Electrically assisted aircraft accessory mounting and lowering assistance device

Abstract

To provide a device for supporting safe and reliable loading and unloading of an aircraft accessory to an aircraft.SOLUTION: An electric assist type aircraft accessory mounting and lowering support device is a device for supporting mounting and lowering of an aircraft accessory to an aircraft. This device comprises a holding part, a link mechanism, an electric actuator, a control part, and a load sensor. The holding portion supportably holds an aircraft accessory. The link mechanism supports the holding unit such that the holding unit can be raised and lowered. The electric actuator drives the link mechanism to raise and lower the holding portion. The control unit controls the electric actuator. The load sensor detects a load applied to the holding unit. The control unit further includes an assist control unit and a stop control unit. The assist control unit assists the lifting and lowering of the aircraft accessory by supporting the holding unit with a supporting force corresponding to the load. The stop control unit stops the lifting and lowering of the aircraft accessory when the holding unit reaches a predetermined height.SELECTED DRAWING: Figure 15

Description

[Technical Field]

[0001] The present invention relates to a technology for supporting the loading and unloading of aircraft equipment onto and from an aircraft. [Background technology]

[0002] An aircraft is made up of structural parts (such as the fuselage and wings), engines, and other equipment. The latter are collectively called aviation equipment. Examples of aviation equipment include pylons, launchers, fuel tanks, search and rescue pods, data transmission relay pods, electronic warfare pods, missiles, and bombs. Aircraft equipment comes in a wide variety of shapes and sizes, and is quite heavy to carry by hand, so specialized equipment is used.

[0003] To load aviation equipment onto an aircraft, it is necessary to transport the equipment close to the aircraft, position it appropriately relative to the loading area, and then safely and reliably raise it to a high position. Furthermore, to unload the equipment from the aircraft, it must be safely lowered. Traditionally, large loaders, forklifts, and other equipment powered by flammable fuels have been used for this task. However, in most cases, work is performed in confined spaces, and such equipment poses a high risk of interference between the aircraft and the aviation equipment. Furthermore, exhaust fumes and noise create a high burden on workers, requiring a large number of personnel and lengthy work times. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7076851 [Patent Document 2] Patent Publication No. 2021-104693 [Patent Document 3] Japanese Patent Application Laid-Open No. 2017-77835 [Patent Document 4] Patent No. 5719606 [Patent Document 5] Patent No. 7180415 [Patent Document 6] Patent No. 2628933 Summary of the Invention [Problem to be solved by the invention]

[0005] The number of missions requiring aviation equipment to be loaded onto aircraft, including manned and unmanned aircraft (drones, etc.), is increasing. Furthermore, operations requiring the loading and unloading of aviation equipment into the weapons area within the aircraft are also being planned. As such, it is certain that the number of tasks required for loading and unloading aviation equipment will increase and become more complex in the future, making it urgent to reduce the workload on personnel at each stage of the process.

[0006] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a device that assists in safely and reliably loading and unloading aircraft equipment onto and from an aircraft. [Means for solving the problem]

[0007] An embodiment of an electrically assisted aircraft equipment loading and lowering support device is a device that assists in the loading and lowering of aircraft equipment onto an aircraft. This device comprises a holding unit, a link mechanism, an electric actuator, a control unit, and a load sensor. The holding unit holds the aircraft equipment so that it can be supported. The link mechanism supports the holding unit so that it can be raised and lowered. The electric actuator drives the link mechanism to raise and lower the holding unit. The control unit controls the electric actuator. The load sensor detects the load acting on the holding unit. The control unit further comprises an assist control unit and a stop control unit. The assist control unit supports the holding unit with a supporting force according to the load, thereby assisting the raising and lowering of the aircraft equipment. The stop control unit stops the raising and lowering of the aircraft equipment when the holding unit reaches a predetermined height. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide an electrically assisted aircraft equipment loading and unloading support device that supports the safe and reliable loading and unloading of aircraft equipment onto and from an aircraft. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a perspective view showing an example of an electrically assisted aircraft equipment loading and unloading support device according to an embodiment. [Figure 2] FIG. 2 is an enlarged view of the vicinity of the holding unit 1 and the control unit 2. As shown in FIG. [Figure 3] FIG. 3 is a view of the holding unit 1 as seen from above. [Figure 4] FIG. 4 is a diagram for explaining the load detected by the load sensor 1b. [Figure 5] FIG. 5 is a graph showing an example of the relationship between the stress applied to the load sensor and the electric assist force applied to the lifting unit 10. In FIG. [Figure 6] FIG. 6 is a functional block diagram showing an example of a configuration related to automatic driving. [Figure 7] FIG. 7 is a functional block diagram showing an example of a configuration related to electric assist. [Figure 8] FIG. 8 is a diagram showing a configuration example of the lifting unit 10 using the Scott Russell / parallel link extension system. [Figure 9] FIG. 9 is a diagram showing an example of the configuration of the lifting unit 10 using a scissors extension method. [Figure 10] FIG. 10 is a diagram for explaining the attachment of aircraft equipment to an aircraft. [Figure 11] FIG. 11 is a side view showing the state in which the aircraft equipment 200 is suspended from the pylon 400. [Figure 12] FIG. 12 is a top view showing the state in which the aircraft equipment 200 is suspended from the pylon 400. [Figure 13] FIG. 13 is a cross-sectional view of the aircraft equipment 200 suspended from the pylon 400 as seen from the front. [Figure 14]FIG. 14 is a schematic diagram showing the state in which aircraft equipment 200 is carried by the electrically assisted aircraft equipment loading and unloading support device 100 and is aligned with the installation location. [Figure 15] FIG. 15 is a diagram showing a state in which aircraft equipment 200 is lifted up by the electrically assisted aircraft equipment loading and lowering support device 100. [Figure 16] FIG. 16 is a front view showing an example of an attachment provided on the holding part 1. As shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] 1 is a perspective view showing an example of an electrically assisted aircraft equipment loading and lowering support device 100 according to an embodiment. This device is powered by electricity supplied from a power supply unit 8 and is equipped with an electric actuator that raises and lowers a table (holding unit) using a link mechanism, and a running unit equipped with electric wheels and caster wheels.

[0011] 1, a battery is removably attached to the housing of the power supply unit 8. For example, a device control unit 9 is installed next to the power supply unit 8. The device control unit 9 includes a processor such as a CPU (Central Processing Unit) and functions as a so-called ECU (Electronic Control Unit).

[0012] A power supply unit 8, a device control unit 9, and an elevator unit 10 serving as a link mechanism are mounted on a base 20 of a running unit 18. The running unit 18 includes caster wheels 7 provided, for example, at the four corners of the rectangular base 20, and an omnidirectional drive wheel 6 installed in the center of the base 20. The caster wheels 7 support the entire device, including the base 20. The omnidirectional drive wheel 6 is, for example, an omniwheel or Mecanum wheel, and enables the device to move in the longitudinal direction of the base 20 (referred to as the X-axis) and in a direction perpendicular to the X-axis (referred to as the Y-axis), as well as rotate and swivel. In other words, the caster wheels 7 and omnidirectional drive wheels 6 support the base 20 so that it can move freely.

[0013] That is, the traveling unit 18 causes the device to travel autonomously in the forward and backward direction (X direction) and the left and right direction (Y direction) perpendicular to the X direction. Furthermore, the omnidirectional drive wheels 6 enable the device to travel diagonally and in turns.

[0014] The base 20 is further equipped with an electric actuator that controls the extension of the lifting unit 10. The electric actuator has an electric motor 3 that rotates a ball screw 4. When the electric motor 3 rotates the ball screw 4 forward and backward, a nut portion that fits onto the ball screw 4 slides along the axial direction, and the lifting unit 10 extends.

[0015] The lifting unit 10 raises and lowers the holding unit 1. The holding unit 1 holds the aircraft equipment so that it can be transported when it is loaded onto an aircraft or when it is unloaded from the aircraft. An attachment may be provided to the holding unit 1 so that the aircraft equipment can be fixed to the holding unit 1 during transportation.

[0016] For example, a control unit 2 as a user interface and a monitoring unit 12 are attached near the holding unit 1. The monitoring unit 12 acquires image data of the surroundings of the device using, for example, an omnidirectional camera, and monitors in real time whether or not there are obstacles.

[0017] Furthermore, detection units 51 and 52 are attached to the four corners of the base 20, or at least in the X-axis traveling direction. The detection units 51 and 52 are, for example, LiDAR (Light Detection and Ranging), and detect obstacles around the device including the base 20. For example, a connecting part 19 may be formed in the center of the frame between the detection units 51 and 52 so that the device can be towed by a towing vehicle or the like.

[0018] In the above configuration, information about obstacles from the monitoring unit 12 and the detection units 51 and 52 is sent to the equipment control unit 9. The equipment control unit 9 generates control signals based on this information, the operation by the operator, the operation mode, various settings, etc., and controls each unit of the equipment. In this embodiment, the driving force is electrically driven, which supports the operator in each process of the loading and unloading work of aircraft equipment, and achieves safe and reliable loading and unloading work.

[0019] Figure 2 is an enlarged view of the vicinity of the holding unit 1 and the control unit 2. The holding unit 1 is a table-like member on which aircraft equipment is directly mounted, and is connected to the lifting unit 10 via a stage 11. As shown in Figure 3, by connecting the holding unit 1 to the stage 11 via, for example, an angular bearing 1a, the aircraft equipment can be rotated around a vertical axis (yaw axis), which is convenient for fine adjustments during positioning.

[0020] Returning to Fig. 2, the control unit 2 is equipped with an operation stick 13 and a display unit 14 such as a liquid crystal display (LCD). The display unit 14 displays information related to various operations, such as the load on the electric motor 3, the load capacity of the holding unit 1, and camera images, and conveys this information to the operator. The control unit may also be provided with a power assist switch that switches the assist on and off.

[0021] The operation stick 13 is a joystick-like operation interface with a degree of freedom in the up and down direction, and is mainly used to control the electric actuator to extend and retract the lifting part 10 and move the holding part 1 in the up and down direction.

[0022] 2, the monitoring unit 12 also includes a travel stick 13a and an omnidirectional camera 15. The travel stick 13a is a joystick-like operation interface with degrees of freedom in all directions, and is primarily used to instruct the direction of travel of the travel unit 18 and to fine-tune the holding unit 1. In other words, when the electrically assisted aviation equipment loading and lowering support device 100 is loaded with aviation equipment and moved, it is used as an input device to control the travel direction and travel speed of the device. After arriving at a predetermined location, a mode selector switch (not shown) is used to switch to fine adjustment mode, and the travel stick 13a is operated to drive the omnidirectional drive wheels 6 below the travel unit 18 for fine positioning. The travel speed of the travel unit 18 and the position of the holding unit 1 can be fine-tuned by the amount of tilt of the travel stick 13a. The omnidirectional camera captures images of the surroundings of the electrically assisted aircraft equipment loading and lowering support device 100 over a wide viewing angle and outputs image data. This image data is processed by the monitoring unit 12 or the device control unit 9, and obstacles around the device are detected with high accuracy.

[0023] Furthermore, the monitoring unit 12 is equipped with a GNSS (Global Navigation Satellite System) function. For example, the monitoring unit 12 is equipped with a GPS antenna 16 and detects its own position in real time using GPS positioning. In other words, the monitoring unit 12 can continuously obtain its own position information and provide the information necessary for optimal movement to aircraft carrying or unloading aviation equipment.

[0024] FIG. 3 is a top view of the holding unit 1. The holding unit 1 is equipped with a wearable camera 17. The wearable camera 17 is attached, for example, with the lens facing vertically upward, and captures images of the relative positions of the aircraft and aircraft equipment to obtain image information. This image information is sent to the device control unit 9. For example, a transmission unit may be provided in the monitoring unit 12, and video data may be transmitted via a wireless line to smart glasses worn by the operator. In other words, the acquired image information may be transmitted wirelessly to the smart glasses worn by the operator. With this configuration, the operator can operate the operating stick 13 while viewing the image displayed on the smart glasses, and stop the holding unit 1 at the optimal position.

[0025] For example, one or more load sensors 1b are provided on the holding unit 1. The load sensor 1b detects the vertical load applied to the holding unit 1. This load varies depending on the human force exerted by a person holding the aircraft equipment.

[0026] Fig. 4 is a diagram for explaining the load detected by the load sensor 1b. In Fig. 4, when aircraft equipment 200 is loaded onto the holding unit 1, gravity F1 acting on the aircraft equipment 200 is transmitted from the holding unit 1 to the stage 11 via the load sensor 1b. When the holding unit 1 is stationary, this gravity F1 and the supporting force (assisting force) F2 of the lifting unit 10 are balanced, and the load sensor detects a load that corresponds to the balance.

[0027] At this time, if a person tries to support the aircraft equipment 200 or the holding part 1 with their own strength (human power), a vertically upward human force F3 acts at the point of application of the force, which changes the load detected by the load sensor 1b.

[0028] FIG. 5 is a graph showing an example of the relationship between the stress on the load sensor 1b and the electric assist force on the lifting unit 10. Generally, the stress (compressive force) on the load sensor 1b is equal to the combined weight of the lifting unit 10 and the gravity force F1 acting on the aircraft equipment 200. However, when the aircraft equipment 200 is manually lifted against gravity, the load sensor's sensor value decreases by the amount of the manual force F3. When the device control unit 9 detects this decrease in the sensor value, it assumes that an upward manual force F3 has been applied and increases the assist force F2. In other words, the smaller the load sensor's stress, the greater the assist force F2, and therefore the graph in FIG. 5 slopes downward to the right. When the initial load is applied and the balance is achieved, the assist force is zero. As the load sensor's stress increases from this state, the assist force enters a negative region, causing the holding unit 1 to descend. On the other hand, as the load sensor's stress decreases, the assist force enters a positive region and gradually increases, allowing the operator pushing up the holding unit 1 to lift the aircraft equipment 200 with less force.

[0029] However, when the holding unit 1 reaches, for example, a predetermined height, the supply of the assist force F2 is stopped, and the raising and lowering of the holding unit 1 is stopped. This makes it possible to prevent an accident in which the aircraft equipment 200 hits or comes into contact with the aircraft. This will be explained in detail below.

[0030] Fig. 6 is a functional block diagram showing an example of a configuration related to automatic driving. Mechanisms related to driving control and obstacle avoidance control will be described with reference to Fig. 6. In Fig. 6, self-position information acquired by GNSS (GPS) of monitoring unit 12 is input to self-position information acquisition unit 21 of control unit 2 together with target position information (map information) stored in advance in a storage unit or the like (not shown).

[0031] Meanwhile, image data from omnidirectional camera 15, wearable camera 17, etc. are input as camera information to obstacle information acquisition unit 22. Similarly, radar information from various radars (such as acoustic sensors) and LiDAR information from detection units 51 and 52 are also input to obstacle information acquisition unit 22. This information is processed appropriately and passed to path generation control unit 23 as self-position information, target position information, and obstacle information. The obstacle information is also passed to device control unit 9.

[0032] The path generation control unit 23 generates path information that enables the vehicle to reach the target position while avoiding obstacles, based on the self-position information and target position information passed from the self-position information acquisition unit 21 and the obstacle information passed from the obstacle information acquisition unit 22, and generates a control signal for moving along this path. This control signal is given to the omnidirectional drive wheels 6 via the X-direction motor control unit 24 and the Y-direction motor control unit 25. This allows the electrically assisted aircraft equipment loading and lowering support device 100 to travel autonomously to the target position while avoiding obstacles.

[0033] The self-position information acquisition unit 21, the obstacle information acquisition unit 22, the path generation control unit 23, the X-direction motor control unit 24, and the Y-direction motor control unit 25 may be realized as software executable by the processor of the control unit 2.

[0034] FIG. 7 is a functional block diagram showing an example of a configuration related to an electric assist. Mechanisms related to driving the electric actuator and detecting overload will be described with reference to FIG. 7. In FIG. 7, information related to the control of the operating stick 13 by the operator (stick input such as tilt direction and tilt angle of the stick) is sent to the device control unit 9 via the control unit 2. In addition, the sensor value (including an abnormal value) of the load sensor 1b is sent to the control unit 2.

[0035] Driving power from the battery 81 is provided from the power supply unit 8 to the control unit 2 and also to the inverter 31. The output of the inverter is input to the device control unit 9. The device control unit 9 outputs a control signal for controlling the electric motor 3. When the control signal is provided, the electric motor 3 drives the ball screw 4. The rotational driving force is then converted via the linear rail 32 into an assist force that assists in lifting the holding unit 1, driving the lifting unit 10. Here, if an abnormal value is detected by the load sensor 1b, the control unit 2 and the device control unit 9 immediately stop driving the electric actuator 34.

[0036] The control unit 2 includes, as functions related to the embodiment, an assist control unit 26 and a stop control unit 27. The assist control unit 26 and the stop control unit 27 may be realized as software executable by the processor of the control unit 2.

[0037] The assist control unit 26 supports the holding unit 1 with a supporting force according to the load detected by the load sensor 1b, and assists the lifting and lowering of the aircraft equipment 200 by human power. When the holding unit 1 reaches a predetermined height, the stop control unit 27 turns off the assist of the holding unit 1 to the human power and stops the aircraft equipment 200 at that height. In other words, it stops the lifting and lowering of the holding unit 1 by the electric actuator.

[0038] Figure 8 is a diagram showing an example of the configuration of an elevator 10 using the Scott-Russell / parallel link extension system. In Figure 8, when the electric motor 3 is rotated, the nut part 41 fitted to the ball screw 4 slides along the axial direction, and the elevator 10 extends. This causes the stage 11 and the holding part 1 to rise and fall only in the height direction. The height control of the rise and fall is linked to the operation control of the electric motor 3 of the electric actuator.

[0039] Figure 9 is a diagram showing an example of the configuration of a lifting unit 10 using a scissor extension method. The lifting unit 10 is a link mechanism consisting of two pairs of intersecting support rods on the left and right. One end of the support rod is attached to a nut portion 41 that fits onto a ball screw 4. When the electric motor 3 is rotated, the nut portion 41 that fits onto the ball screw 4 slides along the axial direction, and the lifting unit 10 is extended. This causes the stage 11 and the holding unit 1 to rise and fall only in the height direction. The height control of the rise and fall is linked to the operation control of the electric motor 3 of the electric actuator.

[0040] Next, the operation of the above configuration will be described in detail. FIG. 10 is a diagram for explaining the attachment of aviation equipment to an aircraft. For example, if the aircraft 300 is a fighter jet, it may be equipped with a pylon 400 for mounting (hanging or suspending) aviation equipment 200 such as a missile. A missile weighs 100 to 200 kg, and a large one can weigh over one ton. In the past, the transportation, mounting, and unloading of aviation equipment 200 mostly relied on human power and human-powered equipment, or heavy equipment, requiring a large number of people and time.

[0041] Fig. 11 is a side view showing the state in which the aircraft equipment 200 is suspended from the pylon 400. Fig. 12 is a top view thereof, and Fig. 13 is a cross-sectional view seen from the front. Both are illustrated in relation to a rail-type launcher.

[0042] In Figure 11, a rail formed on the bottom of pylon 400 is provided with a hole 402 for inserting the forward lug. As shown in Figure 12, a notch 401 is formed at the rear of the rail. Meanwhile, forward lug 202 and rear lug 201 are formed on aircraft equipment 200. When installing, it was necessary to align the rear lug 201 with the notch 401, and the forward lug 202 with the insertion hole 402 to the millimeter, and then slide aircraft equipment 200 forward.

[0043] As shown in Figure 13, the lugs of the aircraft equipment must fit snugly into the rails of the aircraft in both the AA and BB cross sections (Figure 11). To achieve this, alignment to the millimeter is required. Although not shown, the situation is the same for a hook-type launcher, which is attached by fitting a hook on the aircraft with a lug on the aircraft equipment.

[0044] 14 is a schematic diagram showing the state in which aircraft equipment 200 is transported and aligned to an installation location by the electrically assisted aircraft equipment loading and lowering support device 100. The aircraft equipment 200 is fixed to the holder 1 by the attachment 203, and the omnidirectional drive wheels 6 are controlled to automatically transport it to the pylon 400 under the wing of the aircraft 300. Furthermore, the alignment between the rear lug 201 and the notch 401, and between the front lug 202 and the insertion hole 402 can be easily fine-tuned by motor drive.

[0045] Figure 15 shows the state in which aircraft equipment 200 has been lifted up by the electrically assisted aircraft equipment loading and unloading support device 100. The aircraft equipment 200 is secured to the holding unit 1 by an attachment 203. The operator slowly lifts the aircraft equipment 200 while controlling the control unit 2. The electric actuator provides assist control until halfway through, so the operator is hardly burdened. As the aircraft equipment approaches a predetermined height, the rail-type or hook-type launching device comes into contact with the aircraft equipment. This contact force acts as a downward force (Figure 4), reducing the human force F3. The assist force gradually decreases, and the lift stops at the predetermined height. After that, fine adjustments are made to align the equipment, allowing the aircraft equipment to be loaded by almost one person. Similarly, unloading can be accomplished by performing the reverse operation almost entirely by one person.

[0046] Next, several modes of use of the electrically assisted aircraft equipment loading and unloading support device 100 according to the embodiment will be described.

[0047] <Towing and transport> In this configuration, the function of the running unit 18 is turned off and transportation by a towing vehicle is considered. To achieve this configuration, the caster wheels 7 are replaced with free casters or the like with larger diameters, and the omnidirectional drive wheels 6 are raised above the ground surface.

[0048] Before starting up the device, insert the fully charged battery into the slot of the power supply unit 8. When this is done, the display unit 14 of the control unit 2 will display that the battery has been connected to the power supply unit 8, and the operator will be able to confirm this.

[0049] In a hangar where the aircraft equipment 200 is stored, the aircraft equipment 200 is moved close to the electrically assisted aircraft equipment loading and unloading support device 100 using a forklift or the like, and loaded onto the holding unit 1. At this time, it is preferable to hold the aircraft equipment 200 stably using an attachment or the like. In this state, it is confirmed that there is no deviation in the load detected by the load sensor 1b. If an overload is detected, the loading status is corrected using the forklift.

[0050] Once loading is complete, the lifting unit 10 is retracted to the base 20, the holding unit 1 is lowered to the bottom, and the towing vehicle is connected to the connecting unit 19 (Figure 1) with the center of gravity lowered. The towing vehicle may be either a manned or unmanned type.

[0051] In this transport mode in which the device is connected to a towing vehicle, the detection units 51 and 52 installed on the running section 18 of the electrically assisted aviation equipment loading and lowering support device 100 and the omnidirectional camera 15 installed on the monitoring unit 12 are activated to detect obstacles around the electrically assisted aviation equipment loading and lowering support device 100. When an obstacle is detected, the obstacle information is transmitted to the towing vehicle, which then slows down or stops the vehicle as necessary.

[0052] Furthermore, information indicating that an obstacle has been detected is transmitted from the detection units 51, 52 or the monitoring unit 12 to the control unit 2. In response to this, the control unit 2 stops the drive signal to the drive motor of the omnidirectional drive wheels 6. Then, when the towing vehicle arrives at the previously set transport destination, the towing vehicle is released and the electrically assisted aircraft equipment loading and lowering support device 100 is set to a state in which it can operate independently.

[0053] <Single transport> In this configuration, the function of the travel unit 18 is turned on, and autonomous travel is considered. In this configuration as well, the detection units 51 and 52 and the omnidirectional camera 15 installed in the monitoring unit 12 are activated to detect obstacles around the device. Furthermore, if there is an abnormal approach to an aircraft carrying aviation equipment, the drive signal to the drive motor of the caster wheels 7 is stopped. At this time, abnormal approach information is notified to the control unit 2, and a predetermined message is displayed on the display unit 14.

[0054] Once the obstacle and abnormal approach have been avoided, the reset ([RESET]) function installed in the control unit 2 is operated, and the electrically assisted aircraft equipment loading and lowering support device 100 is driven to travel in the normal control mode.

[0055] The aviation equipment 200 is transported in either the <towed transport> mode or the <solo transport> mode to the vicinity of the aircraft on which it is to be loaded, and the control unit 2 is operated to set it to either (manual control mode) or (automatic control mode) to stop the drive of the omnidirectional drive wheels 6.

[0056] <Aircraft equipment loading> In this mode, the power assist switch installed in the control unit 2 is turned on to drive the electric motor 3, and the Scott-Russell mechanism or the scissor mechanism is operated to provide a supporting force. At this time, the load sensor 1b checks that no deviation occurs in the load data of the aircraft equipment 200 mounted on the holding unit 1.

[0057] A wearable camera 17 installed on the holding unit 1 transmits image information of the relative positions of the aircraft to be loaded and the aviation equipment 200 to the smart glasses worn by the operator. The operator stops the holding unit 1 at the optimal position (predetermined height) by operating the operation stick 13 and trimming the power assist switch.

[0058] Control unit 2 may be equipped with an image authentication processing function that utilizes, for example, artificial intelligence, and image information from wearable camera 17 may be provided to the image authentication processing function to stop it at an optimal position through autonomous control.

[0059] When the aircraft equipment 200 that has been raised to the optimum position is to be displaced horizontally relative to the mounting position, the rotating disk installed in the holding unit 1 is operated horizontally with the travel stick 13a and stopped at the optimum position.

[0060] Furthermore, when the aircraft equipment 200 that has been moved to the optimum position is to be slid (moved horizontally) relative to the aircraft mounting portion, the omnidirectional drive wheels are driven by the operation stick 13, and the running part 18 is slid. 16 is a front view showing an example of an attachment provided to the holding unit 1. The attachment is, for example, two cylindrical members arranged in parallel, and is capable of rotating around an axis. The aircraft equipment 200 is mounted on the attachment with its axis aligned, and fixed to the holding unit 1. By rotating the attachment, the aircraft equipment 200 can be rotated around its axis (roll rotation), which can be useful for fine adjustments when mounting it on an aircraft.

[0061] When the aircraft equipment 200 that has been slid to the optimum position is to be rotated in the roll direction (around the axis) relative to the part on the aircraft body, the attachment 203 is rotated in the roll direction using the roll rotation mechanism to perform fine adjustment.

[0062] When the aviation equipment 200 mounted on the holding part 1 is moved in the sliding and rolling directions by the drive of an electric motor, the depth camera continuously monitors the three-dimensional information around the mounting location and the relative positional relationship to the aircraft's mounting hook, and corrects it to the optimal position and attitude.

[0063] Then, aircraft equipment 200 is loaded and restrained in the optimum position by the aircraft's latch mechanism and lock mechanism. Finally, wearable camera 17 is used to confirm that aircraft equipment 200 has been properly loaded and restrained on the aircraft.

[0064] <Withdrawal> In this mode, first, the operator operates the operation stick 13 of the control unit 2 to lower the holding unit 1 to the lowest position. That is, the electric motor 3 is operated in a direction to retract the electric actuator, and the lifting unit 10 is stored in the traveling unit 18 at a horizontal level.

[0065] Next, the operator operates the travel stick 13a to activate the omnidirectional drive wheels 6, and moves the electrically assisted aircraft equipment loading and lowering support device 100 to a safe location outside the parking area.

[0066] <Aviation Equipment Sha> In this mode, the electric motor 3 is activated to retract the electric actuator, lifting the holding unit 1 and connecting it to aircraft equipment 200 installed on the aircraft. At this time, a wearable camera 17 installed on the holding unit 1 transmits an image of the optimal position to the smart glasses worn by the operator. While looking at the image displayed on the smart glasses, the operator operates the operation stick 13 of the control unit 2 to adjust the position up and down using the lifting unit 10 and in the front-to-back and left-to-right directions using the sliding movement of the running unit 18, thereby moving the holding unit 1 to the optimal position.

[0067] Once the aircraft equipment 200 has been moved to the optimum position for holding it, the aircraft control device is operated to change the aircraft equipment 200 from a locked state (restrained state) to an unlocked state (released state), and the aircraft equipment 200 is then removed from the aircraft. The aircraft equipment 200 is then moved to the holding unit 1, which holds the aircraft equipment 200. At this time, the load sensor 1b is monitored to ensure that the aircraft equipment 200 is held safely, and it is confirmed that balance is being maintained.

[0068] After fixing the aircraft equipment 200 to the holding unit 1, the operator operates the operation stick 13 to lower the lifting unit 10 to a height where it is parallel to the traveling unit 18. In this state, the omnidirectional drive wheels 6 are driven to move the electrically assisted aircraft equipment loading and lowering support device 100 with the aircraft equipment 200 mounted thereon.

[0069] Next, the electrically assisted aircraft equipment loading and lowering support device 100 carrying the aircraft equipment 200 that has been moved outside the parking area is connected to a towing vehicle, and the aircraft equipment 200 is transported to a hangar where the aircraft equipment 200 is stored by manual or automatic control.

[0070] <Charging> In this mode, after the aviation equipment 200 is transported to the hangar, the battery is removed from the power supply unit 8 of the electrically assisted aviation equipment loading and lowering support device 100 and charged using the accessory charging device. After charging is complete, the battery is loaded into the power supply unit 8, and the electrically assisted aviation equipment loading and lowering support device 100 is put into an operational mode.

[0071] [Summary of structure and function] The connecting section 19 provided on the running section 18 can be connected to a manned or unmanned towing vehicle, allowing the vehicle to travel more quickly and move closer to the aircraft.

[0072] The omni-wheels, which are omnidirectional drive wheels 6 that are attached to the left and right central locations on the bottom of the running section 18 and drive in the running direction (X direction), cross direction (Y direction), diagonal direction, and turning direction, can travel by electric drive. This omni-wheel allows the vehicle to travel in the running direction (X direction), cross direction (Y direction), diagonal direction, and turning direction.

[0073] The running unit can be rotated by rotating the omni-wheels attached to the left and right central locations of the running unit 18 in opposite directions, and by driving the omni-wheels in the intersecting direction (Y direction), the running unit 18 can be rotated around any point (X, Y) on the running unit 18.

[0074] With the above-described configuration, aircraft equipment can be loaded and placed in a position below the shed efficiently and without the need for human power.

[0075] By operating the power assist switch located in the control unit 2, the electric motor is driven and the electric actuator 34 operates the ball screw 4 to extend the holding section, thereby lifting up the aircraft equipment to the height required for loading and unloading. Alternatively, by driving the electric motor and using the electric actuator to operate the support rod using the Scott-Russell method or the scissor method to extend the holding section, the aircraft equipment can be lifted to the loading and unloading height. This makes it possible to connect the aircraft equipment to the parts that will be loaded and unloaded onto the aircraft without requiring human labor for loading and unloading heavy aircraft equipment, or to support human labor.

[0076] The turntable built into the holding unit 1 allows the aviation equipment to rotate 360 ​​degrees horizontally and has a trim function that allows for fine adjustments. This allows the aviation equipment to be positioned more optimally relative to the aviation equipment mounting area of ​​the aircraft.

[0077] In order to safely connect the above, the detection units 51, 52 (LiDAR (Light Detection and Ranging)) installed on the running unit 18, the omnidirectional camera 15 of the monitoring unit 12 installed on the holding unit 1, and the load sensor 1b installed on the holding unit 1 can be operated to monitor and detect obstacles to the operation of the running unit 18 and the lifting unit 10, as well as abnormal operation.

[0078] The fixing adjusters and fixing bands prevent the displacement of the aircraft equipment placed in the holding section 1, preventing abnormal movements during travel and lifting / lowering. This allows for safer loading and unloading of aircraft equipment.

[0079] The processing unit calculates the deviation direction and deviation distance from the position difference between the position information (latitude and longitude) of the aviation equipment loading and unloading location input before the loading and unloading work and the position information (latitude and longitude) from the GPS positioning device equipped in the holding unit 1, and can calculate the movement direction and movement speed of the electrically assisted aviation equipment loading and unloading support device 100 from the operating distance, acceleration, etc. from the electric motor that controls the caster wheels 7 of the running unit 18.

[0080] This control unit 2 can convert operation input from the travel stick 13a into a signal in manual mode. This transmits the optimal travel direction and travel speed to the electric motor of the travel unit 18, driving the electric motor. This also significantly reduces the human labor required to move aircraft equipment. Furthermore, in the case of autonomous movement using automatic control, the number of operators required for movement can be reduced.

[0081] The omnidirectional camera 15 of the monitoring unit 12 measures the altitude of the position where the aviation equipment is to be loaded or lowered, and the difference is calculated from the height dimensions of the aviation equipment to calculate the altitude to which the elevator unit 10 should be raised or lowered. Furthermore, the control unit 2 generates an electrical signal to operate the electric motor that operates the electric actuator of the elevator unit 10 based on the altitude required for the aviation equipment, and transmits the drive information. This drives the electric motor, and the electric actuator utilizes a ball screw to move the aviation equipment to the position where it will be loaded or lowered onto the aircraft. This also significantly reduces the human labor required to move the aviation equipment in the vertical direction. Furthermore, in the case of autonomous movement using automatic control, the number of operators required for movement can be reduced.

[0082] Based on peripheral information from the omnidirectional camera 15 mounted on the holding unit 1 and holding direction information from a turntable installed at the bottom of the holding unit 1, the turntable is rotated horizontally to fine-tune the optimal loading and unloading position of the aviation equipment, which has been moved in latitude, longitude, and height relative to the aircraft's aviation equipment loading and unloading position. This significantly reduces the human labor required to move the aviation equipment to the optimal loading position on the aircraft. Furthermore, if the movement is automatically controlled, the number of operators required for the movement can be reduced.

[0083] The load from the aircraft equipment during operations related to loading and unloading onto the aircraft can be constantly monitored by the load sensor 1b installed in the holding unit 1. This makes it possible to monitor that there is no abnormal load on the aircraft equipment. Furthermore, when the load sensor 1b detects an applied load, a stop signal is transmitted from the processing control unit of the control unit 2 to the electric motor of the lifting unit 10, thereby stopping the lifting and lowering.

[0084] A wearable camera 17 installed in the holding part 1 can wirelessly transmit images of the loading and unloading work status in real time to the smart glasses worn by the operator, making it possible to grasp the loading and unloading work of aircraft equipment, which is carried out in a narrow space.

[0085] Image information from the wearable camera 17 can be shared with relevant operators, allowing for safe loading and unloading.

[0086] The control unit 2 has a processing control function that performs calculations based on the position information of the aircraft equipment, the holding status, and the aircraft equipment loading / unloading position information of the aircraft, and transmits the optimum movement information to the driving parts of the running unit 18, the lifting unit 10, and the holding unit 1.

[0087] The control unit 2 has the function of continuously monitoring the normal and abnormal operating conditions related to the loading and unloading of aircraft equipment and displaying them to the operator. This provides a built-in test (BIT) function for self-diagnosis testing when the electrically assisted aircraft equipment loading and unloading support device 100 starts operation. If an abnormality is detected in the BIT function, the support work is stopped and improvements are made. The control unit 2 has an operation function that controls and commands operations related to the loading and unloading of aircraft equipment.

[0088] [effect] According to the embodiment, it is possible to provide a configuration of an electrically assisted aviation equipment loading and unloading support device that can load and unload aviation equipment 200 safely and with the aim of reducing the labor of operators and saving the number of operators, as well as technologies related to a safety assurance method and drive control method for safely and efficiently performing loading and unloading operations. By safely and efficiently loading and unloading aviation equipment electrically, it is possible to achieve labor and manpower savings compared to operations performed with conventional heavy equipment.

[0089] It is now possible to quickly and reliably load and unload aviation equipment 200 in the narrow spaces of modern aircraft interior weapon areas. In addition, it can be used as a support device for loading and unloading heavy objects in narrow spaces, not just for loading and unloading aviation equipment 200.

[0090] Furthermore, by incorporating artificial intelligence, it will be possible to operate it as an autonomous electrically assisted aircraft equipment loading and unloading support device, enabling significant labor and manpower savings.

[0091] The electrically assisted aviation equipment loading and unloading support device utilizes electric power to perform travel, lifting, and safety functions, thereby supporting safe and efficient loading and unloading operations, reducing the number of operators required, and complementing the tasks of holding aviation equipment and ensuring safety during loading and unloading.

[0092] Because it uses electric power, it is possible to reduce noise during loading and unloading operations and improve the working environment caused by flammable fuel compared to support equipment that uses flammable fuel.

[0093] In order to build a control system using electrical signals, it is important to have an electrically assisted aircraft equipment loading and lowering support function that can complement operational tasks by integrating with safety sensor signals and facilitating remote control of the travel and lifting functions.

[0094] Furthermore, electrically assisted equipment, which is smaller than conventional large loaders and forklifts powered by combustible fuel, improves workability in narrow spaces.

[0095] Furthermore, because it is electrically operated, it is possible to reduce exhaust gases from combustible fuel and excessive noise, ensuring a healthy working environment.

[0096] Taking into consideration future loading and unloading operations near aircraft, each drive unit is configured to be electrically powered. Also, by equipping the control unit with artificial intelligence, it can be operated as an autonomous electrically assisted aircraft equipment loading and unloading support device, contributing to further labor and manpower savings. Furthermore, by adopting an electrically assisted system, it is possible to configure and control the control functions, which include the aircraft equipment loading and driving function, aircraft equipment lifting and lowering function, perimeter monitoring function, obstacle detection function, and operation and display functions, all with an electrical system.

[0097] As described above, according to the embodiment, it is possible to provide a device that assists in safely and reliably loading and unloading aircraft equipment onto and from an aircraft.

[0098] Although an embodiment has been described, this embodiment is presented as an example and is not intended to limit the scope of the invention. This novel embodiment can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. This embodiment and its modifications are included within the scope and spirit of the invention, and are also included in the inventions described in the claims and their equivalents. Other characteristic features of the embodiment are described below as supplementary notes.

[0099] [Appendix 1] This electrically assisted aircraft equipment loading and lowering support device is characterized by the fact that it can move forward and backward (X direction), left and right (Y direction), diagonally, and rotate using a battery and travel stick equipped on the base of the traveling part, and the operating range can be controlled by simple operation of the operating stick equipped on the base.

[0100] [Appendix 2] The battery is charged by an external commercial power source and can be easily attached to start the device, and by charging and preparing multiple batteries, the device can be easily removed and attached to continue operation, making it an electrically assisted aircraft equipment loading and lowering support device.

[0101] In addition, this electrically assisted aircraft equipment loading and lowering support device is characterized by its low noise level and improved working environment, such as reduced exhaust gas emissions, compared to conventional devices powered by combustible fuel.

[0102] [Appendix 3] In manual control mode of the monitoring unit's travel stick, the signal input by the operator is transmitted as an electrical signal to the motor unit for movement in the X and Y directions, and the weight of the device is supported by caster wheels (for moving in a straight line) or electric wheels equipped on the front, back, left and right sides of the base, and the omni-wheels or mecanum wheels equipped on the center left and right sides of the base allow precise movement in the X and Y directions, making this an electrically assisted aircraft equipment loading and lowering support device.

[0103] [Appendix 4] An electrically assisted aircraft equipment loading and lowering support device characterized by transmitting and controlling the necessary data to the motor unit that moves in the X and Y directions, using an automatic control mode switch installed near the traveling stick of the monitoring unit to shift in a direction that reduces the relative direction and distance between the position information (latitude and longitude) recognized by the GNSS position information acquisition device installed on the traveling unit base and the target position information (latitude and longitude) set before movement.

[0104] [Appendix 5] When an obstacle detected by the omnidirectional camera of the monitoring unit installed on the top of the running unit and the LiDAR (Light Detection and Ranging) of the detection unit installed on the front, rear, left and right positions of the running unit base approaches within a threshold, the control unit automatically judges this and sends a drive stop signal to the driving unit of the running unit and lifting unit to stop driving, and in manual control mode and automatic control mode, the connection of the motor unit connection point in the transmission system is cut off, and operation is stopped. This is an electrically assisted aircraft equipment loading and lowering support device.

[0105] The threshold for detecting obstacles is a function that can be set in advance by the operator depending on the aircraft that carries or drops the aircraft equipment and the shape of the target aircraft equipment.

[0106] [Appendix 6] An electrically assisted aircraft equipment loading and lowering support device that is connected to a manned or unmanned towing vehicle by a connecting part installed under the running part and runs using the power of the towing vehicle.

[0107] [Appendix 7] An electrically assisted aircraft equipment loading and lowering support device that features the ability to control running and stopping via a control unit installed in the running section, using remote control via radio waves.

[0108] [Appendix 8] The holding section is an electrically assisted aircraft equipment loading and lowering support device equipped with a fixing adjuster and fixing band to prevent rotation and deviation in order to stably hold various aircraft equipment when traveling and when ascending and descending.

[0109] [Appendix 9] This electrically assisted aircraft equipment loading and unloading support device is characterized by having multiple load sensors installed on the base of the holding section, calibrating the load sensor data when the aircraft equipment is loaded, and checking the loaded load from the load sensors to maintain a balanced loading configuration.

[0110] [Appendix 10] An electrically assisted aircraft equipment loading and lowering support device is characterized by the fact that a platform equipped with a ball screw mechanism linked to an electric motor is installed under the base of the holding part, and the rotation of the ball screw driven by the electric motor and the nut on the underside of the base allows sliding movement along the slide guide, making it possible to raise and lower the holding part and easily load aircraft equipment.

[0111] [Appendix 11] An electrically assisted aircraft equipment loading and lowering support device characterized in that the ball screw mechanism linked with the electric motor in Appendix 10 uses an electric actuator or an electric pinion gear, and enables sliding movement along a slide guide of a rack structure by driving the electric motor, enabling the holding part to be raised and lowered, thereby easily loading aircraft equipment.

[0112] [Appendix 12] This is an electrically assisted aircraft equipment loading and unloading support device that manually adjusts the positioning of three axes (X-axis, Y-axis, and Z-axis) to fit the shape of the aircraft's loading section (hook) on which the aircraft equipment is set using a mechanical position and attitude adjustment device installed on the base of the holding section, as well as correcting the roll angle, pitch angle, and yaw angle.

[0113] [Appendix 13] This electrically assisted aircraft equipment mounting and lowering support device is characterized by the fact that it uses a laser receiving module mounted on the base of the holding section and a wearable camera 17 to perform three-axis (X-axis, Y-axis, and Z-axis) positioning that matches the shape of the aircraft's mounting part (hook) that has been set, and the laser three-point correction of the laser transmitting and receiving module and the wearable camera 17 to correct the roll angle, pitch angle, and yaw angle, automatically setting the optimal mounting position.

[0114] [Appendix 14] This electrically assisted aircraft equipment loading and lowering support device has the function of easily raising and lowering the holding part using a Scott Russell / parallel link extension method with ball screw extension operated by an electric actuator installed in the lifting part, and the height of the lifting and lowering is controlled in conjunction with the operation control of an electric motor connected to the electric actuator.

[0115] [Appendix 15] The load sensor of Appendix 9 makes it possible to monitor the loading status of the aircraft and aircraft equipment, and when the load sensor detects a load, it transmits an electric signal to interrupt the operation of the electric motor that controls the ball screw deployment type electric actuator of the lifting section, thereby preventing abnormal contact between the aircraft and aircraft equipment.

[0116] [Appendix 16] Furthermore, when heavy aircraft equipment is to be loaded or lowered using a ball screw extension system, taking into account the shape of the equipment and its position on the aircraft, the device is an electrically assisted aircraft equipment loading and lowering support device characterized by the function of transmitting power from the electric motor in the lifting section using a scissor extension system in which two pairs of crossed support rods on the left and right slide horizontally using ball screws operated by an electric motor, and pushing up the holding section vertically to extend the support rods.

[0117] [Appendix 17] The load sensor of Appendix 17 makes it possible to monitor the loading status of the aircraft and aircraft equipment, and when the load sensor detects an overload, it transmits an electric signal to interrupt the operation of the electric motor that controls the scissor extension type support rod of the lifting section, thereby preventing abnormal contact between the aircraft and aircraft equipment.

[0118] [Appendix 18] A swivel is installed under the base of the holding section, making it possible to rotate the aviation equipment mounted on the base, and the electrically assisted aviation equipment loading and lowering support device is characterized by its function of holding the equipment in the forward and backward directions while traveling, rotating it to the required angle near the aircraft, and loading it onto the aircraft.

[0119] The rotating of the holding section is an electrically assisted aircraft equipment loading and lowering support device, characterized by the function of rotating the holding section when it is separated from the aircraft and lowered, allowing it to travel in a stable form during lowering operations.

[0120] [Appendix 19] A wearable camera 17 attached to the base of the holding part captures images of the relative positions of the aircraft and aviation equipment in real time, and transmits the captured image data to smart glasses attached to the electrically assisted aviation equipment loading and lowering support device worn by the operator, which has the function of avoiding abnormal contact with the aircraft.

[0121] The image data can be shared with nearby operators via wireless transmission, and the electrically assisted aircraft equipment loading and unloading support device has the function of transmitting the data to a system that centrally monitors and controls the loading and unloading of aircraft equipment.

[0122] [Appendix 20] This electrically assisted aircraft equipment loading and lowering support device is characterized by the fact that it smoothly moves aircraft equipment up and down to the required height using an electric motor installed in the running section and an electric actuator consisting of a ball screw, in response to an electric signal from the control section.

[0123] [Appendix 21] This is an electric aircraft equipment loading and lowering support device that allows for minute lifting and lowering by adjusting the power assist switch installed on the lifting section, making it possible to assist in fine adjustments that were previously performed manually, thereby reducing the manpower and labor required for loading and lowering work.

[0124] [Appendix 22] The lifting section carrying the aviation equipment moves up and down using the expansion and contraction function of an electric actuator consisting of an electric motor and a ball screw, and by doing so, the loading and unloading operations can be varied only in the Z direction without moving in the X and Y directions, making this an electrically assisted aviation equipment loading and unloading support device that allows for efficient loading and unloading in a narrow operating environment.

[0125] [Appendix 23] A depth camera installed in the monitoring unit performs three-dimensional measurements of the aircraft on which aviation equipment is to be loaded, and the depth camera information is transmitted to the operator's smart glasses, displaying images of the area around the loading area and relative distances.This electrically assisted aviation equipment loading and unloading support device is characterized by efficient loading and unloading in a narrow operating environment. The inventions described in the original claims of this application are additionally set forth below. [Addendum 1] A device that supports the loading and unloading of aircraft equipment onto and from an aircraft, a holding portion that supports and holds the aircraft equipment; a link mechanism that supports the holding portion so that the holding portion can be raised and lowered; an electric actuator that drives the link mechanism to raise and lower the holding portion; a control unit that controls the electric actuator; a load sensor that detects a load applied to the holding portion, The control unit an assist control unit that supports the holding unit with a supporting force corresponding to the load and assists the lifting and lowering of the aircraft equipment; and a stop control unit that stops the lifting and lowering of the aircraft equipment when the holding unit reaches a predetermined height. [Addendum 2] the electric actuator includes a ball screw, an electric motor that rotates the ball screw, and a nut portion that is fastened to the link mechanism and fitted with the ball screw; The electrically assisted aircraft equipment loading and lowering support device described in Addendum 1 is characterized in that the stop control unit calculates the height of the holding part based on the position of the nut part corresponding to the rotation of the ball screw. [Addendum 3] The stop control unit The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, characterized in that the assist is turned off when the distance between the aircraft equipment held in the holding unit and the aircraft becomes equal to or less than a predetermined value. [Addendum 4] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the assist control unit changes the supporting force in accordance with the distance between the aircraft equipment held by the holding unit and the aircraft. [Addendum 5] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 4, wherein the assist control unit reduces the supporting force as the interval becomes shorter. [Addendum 6] a base on which the link mechanism and the electric actuator are mounted; The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, further comprising wheels that support the base so that it can move freely. [Addendum 7] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 6, wherein the wheels are electrically powered wheels. [Addendum 8] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 7, wherein the electric wheels include omnidirectional drive wheels. [Addendum 9] a positioning system for acquiring self-location information; an input unit for inputting target position information, The control unit The electrically assisted aircraft equipment loading and lowering support device according to Addendum 8, further comprising a path generation control unit that controls the electric wheels based on the acquired self-position information to move to the target position. [Addendum 10] Further, a detection unit is provided to detect obstacles around the base and acquire obstacle information, The electrically assisted aircraft equipment loading and lowering support device according to Addendum 9, wherein the path generation control unit avoids the obstacle based on the obstacle information. [Addendum 11] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the link mechanism is of the Scott Russell / parallel link extension type. [Addendum 12] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the link mechanism is of a scissor extension type. [Addendum 13] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 6, further comprising a connecting part that is installed on the base and is connectable to a towing vehicle. [Addendum 14] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 7, further comprising a remote control unit that accepts remote operation of the electric wheels via radio waves. [Addendum 15] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, further comprising a fixing attachment or fixing band that is attached to the holding part and fixes the aircraft equipment to the holding part. [Addendum 16] One or more of the load sensors are provided, The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the control unit determines the state of loading of the aircraft equipment on the holding unit based on the sensor value of the load applied to the one load sensor or the sensor values ​​of the loads applied to the plurality of load sensors. [Addendum 17] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the stop control unit turns off the assist and stops the lifting and lowering of the aircraft equipment when the load sensor detects an overload. [Addendum 18] an imaging unit attached to the holding unit and configured to acquire video data; The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, further comprising a transmitting unit that transmits the video data as an image to smart glasses worn by an operator via a wireless line. [Addendum 19] the imaging unit is a depth camera capable of acquiring relative distance information, The electrically assisted aircraft equipment loading and lowering support device according to Addendum 18, wherein the transmitting unit transmits the relative distance information to the smart glasses for display. [Addendum 20] The electrically assisted aircraft equipment loading and lowering support device according to Addendum 1, wherein the control unit is provided with a power assist switch that switches the assist on and off. [Explanation of symbols]

[0126] 1...holding unit, 1a...angular bearing, 1b...load sensor, 2...control unit, 3...electric motor, 4...ball screw, 6...omnidirectional drive wheel, 7...caster wheel, 8...power supply unit, 9...device control unit, 10...lifting unit, 11...stage, 12...monitoring unit, 13...operation stick, 13a...travel stick, 14...display unit, 15...omnidirectional camera, 16...GPS antenna, 17...wearable camera, 18...travel unit, 19...connecting unit, 20...base, 21...self-position information acquisition unit, 22...obstacle information information acquisition unit, 23...path generation control unit, 24...X-direction motor control unit, 25...Y-direction motor control unit, 26...assist control unit, 27...stop control unit, 31...inverter, 32...linear rail, 34...electric actuator, 41...nut unit, 51...detection unit, 52...detection unit, 81...battery, 100...lower support device, 200...aviation equipment, 201...rear lug, 202...front lug, 203...attachment, 300...aircraft, 400...pylon, 401...notch, 402...insertion hole.

Claims

1. A device that supports the loading and unloading of aircraft equipment onto and from an aircraft, a holding portion that supports and holds the aircraft equipment; a link mechanism that supports the holding portion so that the holding portion can be raised and lowered; an electric actuator that drives the link mechanism to raise and lower the holding portion; a control unit that controls the electric actuator; and an attachment that is provided on the holding section and that holds the aircraft equipment with a cylindrical member that is arranged in parallel and can rotate around an axis.

2. 2. The electrically assisted aircraft equipment loading and lowering support device according to claim 1, wherein the attachment includes a roll rotation mechanism that rotates the aircraft equipment around an axis.

3. A device that supports the loading and unloading of aircraft equipment onto and from an aircraft, a holding portion that supports and holds the aircraft equipment; an imaging unit attached to the holding unit, which captures an image of the positional relationship between the aircraft and the aircraft equipment to acquire image information; a link mechanism that supports the holding portion so that the holding portion can be raised and lowered; an electric actuator that drives the link mechanism to raise and lower the holding portion; and a control unit that processes the image information to control the electric actuator and autonomously stop the holding unit at an optimal position.

4. The electrically assisted aircraft equipment loading and lowering support device according to claim 3, further comprising a transmitter that transmits the image information to smart glasses worn by an operator via a wireless line.

5. the imaging unit is a depth camera capable of acquiring relative distance information, The electrically assisted aircraft equipment mounting and lowering support device according to claim 4, wherein the transmitter transmits the relative distance information to the smart glasses for display.

6. Further, a load sensor is provided to detect a load applied to the holding portion, The control unit an assist control unit that supports the holding unit with an assist force corresponding to the load and assists the lifting and lowering of the aircraft equipment; 6. The electrically assisted aircraft equipment loading and lowering support device according to claim 1, further comprising: a stop control unit that stops the lifting and lowering of the aircraft equipment when the holding unit reaches a predetermined height.

7. 7. The electrically assisted aircraft equipment loading and lowering support device according to claim 6, wherein the assist control unit changes the assist force in accordance with a distance between the aircraft equipment held by the holding unit and the aircraft.

8. The electrically assisted aircraft equipment loading and lowering support device according to claim 7, wherein the assist control unit reduces the assist force as the interval becomes shorter.

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