CN111591292A - Aircraft ground support vehicle - Google Patents
Aircraft ground support vehicle Download PDFInfo
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- CN111591292A CN111591292A CN202010098846.9A CN202010098846A CN111591292A CN 111591292 A CN111591292 A CN 111591292A CN 202010098846 A CN202010098846 A CN 202010098846A CN 111591292 A CN111591292 A CN 111591292A
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- 238000001514 detection method Methods 0.000 claims abstract description 19
- 230000005540 biological transmission Effects 0.000 claims description 30
- 230000007935 neutral effect Effects 0.000 claims description 28
- 238000013459 approach Methods 0.000 description 13
- 238000004804 winding Methods 0.000 description 5
- 230000005284 excitation Effects 0.000 description 3
- 230000003213 activating effect Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000005281 excited state Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18063—Creeping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides an aircraft ground support vehicle capable of traveling at ultra-low speed. The aircraft ground support vehicle comprises: a main drive member having an engine (18) that generates drive force for running and a torque converter (19) that is connected to an output shaft of the engine (18); an auxiliary drive member (261) that generates an auxiliary drive force for traveling at a speed equal to or less than the creep travel speed achieved by the main drive member; a switching member (263) for switching from a 1 st state in which the driving force of the main driving member is transmitted to the wheels to a 2 nd state in which the auxiliary driving force of the auxiliary driving member (261) is transmitted to the wheels; a sensor for detecting a predetermined distance of the vehicle relative to the aircraft; and a control unit that switches the switching member (263) based on a detection signal of the sensor.
Description
Technical Field
The present invention relates to an aircraft ground support vehicle for ground support of an aircraft at an airport.
Background
The above-described aircraft ground assist vehicle includes an engine as a driving source for traveling, and a torque converter connected to an output shaft of the engine (see, for example, patent document 1).
In the vehicle using the driving force of the engine, the vehicle is temporarily stopped at a time when the vehicle approaches a predetermined distance from the aircraft, and the vehicle and the aircraft approach each other from this position by traveling at a very low speed by utilizing the creep phenomenon of the torque converter.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2013-133066
Disclosure of Invention
Problems to be solved by the invention
However, the running speed based on the creep phenomenon of the torque converter is, for example, about 5km/h, and it is difficult to run at an ultra-low speed lower than this speed. Therefore, it is difficult to adjust the position of the vehicle in a state of approaching the aircraft, and even a slight operation error may cause the aircraft to collide with the vehicle, and a high skill is required for the operator, so that there is room for improvement. This problem is unique to an aircraft ground support vehicle equipped with a torque converter.
Accordingly, an object of the present invention is to provide an aircraft ground support vehicle capable of traveling at an ultra-low speed.
Means for solving the problems
An aircraft ground support vehicle according to the present invention is characterized by comprising: a main drive member having an engine that generates a drive force for running and a torque converter connected to an output shaft of the engine; an auxiliary drive member that generates an auxiliary drive force for traveling at a speed equal to or lower than a creep travel speed achieved by the main drive member; switching means for switching from a 1 st state in which the driving force from the main driving means is transmitted to the wheels to a 2 nd state in which the auxiliary driving force from the auxiliary driving means is transmitted to the wheels; a sensor for detecting a predetermined distance of the vehicle relative to the aircraft; and a control unit that operates the switching member based on a detection signal of the sensor.
According to the above configuration, the control unit operates the switching member based on the detection signal when the sensor detects the predetermined distance of the vehicle with respect to the aircraft, and switches from the 1 st state in which the driving force of the main driving member is transmitted to the wheels to the 2 nd state in which the auxiliary driving force of the auxiliary driving member is transmitted to the wheels. Thus, the wheels are rotated by the auxiliary driving force of the auxiliary driving member, not by the driving force of the main driving member, and the vehicle can be driven at an ultra-low speed equal to or lower than the creep driving speed achieved by the main driving member.
In the aircraft ground support vehicle, the switching member may be configured to switch the auxiliary driving force so as to be transmitted to the wheels via a part of a transmission line from the main driving member.
As described above, the auxiliary driving force is transmitted to the wheels through a part of the transmission line from the main drive member, and the structure is simplified as compared with the structure in which the auxiliary driving force is transmitted to the wheels through another transmission line.
In addition, the control unit of the aircraft ground support vehicle may be configured to actuate the switching member in a case where a speed of the vehicle is equal to or lower than a preset speed and a neutral state in which the driving force from the engine is blocked in the main drive member and is not output to the wheel side is achieved, based on a detection signal of the sensor.
As described above, the control unit switches the switching member when the speed of the vehicle is equal to or lower than the preset speed and the vehicle is in the neutral state in which the driving force from the engine is blocked in the main driving member and the output to the wheel side is not performed, based on the detection signal of the sensor, and therefore, a large driving force (load) from the engine is not applied to the auxiliary driving member at the time of switching. This can prevent breakage of the auxiliary drive member.
Further, the control unit of the aircraft ground support vehicle may be configured to be able to detect a 1 st predetermined distance of the vehicle from the aircraft using the sensor, and the control unit may include: a speed adjustment means for adjusting a speed of the vehicle to a preset set speed or lower; and a neutral switching member configured to switch to the neutral state, wherein the control unit activates the speed adjustment member to adjust the speed of the vehicle to a set speed or less and then activates the neutral switching member and the switching member when the sensor detects that the vehicle is at a 2 nd predetermined distance closer to the aircraft than the 1 st predetermined distance.
As described above, the control unit activates the speed adjusting member to adjust the speed of the vehicle to the set speed or less and then activates the neutral switching member and the switching member when the sensor detects that the vehicle is at the 2 nd predetermined distance closer to the aircraft than the 1 st predetermined distance.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, there is provided an aircraft ground support vehicle capable of traveling at an ultra-low speed by switching a control unit from a 1 st state in which a driving force from a main driving member is transmitted to wheels to a 2 nd state in which an auxiliary driving force from an auxiliary driving member is transmitted to the wheels.
Drawings
Fig. 1 is a side view of an aircraft ground support vehicle of the present invention.
Fig. 2 is a plan view of the vehicle.
Fig. 3 is a plan view showing a power transmission device and a creep speed unit for transmitting a driving force from an engine provided in the vehicle to an axle.
Fig. 4 is a side view of fig. 3.
Fig. 5 is a vertical cross-sectional side view showing the internal structure of the creep speed unit.
Fig. 6 is a side view showing three detection regions of the area sensor provided in the vehicle.
Fig. 7 is a control block diagram for performing control based on a detection signal from a sensor provided in the aircraft ground support vehicle according to the present invention.
Fig. 8 is a block diagram showing a basic configuration of the present invention.
Description of the reference numerals
1 … vehicle, 2 … drive shaft, 11 … vehicle body, 12 … belt conveyor, 13 … drive section, 14 … front side wheels, 15 … rear side wheels, 16 … control section, 17 … brake, 18 … engine, 19 … torque converter, 20 … transmission (transmission), 21 … differential gear (differential), 22 … axle, 23 … transmission shaft, 24 … parking brake, 25 … first drive shaft, 26 … super-cruise drive unit, 27 … bearing, 28 … rotating member, 29 … second drive shaft, 30 … key, 31 … bearing, 32 … rotation stop member, 33 … stop plate, 34 … leaf spring, 35 … sensor, 36 … sensor (laser area sensor), 121 … armrest section, 122 … cover section, 123 … front bumper, 123a … bumper sensor, 132 a … steering handle, … brake pedal 133, 36135 alarm section, 136 … manual switch, 137 … dashboard, 261 … hydraulic motor (auxiliary driving component), 262 … chain transmission, 263 … electromagnetic clutch (switching component), 2621 … driving side sprocket, 2622 … driven side sprocket, 2623 … chain, 2631 … winding, 2632 … rotor, 2632a … boss, 2633 … armature, E1 … 1 st region, E2 … 2 nd region, E3 … 3 rd region, P … aircraft.
Detailed Description
Fig. 1 and 2 show an aircraft ground support vehicle (hereinafter simply referred to as a vehicle) 1 according to the present embodiment. The vehicle 1 includes: a vehicle body 11 that is long in the front-rear direction; a belt conveyor 12 mounted on the vehicle body 11 in a state of being close to one side in the left-right direction (the right side in fig. 2), and having a longer front-rear length than the vehicle body 11; a driver section 13 disposed on the front side of the vehicle body 11 and at the other side in the left-right direction (left end in fig. 2); and a pair of left and right front wheels 14, 14 and a pair of left and right rear wheels 15, 15 that support the vehicle body 11 including the belt conveyor 12 and the cab 13 (only the left wheel is shown in fig. 1).
As shown by the two-dot chain line in fig. 6, the belt conveyor 12 is configured to be capable of tilting about a rear side as a fulcrum to have a tilting posture in which a distal end portion thereof is raised, and is configured to be capable of being operated by tilting by an actuator (not shown) operated by pressure oil from a hydraulic pump (not shown) provided in the vehicle body 11. Therefore, after the tip end portion of the belt conveyor 12 is tilted to a predetermined angle in accordance with the height of the cargo room (also referred to as cargo compartment) of the aircraft as described above, the belt of the belt conveyor 12 is driven to rotate by an actuator (not shown) operated by the pressurized oil from the hydraulic pump, and thus, the work of loading (loading) hand luggage, bulk cargo, and the like into the cargo room, and the loading (unloading) hand luggage, bulk cargo, and the like from the cargo room can be performed. The belt conveyor 12 includes armrest portions 121 that are slidable in the front-rear direction, and cover portions 122 that are extendable and retractable in the front-rear direction. These armrest portion 121 and cover portion 122 are also driven by actuators (not shown) that are operated by pressurized oil from the hydraulic pump. The armrest portion 121 and the cover portion 122 may be manually operated.
Further, a front bumper 123 is provided at the front end of the belt conveyor 12, and a bumper sensor 123A is provided on the front bumper 123, and the bumper sensor 123A detects that an impact force is applied by, for example, coming into contact with the aircraft P (see fig. 7). Therefore, as shown in fig. 7, the control unit 16 provided in the vehicle body 11 automatically operates the brake 17 based on the detection signal of the bumper sensor 123A to stop the vehicle 1.
The driver section 13 includes a steering handle 131, an accelerator pedal 132, a brake pedal 133, a seat 134, and the like. The driver unit 13 includes an alarm unit 135 (described later) and a manual switch 136 (see fig. 7) for traveling at an ultra-low speed.
A travel driving apparatus for causing the vehicle 1 to travel will be described. As shown in fig. 3, 4 and 8, the travel drive device includes: an engine 18; a torque converter 19 connected to an output shaft of the engine 18; a transmission (transmission) 20 for converting a driving force from the torque converter 19; and a transmission shaft 23 for transmitting a driving force from the transmission 20 to the axles 22 of the rear side wheels 15, 15 via a differential gear (differential device) 21. The engine 18, the torque converter 19, and the transmission (transmission) 20 constitute a main drive member. A parking brake 24 is provided behind the transmission 20. An output shaft (not shown) of the transmission 20 and the transmission shaft 23 are connected by a 1 st propeller shaft 25 and a 2 nd propeller shaft 29 (see fig. 5). The 1 st propeller shaft 25 and the 2 nd propeller shaft 29 are integrated by spline coupling to constitute one propeller shaft 2.
The travel drive device is provided with an ultrafast travel unit 26 for performing a travel at an ultrafast speed. As shown in fig. 3 to 5, the ultrafast unit 26 includes: a hydraulic motor 261 that operates with pressure oil from the hydraulic pump provided in the vehicle body 11; a chain transmission mechanism 262 for transmitting a rotational force from the hydraulic motor 261; and an electromagnetic clutch 263 for intermittently transmitting the rotational force from the chain transmission mechanism 262 to the transmission shaft 2. The hydraulic motor 261 constitutes an auxiliary drive means that generates an auxiliary drive force for traveling at a speed equal to or lower than the creep travel speed achieved by the main drive means. The speed (vehicle speed) of the super-creep running described herein may be any value as long as it is equal to or lower than the speed during the creep running. More preferably, the speed is 0.8km/h or less, which is lower than the speed during creep travel, and 0.8km/h is the maximum speed limit specified by IATA (international air transport association). The restricted maximum speed is the maximum speed in the case where the aircraft P approaches (in the present embodiment, the case where the aircraft P is detected by the sensor 36 in the 1 st region E1). This embodiment can satisfy the IATA regulations.
The chain drive mechanism 262 includes: a driving-side sprocket 2621 integrally rotated by the rotational force of the hydraulic motor 261; a driven-side sprocket 2622 fixed to a rotary member 28 so as to rotate integrally, the rotary member 28 being rotatably supported by the propeller shaft 2 via a bearing 27; and a chain 2623 wound around the two sprockets 2621 and 2622.
The electromagnetic clutch 263 constitutes a switching member for switching the 1 st state in which the driving force of the main driving member is transmitted to the wheels (here, reference numerals 15, 15) to the 2 nd state in which the auxiliary driving force of the auxiliary driving member is transmitted to the wheels. Specifically, the switching member is a member that switches to transmit the auxiliary driving force of the hydraulic motor 261 via a part of a transmission line from the engine 18 to the wheels (here, the rear wheels 15, 15). To explain in further detail, the electromagnetic clutch 263 includes: a winding (japanese: フィールド)2631 provided with an excitation coil (not shown); a rotor 2632 fitted to the 2 nd propeller shaft 29 integrally rotated with the 1 st propeller shaft 25 by spline coupling via a key 30; and an armature 2633 having substantially the same outer diameter as the rotor 2632 and disposed opposite to the rotor 2632. In this embodiment, as shown in fig. 8, the switching member 263 is disposed in a transmission line between the transmission 20 and the rear wheel 15.
The winding 2631 is supported by a boss portion 2632A of the rotor 2632 via a bearing 31, and is attached to a rotation stop member 32 fixed to a fixed member (not shown) so as not to rotate.
The armature 2633 is mounted to the rotating member 28 via a plate spring 34. When the excitation coil of the winding 2631 is in a non-excited state, the leaf spring 34 pulls the armature 2633 away from the rotor 2632 and presses the stopper plate 33 by the elastic force of the leaf spring 34, so that the armature 2633 can be prevented from colliding with the driven-side sprocket 2622. When the excitation coil of the winding 2631 is in an excited state, the armature 2633 is attracted to the rotor 2632 against the elastic force of the plate spring 34. Thus, the rotational force of the driven sprocket 2622 is transmitted to the rotary member 28, the plate spring 34, the armature 2633, and the rotor 2632 in this order. The rotational force transmitted to the rotor 2632 is transmitted to the propeller shaft 2 and transmitted to the axles 22 of the rear wheels 15, 15 via the transmission shaft 23 and the differential gear 21.
Further, the vehicle 1 is provided with: a vehicle speed sensor 35 for detecting a running speed of the vehicle 1; a sensor 36 for detecting a predetermined distance of the vehicle 1 relative to the aircraft P; and the control unit 16 that switches the electromagnetic clutch 263 as a switching member based on a detection signal of the sensor 36.
The vehicle speed sensor 35 may be a sensor for measuring the rotation of the transmission shaft 23, or may be a sensor for detecting the actual rotational speed of the wheel. Based on a detection value from the sensor for detecting the actual rotation speed of the wheel, a speed indicated by a speedometer (not shown) provided in the instrument panel 137 is used as the vehicle speed.
The sensor 36 is a sensor configured by a laser area sensor, and detects an obstacle in an area set according to a distance and an angle from an object by scanning a semicircular field with an irradiated laser beam. In fig. 6, a case where three areas are detected by the sensor 36 is shown. Three zones are set between the top end of the belt conveyor 12 of the vehicle 1 and 10m, including the 1 st zone E1 from the top end of the belt conveyor 12 to a position 4m forward, the 2 nd zone E2 from the front end of the 1 st zone E1 to a position 2m forward, and the 3 rd zone E3 from the front end of the 2 nd zone E2 to a position 4m forward. The 1 st zone E1 is a zone where the vehicle 1 is closest to the aircraft P, the 3 rd zone E3 is a zone where the vehicle 1 is farthest from the aircraft P of the three zones, and the 2 nd zone E2 is a zone located between the 1 st zone E1 and the 3 rd zone E3. The sensor 36 constantly detects an obstacle located 10m ahead of the vehicle 1 during running or parking of the vehicle 1. Thus, as the vehicle 1 approaches the aircraft P, the aircraft P is sequentially detected in the 3 rd zone E3, the 2 nd zone E2, and the 1 st zone E1. The range capable of detecting the vertical direction of the three regions E1, E2, and E3 is set to a height capable of detecting a position slightly higher than the height of the tip end portion of the belt conveyor 12 in the maximum inclined posture when lifted to the maximum lifted position shown in fig. 6. In the present embodiment, the area is set from the tip of the belt conveyor 12 of the vehicle 1 to 10m, but may be set to 5m to 30 m. In addition, three regions are set in the present embodiment, but the number of regions can be set as appropriate. As defined by IATA, the 1 st region E1 is preferably 2m or more.
Further, based on the detection signal of the sensor 36, the control unit 16 switches the electromagnetic clutch 263 as the switching member to on when the speed of the vehicle 1 is equal to or lower than a preset speed and the neutral state is such that the driving force from the engine 18 is blocked in the main drive member and is not output to the wheel side. Here, the set speed is set to 0, that is, the vehicle 1 is in a stopped state, but may be a speed equal to or lower than the creep running speed, and is preferably an arbitrary speed equal to or lower than 0.8 km/h. In short, the speed at which the hydraulic motor 261 is not excessively loaded is set. Therefore, when the electromagnetic clutch 263 is switched to the on state, a large driving force (load) from the engine 18 is not applied to the hydraulic motor 261 constituting the auxiliary driving member. This can prevent the hydraulic motor 261 from being damaged. Further, the control unit 16 includes: a speed adjustment means for adjusting a speed of the vehicle to a preset set speed or lower; and neutral switching means for switching to the neutral state (switching the transmission 20 to the neutral state). Therefore, when the operator does not adjust the speed of the vehicle to the set speed or less while the aircraft P is detected in the 2 nd zone E2 by the sensor 36 and the aircraft P is detected in the 1 st zone E1, that is, when the vehicle is detected by the sensor 36 to be at the 2 nd predetermined distance closer to the aircraft P than the 1 st predetermined distance, the controller 16 operates the neutral switching member and the switching member (electromagnetic clutch 263) after operating the speed adjusting member to adjust the speed of the vehicle to the set speed or less (speed 0 in this embodiment). Since the control unit 16 operates the neutral position switching member and the switching member in this manner, the vehicle can be reliably driven at an ultra-low speed. The speed adjusting means is a means for activating a brake 17 described later to set the speed of the vehicle to a set speed or less (including a speed 0).
The vehicle 1 is provided with an alarm unit 135 for notifying an alarm to an operator who operates the vehicle 1 so that the operator can confirm the alarm. The alarm unit 135 is constituted by, for example, an instrument panel 137 disposed on the front surface of the seat 134, or a lamp (not shown) and a buzzer (not shown) provided in the vicinity of the instrument panel 137, but may be a message panel, a warning lamp, or the like. The control unit 16 activates the warning member 135 based on a detection signal of the first predetermined distance of the vehicle with respect to the aircraft, for example, based on a detection signal when the aircraft P is detected in the 2 nd zone E2 by the sensor 36 (that is, when the distance between the vehicle 1 and the aircraft P is detected to be 4m to 6 m). Further, when the speed of the vehicle is equal to or lower than a preset speed, the vehicle is switched from the main driving member to the auxiliary driving member by the electromagnetic clutch 263, based on the detection signal of the 2 nd predetermined distance at which the vehicle 1 approaches the aircraft than the 1 st predetermined distance, for example, based on the detection signal when the aircraft P is detected in the 1 st zone E1 by the sensor 36 (that is, when the distance between the vehicle 1 and the aircraft P is detected to be equal to or lower than 4 m).
As described above, the control unit 16 can notify the operator of the approach of the vehicle 1 to the aircraft P up to the 1 st predetermined distance by activating the warning member and notifying the warning based on the detection signal when the sensor 36 detects the 1 st predetermined distance of the vehicle 1 from the aircraft P. Further, since the controller 16 switches from the main drive member to the auxiliary drive member using the electromagnetic clutch 263 based on the detection signal when the sensor 36 detects that the vehicle 1 is at the 2 nd predetermined distance closer to the aircraft P than the 1 st predetermined distance, the operator can predict the shift to the ultra-low speed travel in advance, and the safety can be improved.
A procedure of bringing the vehicle 1 configured as described above into proximity with the aircraft P will be described.
First, the engine 18 is operated by a start key (not shown), and the accelerator pedal 132 is depressed to move toward the aircraft P at, for example, the maximum speed (for example, 25 km/h). When the sensor 36 detects that the vehicle 1 approaches 10m from the aircraft P (the aircraft P is detected in the 3 rd region E3), the control unit 16 activates the warning means 135 to warn the operator that the traveling speed is set to 5 km/h. At this time, the operator operates a low-speed travel switch (not shown) for limiting the travel speed to 5km/h, thereby limiting the travel speed. When the control unit 16 detects that the low-speed travel switch is operated, the alarm unit 135 is stopped. In the present embodiment, the traveling speed when the aircraft P is detected in the 3 rd zone E3 by the sensor 36 may be 6km/h or less determined by the IATA.
Next, when the sensor 36 detects that the traveling vehicle 1 approaches 4m to 6m from the aircraft P (the aircraft P is detected in the 2 nd area E2), the warning means 135 is activated to urge the operator to stop the vehicle 1, assuming that the vehicle 1 approaches the aircraft P further.
When the aircraft P is detected by the sensor 36 in the 2 nd area E2 and the operator stops the vehicle 1, the control unit 16 activates the neutral switching member to switch the transmission 20 to the neutral state. Thus, the control unit 16 operates (turns on) the switching member (electromagnetic clutch 263) when the vehicle speed is 0 and the neutral state is detected. Then, the operator turns on the manual switch 136, and the control unit 16 operates the hydraulic motor 261 to run the vehicle 1 at a set speed of 0.8km/h or less, and moves and stops the vehicle 1 to a desired position with respect to the aircraft P. When the vehicle 1 is moved to the desired position, if the front bumper 123 comes into contact with the aircraft P by any chance and the bumper sensor 123A detects this, the control unit 16 automatically activates the brake 17 to forcibly stop the vehicle 1. When the sensor 36 detects the aircraft P in the 2 nd zone E2 and the operator does not stop the vehicle 1 and detects the aircraft P in the 1 st zone E1, the controller 16 activates the brake 17 automatically by the speed adjustment member to forcibly stop the vehicle 1, then activates the neutral switching member to switch the transmission 20 to the neutral, and then activates (turns on) the switching member (electromagnetic clutch 263). Here, the neutral switching member is operated after being operated, but in a state where the vehicle 1 is stopped, the neutral switching member may be operated after being operated, or the neutral switching member and the switching member may be operated simultaneously.
The aircraft ground support vehicle according to the present invention is not limited to the above-described embodiment, and various modifications may be made without departing from the scope of the present invention.
In the above embodiment, the laser area sensor is used as the sensor 36 for detecting an obstacle (in the embodiment, the aircraft P), but the distance (position) of the vehicle 1 from the aircraft may be detected by performing image processing using an infrared sensor or a CCD camera.
In the above embodiment, the electromagnetic clutch 263 is used as the switching member, but any configuration such as a hydraulic clutch, a mechanical clutch, and a pneumatic clutch may be used.
In the above-described embodiment, the control unit 16 is configured to transmit the power from the hydraulic motor 261 as the auxiliary drive member to the rear wheels 15, 15 in the case where the vehicle speed is equal to or lower than the preset speed in the neutral state where the drive force from the engine 18 is blocked in the main drive member and is not output to the wheels, and in the case where the manual switch 136 is turned on, but may be configured to omit the manual switch 136, and to automatically drive the hydraulic motor 261 and to turn on the electromagnetic clutch 263 in the case where the vehicle speed is equal to or lower than the preset speed in the neutral state where the drive force from the engine 18 is blocked in the main drive member and is not output to the wheels. Further, when the vehicle approaches the aircraft P by a predetermined distance and the speed of the vehicle is equal to or lower than a preset set speed, the power from the hydraulic motor 261 serving as an auxiliary drive member may be transmitted to the rear wheels 15, 15 when the operator manually switches the transmission 20 to the neutral state and the control unit 16 detects that the vehicle speed is equal to or lower than the set speed and the neutral state.
In the above embodiment, the vehicle is configured to travel at a constant speed that is an ultra-low speed of 0.8km/h when the sensor 36 detects the aircraft P in the 1 st area E1, but a configuration may be added in which the speed is automatically changed so as to gradually decelerate the speed as the vehicle approaches the aircraft P.
In the above embodiment, the hydraulic motor 261 is shown as the auxiliary drive member, but may be an electric motor.
In the above embodiment, the rear wheels 15 and 15 are driven, but the front wheels 14 and 14 may be driven, or a vehicle capable of four-wheel drive may be used. Further, the following configuration may be adopted: the rear side wheels 15, 15 are driven by a main driving member, the front side wheels 14, 14 are driven by an auxiliary driving member, and the main driving member and the auxiliary driving member are switched by a switching member based on the approach distance when the vehicle 1 approaches the aircraft P. Similarly, the front wheels 14, 14 may be driven by a main drive member, and the rear wheels 15, 15 may be driven by an auxiliary drive member.
Claims (4)
1. An aircraft ground support vehicle, comprising: a main drive member having an engine that generates a drive force for running and a torque converter connected to an output shaft of the engine; an auxiliary drive member that generates an auxiliary drive force for traveling at a speed equal to or lower than a creep travel speed achieved by the main drive member; a switching member for switching from a 1 st state in which the driving force of the main driving member is transmitted to the wheels to a 2 nd state in which the auxiliary driving force of the auxiliary driving member is transmitted to the wheels; a sensor for detecting a predetermined distance of the vehicle relative to the aircraft; and a control unit that operates the switching member based on a detection signal of the sensor.
2. The aircraft ground support vehicle according to claim 1, wherein the switching member switches so that the auxiliary driving force is transmitted through a part of a transmission line from the main driving member to a wheel.
3. The aircraft ground support vehicle according to claim 1 or 2, wherein the control unit operates the switching member in a case where a speed of the vehicle is equal to or lower than a preset speed and is in a neutral state in which the driving force from the engine is blocked in the main driving member and is not output to the wheel side, based on the detection signal of the sensor.
4. The aircraft ground support vehicle of claim 1 or 2, wherein the control section comprises: a speed adjustment means for adjusting a speed of the vehicle to a preset set speed or lower; and a neutral switching member for switching to a neutral state in which a driving force from the engine is blocked in the main driving member without being output to a wheel side,
the sensor detects a 1 st predetermined distance of the vehicle relative to the aircraft and a 2 nd predetermined distance that the vehicle is closer to the aircraft than the 1 st predetermined distance,
the control unit activates the neutral switching member and the switching member after the speed adjusting member is activated to adjust the speed of the vehicle to a set speed or less when the sensor detects that the vehicle has reached the 2 nd predetermined distance.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019-027410 | 2019-02-19 | ||
| JP2019027410A JP7233000B2 (en) | 2019-02-19 | 2019-02-19 | aircraft ground support vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111591292A true CN111591292A (en) | 2020-08-28 |
Family
ID=72181433
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010098846.9A Pending CN111591292A (en) | 2019-02-19 | 2020-02-18 | Aircraft ground support vehicle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP7233000B2 (en) |
| CN (1) | CN111591292A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5524318A (en) * | 1993-11-17 | 1996-06-11 | Thomas; Carroll M. | Aircraft loading bridge adapter |
| JPH09132136A (en) * | 1995-11-10 | 1997-05-20 | Mitsubishi Heavy Ind Ltd | Drive device for rolling stock |
| US20030164256A1 (en) * | 2000-08-25 | 2003-09-04 | Murray Angus John Fraser | Aircraft support vehicle |
| JP2003326997A (en) * | 2002-05-16 | 2003-11-19 | Toyoda Mach Works Ltd | Drive for front and rear wheel drive vehicle |
| JP2005067559A (en) * | 2003-08-28 | 2005-03-17 | Toyoda Mach Works Ltd | Auxiliary driving device and four-wheel drive vehicle |
| CN101074020A (en) * | 2006-05-19 | 2007-11-21 | 富士通株式会社 | Drive support apparatus for a movable body |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4051222B2 (en) | 2002-05-07 | 2008-02-20 | 新明和工業株式会社 | Boarding bridge control device and boarding bridge having the same |
| US10519614B2 (en) | 2017-06-26 | 2019-12-31 | Teh Boeing Company | System and method for automated deployment of a passenger boarding bridge |
-
2019
- 2019-02-19 JP JP2019027410A patent/JP7233000B2/en active Active
-
2020
- 2020-02-18 CN CN202010098846.9A patent/CN111591292A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5524318A (en) * | 1993-11-17 | 1996-06-11 | Thomas; Carroll M. | Aircraft loading bridge adapter |
| JPH09132136A (en) * | 1995-11-10 | 1997-05-20 | Mitsubishi Heavy Ind Ltd | Drive device for rolling stock |
| US20030164256A1 (en) * | 2000-08-25 | 2003-09-04 | Murray Angus John Fraser | Aircraft support vehicle |
| JP2003326997A (en) * | 2002-05-16 | 2003-11-19 | Toyoda Mach Works Ltd | Drive for front and rear wheel drive vehicle |
| JP2005067559A (en) * | 2003-08-28 | 2005-03-17 | Toyoda Mach Works Ltd | Auxiliary driving device and four-wheel drive vehicle |
| CN101074020A (en) * | 2006-05-19 | 2007-11-21 | 富士通株式会社 | Drive support apparatus for a movable body |
Also Published As
| Publication number | Publication date |
|---|---|
| JP7233000B2 (en) | 2023-03-06 |
| JP2020131896A (en) | 2020-08-31 |
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