport road surfaces. For internal combustion engine vehicles with an effective driving traction force of 235kN, considering the load-bearing characteristics and heavy-load requirements of the engine and transmission module 5, the leaf spring assembly is still installed on the upper side of the axle, maintaining a reasonable ground clearance of 228mm, balancing heavy-load stability and road passability. For electric vehicles with an effective driving traction force of 235kN, the leaf spring assembly is installed on the underside of the axle. By lowering the position of the leaf spring, the vehicle's center of gravity can be reduced, improving driving stability when towing heavy-duty aircraft. At the same time, to improve the effective driving traction force of electric vehicles, smaller tires are usually used instead of replacing the motor. Smaller tires have a smaller rolling radius, which can optimize power transmission efficiency and enhance traction. Since the reduction in tire size will lead to a decrease in ground clearance, a pad is added to the rear axle to compensate for the 90mm height difference, ultimately keeping the vehicle's ground clearance at 218mm. This does not affect the passability of airport roads and does not require modification of the main structure of the universal chassis 3, ensuring the commonality between the internal combustion engine and electric motor chassis.

[0039] Please see Figure 13 The assembly process of this invention includes two parts: independent offline module assembly and automated assembly line operation. It is completed according to the following steps: I. Independent assembly of offline modules Before assembly, complete the independent offline assembly and debugging of the core modules: 1. Hydraulic system module assembly: Integrate and assemble the core components of the hydraulic system, complete the pre-connection and sealing test of the pipelines between the components, and form a hydraulic system module that can be hoisted as a whole; 2. Cab Module 1 Assembly: The cab module 1 is integrated on a dedicated assembly line. This module includes the cab body, cab electrical components, and cab hydraulic assembly. The wiring of the cab electrical components is pre-connected to the pluggable connectors on the cab partition, and the parameter display function of the cab display is tested to form a cab module 1 that can be hoisted as a whole. 3. Functional module assembly: Complete the offline assembly and debugging of each functional module; (1) Axle leaf spring angle sensor module 4: Integrate the leaf spring assembly with the angle sensor 401, complete the offline debugging of the angle sensor 401, and ensure that it is compatible with the axle; (2) Cooling module: For electric motor type, the complete radiator assembly is pre-assembled and the pipeline is pre-connected; for internal combustion engine type, the oil radiator is assembled separately as a dedicated cooling module, the air guide is installed and the heat dissipation pipeline is pre-connected and debugged. (3) Power module: The internal combustion engine model integrates the engine, gearbox, intercooler 501 and air and water pipes into the engine and gearbox module 5, while the electric motor model is equipped with the motor module 6. Both are reserved with the installation reference for docking with the general chassis 3. (4) Other different functional modules: electric motor type is pre-installed with battery module 7, etc., internal combustion engine type is pre-installed with hydraulic oil tank 17, after-treatment module 14, etc.; 4. Preparation of universal chassis 3: First, the main board welding sleeve 12 is welded by the robot welding workstation, and then the sleeve is welded by manual welding assistance to form a complete universal chassis 3, and the dimensions are calibrated.

[0040] II. Station-based assembly on the final assembly line 1. Lifting onto the assembly line: The calibrated general chassis 3 is hoisted onto the conveyor roller conveyor of the final assembly line and fixed by the lifting equipment, serving as the reference carrier for assembly at each station; 2. Workstation 1: Assemble the front and rear axles and movable counterweights. The front and rear axle assemblies are hoisted and positioned from bottom to top through the hollow groove at the bottom of the universal chassis 3. Then, the pre-assembled axle leaf spring angle sensor module 4 is fixed to the axle. According to the customer's traction requirements, select the corresponding number of movable counterweights and fix them to the preset counterweight area of ​​the universal chassis 3 with bolts and other connecting parts. 3. Workstation 2: Assemble the vehicle body hydraulic system module. The hydraulic system module that is installed offline is hoisted as a whole onto the preset hydraulic assembly space on the general chassis 3 and fixed with the mounting holes of the general chassis 3 through the assembly bracket. 4. Workstation 3: Connect the hydraulic system module to the pipelines of each actuator, and check the ball valve switching function of the emergency power unit; 5. Workstation 4: According to the vehicle model requirements, the corresponding power module is hoisted to the power core area in the middle of the general chassis 3: the internal combustion engine model is hoisted to the engine and transmission module 5, and the electric motor model is hoisted to the motor module 6. Both are fixed to the pre-set assembly space of the general chassis 3 by the assembly bracket; at the same time, the internal combustion engine model's dedicated cooling module 9 is hoisted to the pre-set heat dissipation area of ​​the general chassis 3, and the oil radiator and the heat dissipation pipes of the engine and transmission module 5 are connected; the electric motor model's dedicated cooling module 10 is hoisted to the front assembly area of ​​the vehicle body; then the vehicle air conditioning compressor and condenser are installed, and the air conditioning system pipes are connected. 6. Workstation 5: Fix the intelligent control module assembled offline to the preset assembly space of the general chassis 3, and simultaneously assemble the vehicle's solenoid valves and sensors; 7. Workstation 6: Connect the neatly arranged wiring harness of the whole vehicle to each electrical component according to the corresponding labels, complete the pre-connection of the wiring harness on the vehicle side and the pluggable connector on the vehicle body end, and ensure that the high voltage, low voltage and video signal paths are accurately reserved; 8. Station 7: Assemble the cover plate assembly 11 onto the universal chassis 3; 9. Workstation 8: The cab module 1, which is pre-assembled offline, is hoisted to the cab assembly station of the general chassis 3. Then, the high-voltage heavy-duty connector and low-voltage heavy-duty connector on the cab partition are precisely connected to the corresponding connectors on the vehicle body. The video connector passes through the round hole of the partition to realize signal interconnection. At the same time, the cab hydraulic assembly and the vehicle body hydraulic system are connected. 10. Workstation 9: Conduct bench testing, check and handle assembly errors, and complete vehicle assembly after the testing is qualified.

[0041] In this embodiment, a universal chassis 3, adaptable to both internal combustion engine and electric motor aircraft tractors, along with standardized mounting holes, pre-set assembly spaces, and assembly brackets, achieves a universal chassis design for tractors with different power configurations. This reduces the types and quantities of specialized parts, lowers the risk of production inventory backlog, and reduces the R&D and manufacturing costs of parts. It eliminates the need for separate chassis development for different power types, expanding the product's applicability and enhancing its market competitiveness. The vehicle adopts a modular design concept. The cab module 1 and each functional module can be independently assembled offline and hoisted as a whole. After assembly, the cab module 1 is assembled with the body module 2, and the electrical system is quickly connected via pluggable connectors. This avoids operational inconvenience caused by limited space during vehicle assembly and, combined with the overall hoisting assembly method, improves production assembly efficiency. Pluggable connectors simplify the electrical connection process between the cab module 1 and the body module 2, avoiding the complexity and errors of on-site wiring, and improving assembly convenience and operational efficiency. Modular integration and standardized connection structure not only reduce assembly difficulty but also provide convenience for subsequent maintenance and module replacement. In addition, the vehicle adopts a wiring harness integrated design, which, together with the intelligent control module, enables centralized management and intelligent monitoring of the vehicle's operating status, thereby improving vehicle maintenance efficiency and operational safety.

[0042] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such 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 this application, and should all be included within the protection scope of this application.

Claims

1. A modular universal aircraft tractor, comprising a cab module, a body module, and multiple assembly brackets; characterized in that: The vehicle body module includes a universal chassis and multiple functional modules. The universal chassis has multiple mounting holes and preset assembly spaces. The mounting holes are compatible with all functional modules of both internal combustion engine and electric motor aircraft tractors. The functional modules that differ between the internal combustion engine and electric motor models are assembled into the corresponding assembly spaces on the universal chassis through the assembly brackets and corresponding mounting holes. The cab module and the vehicle body module are assembled independently. After assembly, the cab module is assembled onto the vehicle body module and electrically connected through pluggable connectors.

2. The modular universal aircraft tractor as described in claim 1, characterized in that: The cab module includes a cab body, cab electrical components, and a cab hydraulic assembly. The electrical wiring of the cab electrical components is pre-connected to the cab docking end of the pluggable connector. The cab module is an assembly unit that can be hoisted as a whole. The electrical wiring of the vehicle body module and each of the functional modules is pre-connected to the vehicle body docking end of the pluggable connector.

3. The modular universal aircraft tractor as described in claim 1, characterized in that: The functional modules are integrated units that can be independently assembled offline and hoisted as a whole; among them, the functional modules for internal combustion engine models include axle leaf spring angle sensor module, a dedicated cooling module for internal combustion engine models, an engine and gearbox module, a hydraulic oil tank, an after-treatment module, and a counterweight module; the functional modules for electric motor models include axle leaf spring angle sensor module, a dedicated cooling module for electric motor models, a motor module, a battery module, and a multi-functional device module; each of the functional modules is independent of each other and is adapted to the assembly requirements of either internal combustion engine or electric motor models.

4. A modular universal aircraft tractor as described in claim 1, characterized in that: The vehicle body module also includes a cover plate assembly for protecting the universal chassis. The cover plate assembly includes a cover plate body, a guide rail groove, and a guide rail nut. The guide rail groove is located on the universal chassis at a position that cooperates with the cover plate body. The guide rail nut is fixedly connected to the cover plate body. The cover plate body slides with the guide rail groove through the guide rail nut to achieve position adjustment along the front-rear direction of the vehicle body.

5. A modular universal aircraft tractor as described in claim 1, characterized in that: The universal chassis includes a main board welding sleeve and an auxiliary welding sleeve. The main board welding sleeve is formed by disassembling the main plate of the large-size main board of the universal chassis. The main board welding sleeve is provided with fixture fixing holes adapted to the robot welding workstation. All fixture fixing holes are of uniform standard size.

6. A modular universal aircraft tractor as described in claim 3, characterized in that: The axle leaf spring angle sensor module integrates a leaf spring assembly and an angle sensor, which are assembled together. The universal chassis has a hollow groove at the bottom of the mounting position of the axle leaf spring angle sensor module, and the hollow groove allows the axle leaf spring angle sensor module to be assembled from the bottom of the universal chassis to the universal chassis.

7. A modular universal aircraft tractor as described in claim 3, characterized in that: The engine and gearbox module includes an engine, a gearbox, an intercooler, and air and water pipes, which are assembled and fixed together by shock absorbers. The intercooler is located on the front side of the vehicle body and close to the engine power take-off position. The cooling fan of the intercooler is directly connected to the engine power take-off. The core of the intercooler is provided with a removable protective plate on the front side, and buffer rubber plates are provided around it.

8. A modular universal aircraft tractor as described in claim 1, characterized in that: The system also includes a hydraulic system comprising two independent hydraulic oil sources, which prioritize hydraulic steering through a dual-source configuration. The first hydraulic oil source is a piston pump that supplies oil to the steering system, which includes a front axle hydraulic steering gear and a rear axle proportional steering control valve group. The front axle hydraulic steering gear controls the steering of the front axle, and the rear axle proportional steering control valve group controls the steering of the rear axle. The second hydraulic oil source is a gear pump that supplies oil to the braking system, cab lifting system, and outrigger lifting system. The braking system includes an accumulator charging valve, two sets of proportional brake valves, and an electromagnetic parking brake valve group. The accumulator charging valve charges the accumulator, the two sets of proportional brake valves control the service brakes of the front and rear axles respectively, and the electromagnetic parking brake valve group controls the release of the parking brake. The cab lifting system and the outrigger lifting system are controlled by a two-way multi-port valve group. The hydraulic system also includes an emergency power unit, which switches the oil circuit via a ball valve to provide emergency oil supply to the two hydraulic oil sources.

9. A modular universal aircraft tractor as described in claim 1, characterized in that: It also includes an intelligent control module, which includes a driver's cab display, a data diagnostic unit, and a vehicle network communication unit. The driver's cab display and the data diagnostic unit are both electrically connected to the vehicle network communication unit.

10. A modular universal aircraft tractor as described in claim 1, characterized in that: It also includes multiple movable counterweights for adjusting the vehicle's weight, which are detachably connected to the universal chassis.

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