A liftable transport vehicle for an aircraft

Abstract

The utility model discloses a kind of lifting transport vehicles for airplane, it is related to airplane transportation technical field, including chassis frame, and setting on the chassis frame lifting mechanism and fuselage bracket, the fuselage bracket is driven by the lifting mechanism and elevates;The lifting mechanism includes multiple lifting assemblies, the multiple lifting assemblies are evenly distributed on the chassis frame;Any the lifting assembly includes lifting base fixedly arranged on the chassis frame and jack arranged in the lifting base, the output end of any the jack vertically points to the bottom of the fuselage bracket.The chassis frame of the utility model is provided with lifting mechanism, cooperate fuselage bracket can lift and lower airplane, remove the limit that needs to hoist airplane, simplify the operation of shifting airplane, facilitate quick shifting airplane.

Description

Technical Field

[0001] This utility model relates to the field of aircraft transportation technology, specifically to an aircraft liftable transport vehicle. Background Technology

[0002] For aircraft without wheeled landing gear (such as some light sport aircraft and drones), their ground transfer within airports, factories, or warehouses typically relies on a "hoisting + support" method.

[0003] First, the aircraft is lifted as a whole; then, a bracket with wheels is installed, and the aircraft is moved to the designated position by a tow truck; then, the aircraft is lifted again and the bracket is removed.

[0004] Such aircraft transfer methods usually require large cranes or gantry cranes to assist in the operation, making the transfer of aircraft cumbersome and unable to achieve rapid aircraft transfer. Utility Model Content

[0005] The purpose of this utility model is to overcome the shortcomings of the prior art. This utility model provides an aircraft liftable transport vehicle, which is equipped with a lifting mechanism on its chassis frame. In conjunction with the fuselage bracket, it can lift and lower the aircraft, removing the limitation of needing to lift the aircraft, simplifying the operation of transferring the aircraft, and facilitating the rapid transfer of the aircraft.

[0006] This utility model provides a liftable transport vehicle for aircraft, which includes a chassis frame, a lifting mechanism and a fuselage bracket mounted on the chassis frame, and the fuselage bracket is raised by the lifting mechanism.

[0007] The lifting mechanism includes multiple lifting components, which are evenly distributed on the chassis frame; each lifting component includes a lifting base fixedly mounted on the chassis frame and a jack mounted in the lifting base, with the output end of each jack pointing vertically towards the bottom of the body bracket.

[0008] Specifically, a plurality of first bracket bearing seats are fixedly provided on the upper surface of the chassis frame, and a plurality of first bracket mating seats are fixedly provided on the lower surface of the fuselage bracket, with the plurality of first bracket bearing seats and the plurality of first bracket mating seats corresponding one to one;

[0009] Each of the jacks is provided with a top head at its output end, and the lower surface of the machine body bracket is formed with multiple recesses, with the top head and the recesses corresponding one to one;

[0010] When the fuselage bracket is fitted onto the plurality of first bracket bearing seats based on the plurality of first bracket mating seats, there is a gap between the top head and the recess;

[0011] When the fuselage bracket is raised by the lifting mechanism, the top head is embedded in the recess, and the first bracket mating seat is moved away from the first bracket bearing seat.

[0012] Specifically, each of the first bracket support seats is provided with a first conical protrusion, and each of the first bracket mating seats is provided with a first conical groove; when the fuselage bracket is mated on the multiple first bracket support seats based on the multiple first bracket mating seats, the first conical protrusion is embedded in the first conical groove;

[0013] The top is a hemispherical protrusion, and the recess is a hemispherical groove; when the body bracket is raised by the lifting mechanism, the hemispherical protrusion is embedded in the hemispherical groove.

[0014] Specifically, when the fuselage support is raised to lift the aircraft, the fuselage support maintains its position height based on the support of multiple support components, and the top of any of the jacks is lowered to its initial position;

[0015] Any of the support components includes a support column, a second bracket bearing seat fixedly disposed at the upper end of the support column, and a second bracket mating seat fixedly disposed at the lower end of the support column. The second bracket bearing seat and the first bracket mating seat are in one-to-one correspondence and mating, and the second bracket mating seat is fixedly disposed on the chassis frame based on a first quick-release pin.

[0016] Specifically, a second conical protrusion is provided on any of the second bracket bearing seats, and a second conical groove is provided on any of the second bracket mating seats. The second conical protrusion is embedded in the first conical groove, and the first conical protrusion is embedded in the second conical groove.

[0017] Specifically, the chassis frame has a first fuselage fixing anchor structure at both the front and rear ends, a second fuselage fixing anchor structure on the left and right sides, and a third fuselage fixing anchor structure on the left and right sides of the fuselage bracket.

[0018] Specifically, the first fuselage fixing anchor structure, the second fuselage fixing anchor structure, and the third fuselage fixing anchor structure are all hooks or hanging rings.

[0019] Specifically, the front end of the chassis frame is provided with two front hinge seats and two front wheel assemblies, and the two front hinge seats and the two front wheel assemblies are hinged to each other in a one-to-one manner; a front hinge shaft is rotatably provided in each of the front hinge seats, and the front hinge shaft points vertically to the ground; each of the front wheel assemblies includes a front wheel seat and a front wheel rotatably provided in the front wheel seat, the front wheel seat is hinged to the front hinge shaft, and the front wheel contacts the ground;

[0020] The rear end of the chassis frame is provided with two rear hinge seats and two rear wheel assemblies, and the two rear hinge seats and the two rear wheel assemblies are hinged to each other in a one-to-one manner; a rear hinge shaft is rotatably provided in each of the rear hinge seats, and the rear hinge shaft points vertically to the ground; each of the rear wheel assemblies includes a rear wheel seat and a rear wheel rotatably provided in the rear wheel seat, the rear wheel seat is hinged to the rear hinge shaft, and the rear wheel contacts the ground;

[0021] When the aircraft is moving left and right using the liftable transport vehicle, the front and rear wheels on one side of the chassis frame are traction wheels, and the front and rear wheels on the other side of the chassis frame are follow wheels. The axis of the front wheel, which is a follow wheel, is parallel to the length direction of the chassis frame, and the axis of the rear wheel, which is a follow wheel, is parallel to the length direction of the chassis frame. A first front steering block is inserted into the front wheel seat of the follow wheel, and the first front steering block abuts against a partial surface of the corresponding front hinge seat. A first rear steering block is inserted into the rear wheel seat of the follow wheel, and the first rear steering block abuts against a partial surface of the corresponding rear hinge seat.

[0022] While the aircraft is moving back and forth using a liftable transport vehicle:

[0023] When the two front wheels are traction wheels and the two rear wheels are follow wheels, the axes of the two rear wheels are perpendicular to the length direction of the chassis frame, and a second rear steering block is inserted on each of the two rear wheel seats, the second rear steering block abutting against a local surface of the corresponding rear hinge seat;

[0024] When the two rear wheels are traction wheels and the two front wheels are follow wheels, the axes of the two front wheels are perpendicular to the length direction of the chassis frame, and a second front steering block is inserted on each of the two front wheel seats, with the second front steering block fitting against a local surface of the corresponding front hinge seat.

[0025] Specifically, a first vertical plane and a second vertical plane are provided around the front hinge seat. The first vertical plane and the second vertical plane are both parallel to the front hinge axis. The first vertical plane and the second vertical plane are perpendicular to each other. The first vertical plane is perpendicular to the length direction of the chassis frame, and the second vertical plane is perpendicular to the width direction of the chassis frame.

[0026] A third vertical plane and a fourth vertical plane are provided around the rear hinge seat. The third vertical plane and the fourth vertical plane are both parallel to the rear hinge axis and perpendicular to each other. The third vertical plane is perpendicular to the length direction of the chassis frame and the fourth vertical plane is perpendicular to the width direction of the chassis frame.

[0027] When the aircraft is in a state where the liftable transport vehicle is moving left and right, the first front steering block is in contact with the second vertical plane of the corresponding front hinge seat, and the first rear steering block is in contact with the fourth vertical plane of the corresponding rear hinge seat.

[0028] When the aircraft is moving back and forth using a liftable transport vehicle, the second rear steering block is in contact with the third vertical plane of the corresponding rear hinge seat, or the second front steering block is in contact with the first vertical plane of the corresponding front hinge seat.

[0029] Specifically, the aircraft liftable transport vehicle also includes two push-pull rods, each of which is connected to a corresponding traction wheel;

[0030] One end of the push-pull rod is provided with a handle, and the other end of the push-pull rod is provided with a U-shaped structural frame, the two ends of the U-shaped structural frame are formed with hook structures; a rotating shaft is passed through any of the traction wheels, and the hook structures at both ends of the U-shaped structural frame hook the two ends of the corresponding rotating shaft;

[0031] On the side of any of the hook structures away from the traction wheel, an anti-detachment ring is installed based on the second quick-release pin. An anti-detachment block is protruding from the anti-detachment ring, and the anti-detachment block blocks the hook opening of the corresponding hook structure.

[0032] Compared with the prior art, the beneficial effects of this utility model are:

[0033] In the aircraft liftable transport vehicle of this utility model, a lifting mechanism is provided on the chassis frame. The lifting mechanism is mainly composed of multiple jacks, which can raise or lower the fuselage bracket, thereby raising and lowering the aircraft. There is no need for large cranes or large gantry cranes to assist in the operation, which removes the limitation of needing to lift the aircraft, simplifies the operation of transferring the aircraft, and facilitates the rapid transfer of the aircraft. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a first structural schematic diagram of the aircraft liftable transport vehicle in this embodiment of the present utility model;

[0036] Figure 2 This is a schematic diagram of the chassis frame and lifting base in an embodiment of this utility model;

[0037] Figure 3 This is a schematic diagram of the chassis frame and lifting mechanism in an embodiment of this utility model;

[0038] Figure 4 This is a schematic diagram of the structure of the hydraulic jack in this embodiment of the utility model;

[0039] Figure 5 This is a first partial cross-sectional structural schematic diagram of the aircraft liftable transport vehicle in this embodiment of the present utility model;

[0040] Figure 6 This is a schematic diagram of the second structure of the aircraft liftable transport vehicle in this embodiment of the present invention;

[0041] Figure 7 This is a schematic diagram of the structure of the support component in an embodiment of this utility model;

[0042] Figure 8 This is a second partial cross-sectional structural schematic diagram of the aircraft liftable transport vehicle in this embodiment of the present invention;

[0043] Figure 9 This is a schematic diagram of the structure of the aircraft liftable transport vehicle moving left and right in an embodiment of this utility model;

[0044] Figure 10 This is a schematic diagram of the structure of the aircraft liftable transport vehicle moving back and forth in an embodiment of this utility model;

[0045] Figure 11 This is a schematic diagram of the structure of the rear hinge seat and the rear wheel assembly in an embodiment of this utility model;

[0046] Figure 12 This is a schematic diagram of the push-pull rod in an embodiment of this utility model;

[0047] Figure 13 This is a schematic diagram of the cooperative structure of the push-pull rod and the anti-detachment retaining ring in an embodiment of this utility model.

[0048] In the attached diagram, 100 is the chassis frame; 110 is the first bracket support; 120 is the first fuselage anchor point structure; 130 is the second fuselage anchor point structure; 200 is the lifting mechanism; 210 is the lifting assembly; 211 is the lifting base; 212 is the jack; 2121 is the hydraulic interface; 2122 is the top head; 300 is the fuselage bracket; 310 is the first bracket mating seat; 320 is the recess; 330 is the third fuselage anchor point structure; 400 is the support assembly; 410 is the support column; 420 is the second bracket support; 430 is the second bracket mating seat; 431 is the first quick-release pin; and 510 is the front hinge. 511. Front hinge shaft; 512. First vertical plane; 513. Second vertical plane; 520. Front wheel assembly; 521. Front wheel seat; 522. Front wheel; 610. Rear hinge seat; 611. Rear hinge shaft; 612. Third vertical plane; 613. Fourth vertical plane; 620. Rear wheel assembly; 621. Rear wheel seat; 622. Rear wheel; 711. First front steering stop; 811. First rear steering stop; 812. Second rear steering stop; 900. Push-pull rod; 910. Handle; 920. U-shaped frame; 921. Hook structure; 930. Anti-detachment ring; 931. Second quick-release pin. Detailed Implementation

[0049] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0050] This utility model provides a liftable transport vehicle for aircraft. Figure 1 This shows a first structural schematic diagram of the aircraft liftable transport vehicle according to an embodiment of the present invention. Figure 2 This diagram shows a structural schematic of the chassis frame and lifting base in an embodiment of the present invention. Figure 3 A schematic diagram of the chassis frame and lifting mechanism in an embodiment of the present invention is shown. The aircraft liftable transport vehicle includes a chassis frame 100, a lifting mechanism 200 and a fuselage bracket 300 disposed on the chassis frame 100, and the fuselage bracket 300 is raised by the lifting mechanism 200. The lifting mechanism 200 includes a plurality of lifting components 210, which are evenly distributed on the chassis frame 100. Each of the lifting components 210 includes a lifting base 211 fixedly disposed on the chassis frame 100 and a jack 212 disposed in the lifting base 211, and the output end of each of the jacks 212 points vertically to the bottom of the fuselage bracket 300.

[0051] In the aircraft liftable transport vehicle of this utility model, a lifting mechanism 200 is provided on the chassis frame 100. The lifting mechanism 200 is mainly composed of multiple jacks 212, which can raise or lower the fuselage bracket 300, thereby realizing the raising and lowering of the aircraft. There is no need for large cranes or large gantry cranes to assist in the operation, which removes the limitation of needing to lift the aircraft, simplifies the operation of transferring the aircraft, and facilitates the rapid transfer of the aircraft.

[0052] In some specific embodiments, the jack 212 is one of a hydraulic jack, a rack and pinion jack, or a screw jack. These jacks 212 are all existing and can lift heavy objects from a lower position to a higher position. Preferably, the jack 212 is a hydraulic jack, which has a fast lifting and lowering speed and a large load-bearing capacity.

[0053] Figure 4 A schematic diagram of the structure of the hydraulic jack in this embodiment of the present invention is shown. The hydraulic jack is provided with a hydraulic interface 2121, which is connected to a manual hydraulic pump. The lifting and lowering of the output end of the hydraulic jack can be controlled by the manual hydraulic pump.

[0054] In some specific embodiments, the number of lifting components 210 can be 3, 4, 5, or 6, etc.; preferably, please refer to [the relevant documentation]. Figure 1 and Figure 3 The number of lifting components 210 is 4. The 4 lifting components 210 are located at the four corners of the body bracket 300, respectively, providing good support stability and ensuring that the body bracket 300 can be raised or lowered smoothly.

[0055] In some specific embodiments, please refer to Figure 2 The upper surface of the chassis frame 100 is fixedly provided with a plurality of first bracket bearing seats 110; Figure 5 The diagram shows a partial cross-sectional view of the aircraft liftable transport vehicle in an embodiment of the present invention. A plurality of first bracket mating seats 310 are fixedly disposed on the lower surface of the fuselage bracket 300, with each of the plurality of first bracket bearing seats 110 corresponding to one of the plurality of first bracket mating seats 310. Each of the jacks 212 has a jack head 2122 at its output end. A plurality of recesses 320 are formed on the lower surface of the fuselage bracket 300, with each of the jack head 2122 corresponding to one of the recesses 320.

[0056] Please see Figure 5When the fuselage bracket 300 is fitted onto the plurality of first bracket bearing seats 110 based on the plurality of first bracket mating seats 310, there is a gap between the top head 2122 and the recess 320; at this time, the fuselage bracket 300 is in the lowest position, and the weight of the fuselage bracket 300 is directly transferred to the chassis frame 100, without putting pressure on the jack 212, thereby avoiding long-term pressure on the jack 212 and helping to protect the jack 212. The number of first bracket mating seats 310 and first bracket bearing seats 110 is equal, and both can be set to 3, 4, 5, or 6, etc.; preferably, please refer to Figure 1 , Figure 2 and Figure 5 There are four first bracket mating seats 310 and four first bracket bearing seats 110. One first bracket mating seat 310 and one first bracket bearing seat 110 form a group, which are located near the four corners of the fuselage bracket 300. They provide good support stability and can effectively transfer the weight of the fuselage bracket 300 directly to the chassis frame 100.

[0057] When the fuselage bracket 300 is raised by the lifting mechanism 200, the top head 2122 is embedded in the recess 320, and the first bracket mating seat 310 is moved away from the first bracket bearing seat 110. The embedding of the top head 2122 in the recess 320 helps to improve the stability of the fuselage bracket 300 during the raising process and prevents the fuselage bracket 300 from accidentally detaching from the top head 2122 of the jack 212.

[0058] For details, please refer to Figure 5 Each of the first bracket support seats 110 is provided with a first conical protrusion, and each of the first bracket mating seats 310 is provided with a first conical groove. When the fuselage bracket 300 is mated on the multiple first bracket support seats 110 based on the multiple first bracket mating seats 310, the first conical protrusion is embedded in the first conical groove. The first bracket support seats 110 and the first bracket mating seats 310 are mated through the first conical protrusion and the first conical groove. In this way, even if the jacks 2122 of the multiple jacks 212 move asynchronously, the fuselage bracket 300 can be lifted smoothly without jamming. Moreover, when the fuselage bracket 300 is lowered onto the chassis frame 100, the automatic centering force generated by the inclined contact between the first conical protrusion and the first conical groove can achieve fast and accurate positioning and assembly, ensuring that the fuselage bracket 300 is reset.

[0059] For details, please refer to Figure 5The top head 2122 is a hemispherical protrusion, and the recess 320 is a hemispherical groove. When the body bracket 300 is raised by the lifting mechanism 200, the hemispherical protrusion is embedded in the hemispherical groove. The body bracket 300 and the jack 212 cooperate through the hemispherical groove and the hemispherical protrusion. The two can tolerate the slight horizontal deviation generated by the lifting mechanism 200 during operation, thus allowing the body bracket 300 to tilt to a certain extent. In this way, even if the top heads 2122 of multiple jacks 212 move asynchronously, the body bracket 300 can be lifted smoothly without jamming.

[0060] Figure 6 The diagram illustrates a second structural schematic of the aircraft liftable transport vehicle in this embodiment. When the fuselage support 300 is raised to lift the aircraft, the fuselage support 300 maintains its position based on the support of multiple support components 400. The top 2122 of any one of the jacks 212 is lowered to its initial position. That is, after the multiple jacks 212 collectively raise the fuselage support 300 to the required height, the multiple support components 400 are placed under the fuselage support 300, and all jacks 212 are slowly released, allowing the weight to be completely transferred to the multiple support components 400. At this point, the weight of the fuselage support 300 and the aircraft is transferred to the chassis frame 100 through the multiple support components 400, and all jacks 212 are no longer under pressure and are reset for future use. This avoids the jacks 212 from bearing pressure for extended periods, preventing damage to their structure and performance.

[0061] Figure 7 A schematic diagram of the support component in an embodiment of this utility model is shown. Figure 8 The diagram shows a second partial cross-sectional view of the aircraft liftable transport vehicle in an embodiment of the present invention. Each of the support components 400 includes a support column 410, a second bracket support seat 420 fixedly disposed at the upper end of the support column 410, and a second bracket mating seat 430 fixedly disposed at the lower end of the support column 410. The second bracket support seat 420 and the first bracket mating seat 310 are in one-to-one correspondence, and the second bracket mating seat 430 and the first bracket support seat 110 are in one-to-one correspondence. The second bracket mating seat 430 is fixedly disposed on the chassis frame 100 based on a first quick-release pin 431. By utilizing the existing first bracket mating seats 310 and first bracket support seats 110 to mate with the support component 400, and then fixing the support component 400 with the first quick-release pin 431, the support component 400 can be stably installed on the chassis frame 100, providing stable support for the fuselage bracket 300.

[0062] For further details, please refer to Figure 8Each of the second bracket support seats 420 is provided with a second conical protrusion, and each of the second bracket mating seats 430 is provided with a second conical groove. The second conical protrusion is embedded in the first conical groove, and the first conical protrusion is embedded in the second conical groove. This makes installation and disassembly easy and convenient. Moreover, the second bracket support seat 420 and the first bracket mating seat 310 are mated through the second conical protrusion and the first conical groove. When the body bracket 300 is lowered onto the support assembly 400, the automatic centering force generated by the inclined contact between the second conical protrusion and the first conical groove can achieve fast and accurate positioning and assembly, ensuring that the body bracket 300 is placed in place. Furthermore, when it is necessary to lift the body bracket 300 away from the support assembly 400, even if the heads 2122 of multiple jacks 212 move asynchronously, the body bracket 300 can still be lifted smoothly without jamming.

[0063] In some specific embodiments, please refer to Figure 8 The second bracket mating seat 430 and the support column 410 are integrally formed, that is, the second conical groove is directly formed at the lower end of the support column 410, which has high mechanical strength and strong load-bearing capacity.

[0064] In some specific embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The chassis frame 100 has first fuselage anchoring structures 120 at its front and rear ends, second fuselage anchoring structures 130 on its left and right sides, and third fuselage anchoring structures 330 on its left and right sides. These fuselage anchoring structures, also known as tethering points or binding points, are high-strength connection devices installed on the chassis frame 100 and fuselage bracket 300. Their function is to provide a robust and reliable interface for connection with binding tools (such as ropes, webbing, wire ropes, etc.), thereby firmly securing the aircraft to the fuselage bracket 300.

[0065] Specifically, the first fuselage fixing anchor structure 120, the second fuselage fixing anchor structure 130 and the third fuselage fixing anchor structure 330 are all hooks or hanging rings, which facilitate the wrapping of ropes, webbing or wire ropes and other binding tools.

[0066] Figure 9 This diagram illustrates the structure of the aircraft liftable transport vehicle in an embodiment of the present invention when it moves left and right. Figure 10This diagram illustrates the structure of the aircraft liftable transport vehicle moving back and forth in an embodiment of the present invention. The front end of the chassis frame 100 is provided with two front hinge seats 510 and two front wheel assemblies 520, which are hinged one-to-one with each other. A front hinge shaft 511 is rotatably disposed in each of the front hinge seats 510, and the front hinge shaft 511 points vertically to the ground. Each of the front wheel assemblies 520 includes a front wheel seat 521 and a front wheel 522 rotatably disposed in the front wheel seat 521. The front wheel seat 521 is hinged to the front hinge shaft 511, and the front wheel 522 contacts the ground.

[0067] Please see Figure 9 and Figure 10 The rear end of the chassis frame 100 is provided with two rear hinge seats 610 and two rear wheel assemblies 620, and the two rear hinge seats 610 and the two rear wheel assemblies 620 are hinged to each other in a one-to-one manner; a rear hinge shaft 611 is rotatably provided in each of the rear hinge seats 610, and the rear hinge shaft 611 points vertically to the ground; each of the rear wheel assemblies 620 includes a rear wheel seat 621 and a rear wheel 622 rotatably provided in the rear wheel seat 621, the rear wheel seat 621 is hinged to the rear hinge shaft 611, and the rear wheel 622 contacts the ground;

[0068] Please see Figure 9 When the aircraft is moving left and right using the liftable transport vehicle, the front wheel 522 and rear wheel 622 on one side of the chassis frame 100 are traction wheels, and the front wheel 522 and rear wheel 622 on the other side of the chassis frame 100 are follow wheels. The axis of the front wheel 522, which serves as a follow wheel, is parallel to the length direction of the chassis frame 100, and the axis of the rear wheel 622, which serves as a follow wheel, is parallel to the length direction of the chassis frame 100. A first front steering block 711 is inserted into the front wheel seat 521, which serves as a follow wheel, and the first front steering block 711 abuts against a partial surface of the corresponding front hinge seat 510. A first rear steering block 811 is inserted into the rear wheel seat 621, which serves as a follow wheel, and the first rear steering block 811 abuts against a partial surface of the corresponding rear hinge seat 610.

[0069] While the aircraft is moving back and forth using a liftable transport vehicle:

[0070] Please see Figure 10 When the two front wheels 522 are traction wheels and the two rear wheels 622 are follower wheels, the axes of the two rear wheels 622 are perpendicular to the length direction of the chassis frame 100, and a second rear steering block 812 is inserted on each of the two rear wheel seats 621. The second rear steering block 812 fits against the local surface of the corresponding rear hinge seat 610.

[0071] When the two rear wheels 622 are traction wheels and the two front wheels 522 are follower wheels, the axes of the two front wheels 522 are perpendicular to the length direction of the chassis frame 100, and a second front steering block is inserted on each of the two front wheel seats 521. The second front steering block fits against the local surface of the corresponding front hinge seat 510.

[0072] Both the front wheel mount 521 and the rear wheel mount 621 possess excellent rotational freedom, allowing the front wheel 522 and rear wheel 622 to freely adjust their orientation, thus facilitating the forward and backward or left and right movement of the aircraft liftable transport vehicle. Furthermore, by limiting the following wheels through corresponding steering blocks during forward and backward or left and right movement, the operational stability of the aircraft liftable transport vehicle can be effectively improved, reducing vehicle body sway. In addition, each steering block is easily plugged and unplugged, facilitating the adjustment of the following wheels as needed.

[0073] For details, please refer to Figure 2 The front hinge seat 510 is provided with a first vertical plane 512 and a second vertical plane 513 around its perimeter. The first vertical plane 512 and the second vertical plane 513 are both parallel to the front hinge shaft 511. The first vertical plane 512 and the second vertical plane 513 are perpendicular to each other. The first vertical plane 512 is perpendicular to the length direction of the chassis frame 100, and the second vertical plane 513 is perpendicular to the width direction of the chassis frame 100.

[0074] Figure 11 This diagram shows the structure of the rear hinge seat and rear wheel assembly in an embodiment of the present invention. Please refer to it for further details. Figure 2 The rear hinge seat 610 is provided with a third vertical plane 612 and a fourth vertical plane 613 around its perimeter. The third vertical plane 612 and the fourth vertical plane 613 are both parallel to the rear hinge shaft 611. The third vertical plane 612 and the fourth vertical plane 613 are perpendicular to each other. The third vertical plane 612 is perpendicular to the length direction of the chassis frame 100, and the fourth vertical plane 613 is perpendicular to the width direction of the chassis frame 100.

[0075] Please see Figure 2 and Figure 9 When the aircraft is moving left and right using the liftable transport vehicle, the first front steering block 711 is in contact with the second vertical plane 513 of the corresponding front hinge seat 510, and the first rear steering block 811 is in contact with the fourth vertical plane 613 of the corresponding rear hinge seat 610.

[0076] Please see Figure 2 , Figure 10 and Figure 11When the aircraft is moving back and forth using a liftable transport vehicle, the second rear steering block 812 is in contact with the third vertical plane 612 of the corresponding rear hinge seat 610, or (not shown in the figure) the second front steering block is in contact with the first vertical plane 512 of the corresponding front hinge seat 510.

[0077] When the aircraft is moving forward and backward or left and right using the liftable transport vehicle, the following wheel is limited by the corresponding steering block. The corresponding steering block is in contact with the corresponding vertical plane, which can limit the rotation of the corresponding front and rear wheel seats 621, thereby preventing the following wheel from rotating around the corresponding front and rear hinge shafts 611.

[0078] In some specific embodiments, please refer to Figure 1 and Figure 6 The aircraft liftable transport vehicle also includes two push-pull rods 900, and the two push-pull rods 900 are respectively connected to corresponding traction wheels; Figure 12 The diagram shows a schematic of the push-pull rod in an embodiment of the present invention. One end of the push-pull rod 900 is provided with a handle 910, and the other end is provided with a U-shaped structural frame 920. Both ends of the U-shaped structural frame 920 are formed with hook structures 921. (Please refer to...) Figure 1 and Figure 6 A rotating shaft is provided through any of the traction wheels, and the hook structures 921 at both ends of the U-shaped frame 920 hook the two ends of the corresponding rotating shaft; Figure 13 The diagram shows the cooperative structure of the push-pull rod and the anti-detachment ring in an embodiment of the present invention. An anti-detachment ring 930 is installed on the side of any of the hook structures 921 away from the traction wheel based on the second quick-release pin 931. An anti-detachment block is protruding on the anti-detachment ring 930, and the anti-detachment block blocks the hook opening of the corresponding hook structure 921.

[0079] With two push-pull rods 900, users can pull and push the aircraft liftable transport vehicle, which is easy to operate; moreover, the connection structure between the push-pull rods 900 and the traction wheel is easy to install and disassemble, which is convenient.

[0080] In the aircraft liftable transport vehicle of this utility model, a lifting mechanism 200 is provided on the chassis frame 100. The lifting mechanism 200 is mainly composed of multiple jacks 212, which can raise or lower the fuselage bracket 300, thereby realizing the raising and lowering of the aircraft. There is no need for large cranes or large gantry cranes to assist in the operation, which removes the limitation of needing to lift the aircraft, simplifies the operation of transferring the aircraft, and facilitates the rapid transfer of the aircraft.

[0081] Furthermore, when the fuselage bracket 300 is in its lowest position, it directly engages with the first bracket support 110 using the first bracket mating seat 310. After the fuselage bracket 300 lifts the aircraft, it engages with the first bracket support 110 using the support component 400. In this way, the weight of the fuselage bracket 300 (and the aircraft) is directly transferred to the chassis frame 100, without putting pressure on the jack 212. This avoids the jack 212 bearing pressure for a long time, which helps protect the jack 212 and prevents damage to its structure and performance.

[0082] Furthermore, the first bracket support seat 110 of the chassis frame 100 and the first bracket mating seat 310 of the fuselage bracket 300, the first bracket support seat 110 of the chassis frame 100 and the second bracket mating seat 430 of the support assembly 400, and the second bracket support seat 420 of the support assembly 400 and the first bracket mating seat 310 of the fuselage bracket 300 are all mated by conical protrusions and conical grooves. This makes it easy to align and install, and easy to separate smoothly, thereby facilitating the smooth lifting and lowering of the fuselage bracket 300. Moreover, the jack head 2122 of the jack 212 is a hemispherical protrusion, and the recess 320 of the body bracket 300 is a hemispherical groove. The cooperation between the two can tolerate the slight horizontal deviation generated by the lifting mechanism 200 during operation, thus allowing the body bracket 300 to tilt to a certain extent. In this way, even if the jack heads 2122 of multiple jacks 212 move asynchronously, the body bracket 300 can still be lifted smoothly without jamming.

[0083] In addition, the front wheel assembly 520 and the rear wheel assembly 620 have good rotational freedom. With the constraint of the steering stop, the aircraft liftable transport vehicle can switch between forward and backward movement mode or left and right movement mode. Through the two push-pull rods 900, the user can pull and push the aircraft liftable transport vehicle, which is easy to operate. Moreover, the connection structure between the push-pull rods 900 and the towing wheels is easy to install and disassemble, which is convenient.

[0084] The above provides a detailed description of an aircraft liftable transport vehicle provided by the embodiments of this utility model. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​this utility model. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. An aircraft liftable transport vehicle, characterized in that, The aircraft liftable transport vehicle includes a chassis frame, a lifting mechanism and a fuselage bracket mounted on the chassis frame, the fuselage bracket being raised by the lifting mechanism; The lifting mechanism includes multiple lifting components, which are evenly distributed on the chassis frame; each lifting component includes a lifting base fixedly mounted on the chassis frame and a jack mounted in the lifting base, with the output end of each jack pointing vertically towards the bottom of the body bracket.

2. The aircraft liftable transport vehicle as described in claim 1, characterized in that, The upper surface of the chassis frame is fixedly provided with a plurality of first bracket bearing seats, and the lower surface of the fuselage bracket is fixedly provided with a plurality of first bracket mating seats, wherein the plurality of first bracket bearing seats and the plurality of first bracket mating seats correspond one to one; Each of the jacks is provided with a top head at its output end, and the lower surface of the machine body bracket is formed with multiple recesses, with the top head and the recesses corresponding one to one; When the fuselage bracket is fitted onto the plurality of first bracket bearing seats based on the plurality of first bracket mating seats, there is a gap between the top head and the recess; When the fuselage bracket is raised by the lifting mechanism, the top head is embedded in the recess, and the first bracket mating seat is moved away from the first bracket bearing seat.

3. The aircraft liftable transport vehicle as described in claim 2, characterized in that, A first conical protrusion is provided on any of the first bracket support seats, and a first conical groove is provided on any of the first bracket mating seats; when the fuselage bracket is mated on the multiple first bracket support seats based on the multiple first bracket mating seats, the first conical protrusion is embedded in the first conical groove; The top is a hemispherical protrusion, and the recess is a hemispherical groove; when the body bracket is raised by the lifting mechanism, the hemispherical protrusion is embedded in the hemispherical groove.

4. The aircraft liftable transport vehicle as described in claim 3, characterized in that, Once the fuselage support is raised to lift the aircraft, the fuselage support maintains its position height based on the support of multiple support components, and the top of any of the jacks is lowered to its initial position. Any of the support components includes a support column, a second bracket bearing seat fixedly disposed at the upper end of the support column, and a second bracket mating seat fixedly disposed at the lower end of the support column. The second bracket bearing seat and the first bracket mating seat are in one-to-one correspondence and mating, and the second bracket mating seat is fixedly disposed on the chassis frame based on a first quick-release pin.

5. The aircraft liftable transport vehicle as described in claim 4, characterized in that, A second conical protrusion is provided on any of the second bracket bearing seats, and a second conical groove is provided on any of the second bracket mating seats. The second conical protrusion is embedded in the first conical groove, and the first conical protrusion is embedded in the second conical groove.

6. The aircraft liftable transport vehicle as described in claim 1, characterized in that, The chassis frame has a first fuselage fixing anchor structure at both the front and rear ends, a second fuselage fixing anchor structure on the left and right sides, and a third fuselage fixing anchor structure on the left and right sides of the fuselage bracket.

7. The aircraft liftable transport vehicle as described in claim 6, characterized in that, The first fuselage fixing anchor structure, the second fuselage fixing anchor structure, and the third fuselage fixing anchor structure are all hooks or hanging rings.

8. The aircraft liftable transport vehicle as described in claim 1, characterized in that, The front end of the chassis frame is provided with two front hinge seats and two front wheel assemblies, and the two front hinge seats and the two front wheel assemblies are hinged to each other in a one-to-one manner; a front hinge shaft is rotatably provided in each of the front hinge seats, and the front hinge shaft points vertically to the ground; each of the front wheel assemblies includes a front wheel seat and a front wheel rotatably provided in the front wheel seat, the front wheel seat is hinged to the front hinge shaft, and the front wheel is in contact with the ground; The rear end of the chassis frame is provided with two rear hinge seats and two rear wheel assemblies, and the two rear hinge seats and the two rear wheel assemblies are hinged to each other in a one-to-one manner; a rear hinge shaft is rotatably provided in each of the rear hinge seats, and the rear hinge shaft points vertically to the ground; each of the rear wheel assemblies includes a rear wheel seat and a rear wheel rotatably provided in the rear wheel seat, the rear wheel seat is hinged to the rear hinge shaft, and the rear wheel contacts the ground; When the aircraft is moving left and right using the liftable transport vehicle, the front and rear wheels on one side of the chassis frame are traction wheels, and the front and rear wheels on the other side of the chassis frame are follow wheels. The axis of the front wheel, which is a follow wheel, is parallel to the length direction of the chassis frame, and the axis of the rear wheel, which is a follow wheel, is parallel to the length direction of the chassis frame. A first front steering block is inserted into the front wheel seat of the follow wheel, and the first front steering block abuts against a partial surface of the corresponding front hinge seat. A first rear steering block is inserted into the rear wheel seat of the follow wheel, and the first rear steering block abuts against a partial surface of the corresponding rear hinge seat. While the aircraft is moving back and forth using a liftable transport vehicle: When the two front wheels are traction wheels and the two rear wheels are follow wheels, the axes of the two rear wheels are perpendicular to the length direction of the chassis frame, and a second rear steering block is inserted on each of the two rear wheel seats, the second rear steering block abutting against a local surface of the corresponding rear hinge seat; When the two rear wheels are traction wheels and the two front wheels are follow wheels, the axes of the two front wheels are perpendicular to the length direction of the chassis frame, and a second front steering block is inserted on each of the two front wheel seats, with the second front steering block fitting against a local surface of the corresponding front hinge seat.

9. The aircraft liftable transport vehicle as described in claim 8, characterized in that, The front hinge seat is provided with a first vertical plane and a second vertical plane around its perimeter. The first vertical plane and the second vertical plane are both parallel to the front hinge axis. The first vertical plane and the second vertical plane are perpendicular to each other. The first vertical plane is perpendicular to the length direction of the chassis frame, and the second vertical plane is perpendicular to the width direction of the chassis frame. A third vertical plane and a fourth vertical plane are provided around the rear hinge seat. The third vertical plane and the fourth vertical plane are both parallel to the rear hinge axis and perpendicular to each other. The third vertical plane is perpendicular to the length direction of the chassis frame and the fourth vertical plane is perpendicular to the width direction of the chassis frame. When the aircraft is in a state where the liftable transport vehicle is moving left and right, the first front steering block is in contact with the second vertical plane of the corresponding front hinge seat, and the first rear steering block is in contact with the fourth vertical plane of the corresponding rear hinge seat. When the aircraft is moving back and forth using a liftable transport vehicle, the second rear steering block is in contact with the third vertical plane of the corresponding rear hinge seat, or the second front steering block is in contact with the first vertical plane of the corresponding front hinge seat.

10. The aircraft liftable transport vehicle as described in claim 8, characterized in that, The aircraft liftable transport vehicle also includes two push-pull rods, each of which is connected to a corresponding traction wheel. One end of the push-pull rod is provided with a handle, and the other end of the push-pull rod is provided with a U-shaped structural frame, the two ends of the U-shaped structural frame are formed with hook structures; a rotating shaft is passed through any of the traction wheels, and the hook structures at both ends of the U-shaped structural frame hook the two ends of the corresponding rotating shaft; On the side of any of the hook structures away from the traction wheel, an anti-detachment ring is installed based on the second quick-release pin. An anti-detachment block is protruding from the anti-detachment ring, and the anti-detachment block blocks the hook opening of the corresponding hook structure.

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