An aircraft taxiing device

Abstract

The application discloses an aircraft transverse moving device, relates to the field of aircraft traction equipment, and comprises a chassis and a lifting mechanism, the chassis moves on the ground, the chassis comprises two support frames which are connected with each other in a sliding mode, the relative sliding direction of the two support frames is a horizontal direction, the lifting mechanism comprises two lifting frames, a single lifting frame is movably connected with a support frame, the moving direction of the lifting frame relative to the support frame at least has a vertical component, the two lifting frames are respectively located on the opposite sides of aircraft tires, a first adjusting assembly for enabling the two support frames to slide relative to each other is arranged on the chassis, and the lifting mechanism further comprises a second adjusting assembly for enabling the lifting frame to move, the aircraft tire is lifted by the lifting mechanism, the chassis carries the lifting mechanism and the aircraft tire to move on the ground, and the transverse moving of the aircraft is realized, so that the operation efficiency is relatively high.

Description

Technical Field

[0001] This application relates to the technical field of aircraft traction equipment, and more specifically, to an aircraft lateral movement device. Background Technology

[0002] When large aircraft are parked in hangars, due to the size limitations of some hangars, the width of the hangar door is smaller than the aircraft's wingspan. Therefore, equipment is needed to move the aircraft laterally into the hangar.

[0003] Currently, most lateral movement equipment involves lifting or jacking up the aircraft, placing the lateral movement equipment, which is compatible with the tire size, under the tire, and then pushing it. This requires hoisting or lifting equipment to lift the aircraft tires off the ground, which is highly dependent on equipment and has low operational efficiency.

[0004] In conclusion, how to improve the efficiency of aircraft lateral movement operations is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the purpose of this application is to provide an aircraft lateral movement device that effectively improves the efficiency of aircraft lateral movement operations.

[0006] To achieve the above objectives, this application provides the following technical solution:

[0007] An aircraft lateral movement device includes a chassis and a lifting mechanism. The chassis moves on the ground and includes two support frames that are slidably connected to each other. The relative sliding direction of the two support frames is horizontal. The lifting mechanism includes two lifting arms, each of which is movably connected to one of the support frames. The direction of movement of each lifting arm relative to the support frame has at least a vertical component. The two lifting arms are located on opposite sides of an aircraft tire. The chassis is provided with a first adjustment component for allowing the two support frames to slide relative to each other. The lifting mechanism also includes a second adjustment component for allowing the lifting arms to move.

[0008] Preferably, the first adjusting component includes an adjusting screw with its axis in the horizontal direction. The adjusting screw is rotatably connected to one of the support frames and threadedly connected to the other support frame.

[0009] Preferably, the lifting frame and the support frame are hinged, with the hinge axis being horizontal and perpendicular to the relative movement direction of the two support frames, and the second adjustment component is used to apply torque to the lifting frame.

[0010] Preferably, the second adjusting assembly includes a telescopic rod and a driver. The telescopic rod includes a main cylinder and a secondary rod that are slidably connected coaxially to each other. The end of the main cylinder away from the secondary rod is hinged to one of the lifting frames, and the end of the secondary rod away from the main cylinder is hinged to the other lifting frame. The hinge axis of the telescopic rod is parallel to the hinge axis of the lifting frame relative to the support frame. The driver is used to provide power for the relative sliding of the main cylinder and the secondary rod.

[0011] Preferably, the side wall of the sub-rod and the inner wall of the mother cylinder are in sealed contact, and the driver is a drive pump, which is used to deliver or extract gas into the mother cylinder.

[0012] Preferably, the lifting frame includes a lifting part and a power part that are fixedly connected to each other. The lifting part is located below the hinge axis of the lifting frame relative to the support frame, and the power part is located above the hinge axis of the lifting frame relative to the support frame. The hinge point between the telescopic rod and the lifting frame is located on the power part.

[0013] Preferably, a mating block is fixedly connected to the end of the sub-rod away from the main cylinder. A mating groove is provided on the mating block. The groove depth direction is perpendicular to the hinge axis of the lifting frame relative to the telescopic rod. A mating pin is fixedly connected to the lifting frame that is hinged to the sub-rod. The mating pin is inserted into the mating groove and abuts against the bottom or wall of the groove.

[0014] Preferably, the mating groove includes an inlet / outlet portion and a force-receiving portion that are interconnected. The force-receiving portion is located at the end of the inlet / outlet portion away from the opening of the mating groove. The length direction of the force-receiving portion is parallel to the length direction of the sub-rod, and the length direction of the inlet / outlet portion and the length direction of the force-receiving portion are intersecting each other.

[0015] Preferably, the chassis is provided with omnidirectional wheels, and the wheel surfaces of the omnidirectional wheels abut against the ground.

[0016] Preferably, the lifting frame is rotatably provided with multiple contact rollers, which are used to make rolling contact with the aircraft tires. The rotation axis of the contact rollers is horizontal and perpendicular to the relative movement direction of the two support frames.

[0017] The aircraft lateral movement device provided in this application, when lifting the aircraft tire, has two support frames located on opposite sides of the aircraft tire. The first adjustment component controls the two support frames to move towards each other until both lifting frames are in contact with the aircraft tire. Then, the second adjustment component controls the two lifting frames to move upwards simultaneously, applying an upward thrust to the aircraft tire to lift it off the ground. Subsequently, the underframe can carry the aircraft tire for movement. Only a single device and two steps are required, which significantly improves the efficiency of aircraft lateral movement operations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0019] Figure 1 This is a schematic diagram illustrating the overall structure of the aircraft lateral movement device in the embodiments of this application;

[0020] Figure 2 This is a schematic diagram illustrating the chassis structure in the embodiments of this application;

[0021] Figure 3 This is a schematic diagram illustrating the action of the lifting mechanism in lifting the aircraft tires in the embodiments of this application;

[0022] Figure 4 This is a schematic diagram illustrating the structure of the telescopic pole and one of the lifting frames when separated in an embodiment of this application.

[0023] Figures 1-4 In the accompanying drawings, the reference numerals include:

[0024] 1. Chassis; 11. Support frame; 12. Omnidirectional wheel; 2. First adjustment assembly; 21. Operating handwheel; 22. Adjusting screw; 3. Lifting mechanism; 31. Lifting frame; 311. Lifting part; 312. Power unit; 32. Matching pin; 33. Contact roller; 4. Second adjustment assembly; 41. Driver; 42. Telescopic rod; 421. Main cylinder; 422. Sub-rod; 43. Matching block; 44. Matching groove; 441. Inlet / outlet; 442. Force-bearing part. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar words used in this application do not indicate any order, quantity, or importance. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. Terms such as "up," "down," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly. An embodiment of this application discloses an aircraft lateral movement device.

[0027] The core of this application is to provide an aircraft lateral movement device.

[0028] Please refer to Figure 1 and Figure 2 .

[0029] The aircraft lateral movement device provided in this application includes a chassis 1 and a lifting mechanism 3. The chassis 1 is movable on the ground. The lifting mechanism 3 is mounted on the chassis 1 and is used to lift the aircraft's tires upwards. The chassis 1 includes two support frames 11 that are slidably connected to each other. The relative sliding direction of the two support frames 11 is a horizontal straight line, that is, they move closer to or further apart from each other when they move relative to each other. The lifting mechanism 3 includes two lifting arms 31, each lifting arm 31 being movably connected to a support frame 11. The direction of movement of the lifting arm 31 relative to the support frame 11 has at least a vertical component. The chassis 1 is provided with a first adjusting component 2 for sliding the two support frames 11 relative to each other. The lifting mechanism 3 also includes a second adjusting component 4 for moving the lifting arms 31.

[0030] During operation, the two lifting frames 31 are located on opposite sides of the aircraft tire. When the lifting frames 31 move, they contact the aircraft tire and apply an upward thrust to it, thereby lifting the aircraft tire off the ground. After the lifting mechanism lifts the aircraft tire, the chassis 1 can carry the aircraft tire and slide laterally on the ground. The equipment is highly flexible, the operation process is simple, and it can effectively improve the efficiency of aircraft lateral movement.

[0031] The aircraft lateral movement device provided in this application will now be described in more detail with reference to the accompanying drawings and specific embodiments.

[0032] In one specific implementation, reference is made to... Figure 1 and Figure 2 .

[0033] Specifically, the first adjusting assembly 2 includes an adjusting screw 22 and an operating handwheel 21, with the operating handwheel 21 coaxially fixedly connected to one end of the adjusting screw 22. The axis of the adjusting screw 22 is horizontal, and the adjusting screw 22 is rotatably connected to one of the support frames 11 and threadedly connected to the other support frame 11. By rotating the adjusting screw 22 with the operating handwheel 21, the two support frames 11 move relative to each other along the length of the adjusting screw 22 under the action of the threaded transmission; and when the adjusting screw 22 remains stationary, the two support frames 11 can maintain a relatively stable positional relationship.

[0034] Based on the above embodiments, refer to Figure 1 .

[0035] Specifically, the lifting frame 31 and the support frame 11 are connected by a hinge, with the hinge axis being horizontal and perpendicular to the relative movement direction of the two support frames 11. This allows the lifting frame 31 to generate movement in both vertical and horizontal directions during rotation. The second adjustment component 4 is used to apply torque to the lifting frame 31.

[0036] Based on the above embodiments, refer to Figure 1 and Figure 3 .

[0037] Specifically, the second adjustment component 4 includes a telescopic rod 42 and a driver 41. The telescopic rod 42 includes a mother cylinder 421 and a daughter rod 422 that are slidably connected to each other on the same axis. The end of the mother cylinder 421 away from the daughter rod 422 is hinged to one of the lifting frames 31, and the end of the daughter rod 422 away from the mother cylinder 421 is hinged to the other lifting frame 31. The hinge axis between the telescopic rod 42 and the lifting frame 31 is parallel to the hinge axis of the lifting frame 31 relative to the support frame 11, and the axis of the telescopic rod 42 is not radially parallel to the hinge axis of the lifting frame 31 and the support frame 11. Thus, when the telescopic rod 42 undergoes axial telescopic deformation, it can simultaneously generate a pushing or pulling force on the two lifting frames 31 to make them rotate.

[0038] The actuator 41 is used to provide power for the relative sliding of the mother cylinder 421 and the daughter rod 422.

[0039] In a specific implementation method, such as Figure 1 and Figure 3 As shown. The side wall of the sub-rod 422 is in sealed contact with the inner wall of the mother cylinder 421, meaning that the telescopic rod 42 can be considered as a cylinder, with the mother cylinder 421 as the cylinder body and the sub-rod 422 as the piston rod. The driver 41 is a hand-cranked drive pump, which is mounted on one of the support frames 11. A flexible air tube connects the drive pump and the mother cylinder 421. The drive pump delivers or extracts gas into the mother cylinder 421 through the flexible air tube, and under the action of air pressure, the telescopic rod 42 can extend and retract.

[0040] Based on the above embodiments, refer to Figure 1 and Figure 3 .

[0041] Specifically, the lifting frame 31 is ear-shaped, with two lifting frames 31 arranged symmetrically. Each lifting frame 31 includes an integrally formed lifting part 311 and a power part 312. The lifting part 311 is located below the hinge axis of the lifting frame 31 relative to the support frame 11, and the power part 312 is located above the hinge axis of the lifting frame 31 relative to the support frame 11. When lifting the aircraft tire, the lifting part 311 directly applies force to the aircraft tire. The hinge point between the telescopic rod 42 and the lifting frame 31 is located on the power part 312. That is, when the telescopic rod 42 extends, it applies a thrust to the two power parts 312, causing the two lifting frames 31 to rotate in opposite directions. Simultaneously, the lifting parts 311 of the two lifting frames 31 flip upwards, thereby lifting the aircraft tire.

[0042] When the telescopic boom 42 retracts, the thrust applied to the two power units 312 decreases or the tension is applied, the two lifting frames 31 rotate in opposite directions, and the lifting parts 311 of the two lifting frames 31 flip downwards at the same time to lower the aircraft tires.

[0043] Based on the above embodiments, refer to Figure 4 .

[0044] Specifically, the two lifting frames 31 are connected by a telescopic rod 42. Therefore, when adjusting the spacing between the two support frames 11, in order to reduce the negative impact of the connection state of the two lifting frames 31, the telescopic rod 42 and one of the lifting frames 31 are set to be detachably connected. A mating block 43 is fixedly connected to the end of the sub-rod 422 away from the main cylinder 421. A mating groove 44 is provided on the mating block 43. The groove depth direction of the mating groove 44 is perpendicular to the hinge axis of the lifting frame 31 relative to the telescopic rod 42. A mating pin 32 is fixedly connected to the lifting frame 31 hinged to the sub-rod 422. The mating pin 32 is the junction axis between the lifting frame 31 and the sub-rod 422.

[0045] The mating pin 32 can be inserted into the mating groove 44. When the mating pin 32 abuts against the bottom or wall of the mating groove 44, pressure can be transmitted between the mating pin 32 and the bottom or wall of the mating groove 44, thereby transmitting the thrust from the sub-rod 422 to the lifting frame 31. When the mating pin 32 is dislodged from the mating groove 44, the lifting frame 31 and the telescopic rod 42 are also relatively separated. The activity state or posture of the two lifting frames 31 do not affect each other, so the lifting frame 31 does not affect the relative movement of the support frame 11 at this time.

[0046] Based on the above embodiments, refer to Figure 3 and Figure 4 .

[0047] Specifically, the mating groove 44 includes an inlet / outlet portion 441 and a force-receiving portion 442 that are interconnected. The force-receiving portion 442 is located at the end of the inlet / outlet portion 441 away from the opening of the mating groove 44. The opening of the mating groove 44 is located on one side of the back ion rod 422 of the inlet / outlet portion 441. The length direction of the force-receiving portion 442 is parallel to the length direction of the sub-rod 422, that is, the length direction of the part of the mating groove 44 near its own bottom is parallel to the length direction of the telescopic rod 42 of the sub-rod 422. The length directions of the inlet / outlet portion 441 and the length directions of the force-receiving portion 442 intersect each other and form an obtuse angle. When the mating pin 32 is located in the mating groove 44, the opening of the mating groove 44 is located on the lower side of the mating block 43. By slightly shortening the length of the telescopic rod 42 and flipping it upward, the lifting frame 31 and the mating block 43 can be disengaged.

[0048] Based on any of the above embodiments, refer to Figure 1 .

[0049] Specifically, the chassis 1 is equipped with omnidirectional wheels 12, the wheel surfaces of which abut against the ground, allowing the chassis 1 to have a higher degree of directional freedom when moving on the ground. There are four omnidirectional wheels 12 in total, with two omnidirectional wheels 12 on each support frame 11.

[0050] Based on any of the above embodiments, refer to Figure 1 .

[0051] Specifically, since the lifting frame 31 has a horizontal deformation when it moves relative to the support frame 11, multiple contact rollers 33 are rotatably arranged on the lifting frame 31. When the two lifting frames 31 are in a clamping position on the aircraft tire, the rotation axis of the contact rollers 33 is horizontal and perpendicular to the relative movement direction of the two support frames 11 and parallel to the axis of the aircraft tire. The roller surface of the contact rollers 33 and the wheel surfaces at both ends of the aircraft tire roll into contact, thereby reducing the friction between the two when the lifting frame 31 lifts the aircraft tire and improving the smoothness of the lifting process.

[0052] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0053] The foregoing has provided a detailed description of an aircraft lateral movement device. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. An aircraft lateral movement device, characterized in that, The system includes a chassis (1) and a lifting mechanism (3). The chassis (1) moves on the ground and includes two support frames (11) that slide relative to each other. The relative sliding direction of the two support frames (11) is horizontal. The lifting mechanism (3) includes two lifting frames (31). Each lifting frame (31) is movably connected to one of the support frames (11). The lifting frame (31) has at least a vertical component relative to the direction of movement of the support frame (11). The two lifting frames (31) are located on opposite sides of the aircraft tires. The chassis (1) is provided with a first adjustment component (2) for sliding the two support frames (11) relative to each other. The lifting mechanism (3) also includes a second adjustment component (4) for moving the lifting frame (31).

2. The aircraft lateral movement device according to claim 1, characterized in that, The first adjustment component (2) includes an adjustment screw (22), the axis of which is horizontal, and the adjustment screw (22) is rotatably connected to one of the support frames (11) and threadedly connected to the other support frame (11).

3. The aircraft lateral movement device according to claim 1 or 2, characterized in that, The lifting frame (31) and the support frame (11) are hinged together, with the hinge axis being horizontal and perpendicular to the relative movement direction of the two support frames (11). The second adjustment component (4) is used to apply torque to the lifting frame (31).

4. The aircraft lateral movement device according to claim 3, characterized in that, The second adjustment assembly (4) includes a telescopic rod (42) and a driver (41). The telescopic rod (42) includes a female cylinder (421) and a male rod (422) that are slidably connected to each other on the same axis. The end of the female cylinder (421) away from the male rod (422) is hinged to one of the lifting frames (31), and the end of the male rod (422) away from the female cylinder (421) is hinged to the other lifting frame (31). The hinge axis of the telescopic rod (42) and the hinge axis of the lifting frame (31) relative to the support frame (11) are parallel. The driver (41) is used to provide power for the relative sliding of the female cylinder (421) and the male rod (422).

5. The aircraft lateral movement device according to claim 4, characterized in that, The side wall of the sub-rod (422) and the inner wall of the mother cylinder (421) are in sealed contact. The driver (41) is a driving pump, which is used to deliver or extract gas into the mother cylinder (421).

6. The aircraft lateral movement device according to claim 5, characterized in that, The lifting frame (31) includes a lifting part (311) and a power part (312) that are fixedly connected to each other. The lifting part (311) is located below the hinge axis of the lifting frame (31) relative to the support frame (11), and the power part (312) is located above the hinge axis of the lifting frame (31) relative to the support frame (11). The hinge point between the telescopic rod (42) and the lifting frame (31) is located on the power part (312).

7. The aircraft lateral movement device according to claim 4, characterized in that, The end of the sub-rod (422) away from the mother cylinder (421) is fixedly connected to a mating block (43). The mating block (43) has a mating groove (44). The groove depth direction of the mating groove (44) is perpendicular to the hinge axis of the lifting frame (31) relative to the telescopic rod (42). The lifting frame (31) hinged to the sub-rod (422) is fixedly connected to a mating pin (32). The mating pin (32) is inserted into the mating groove (44) and abuts against the bottom or wall of the mating groove (44).

8. The aircraft lateral movement device according to claim 7, characterized in that, The mating groove (44) includes an inlet / outlet (441) and a force-receiving part (442) that are connected to each other. The force-receiving part (442) is located at the end of the inlet / outlet (441) away from the opening of the mating groove (44). The length direction of the force-receiving part (442) is parallel to the length direction of the sub-rod (422), and the length direction of the inlet / outlet (441) and the length direction of the force-receiving part (442) are intersecting.

9. The aircraft lateral movement device according to claim 1 or 2, characterized in that, The chassis (1) is provided with an omnidirectional wheel (12), and the wheel surface of the omnidirectional wheel (12) abuts against the ground.

10. The aircraft lateral movement device according to claim 3, characterized in that, The lifting frame (31) is rotatably equipped with multiple contact rollers (33), which are used to make rolling contact with the aircraft tires. The rotation axis of the contact rollers (33) is horizontal and perpendicular to the relative movement direction of the two support frames (11).

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