DE102019117241A1 - Drive unit with towing cylinder and towing head - Google Patents

Abstract

Disclosed is, inter alia, a self-propelled drive unit for moving aircraft on the ground, with a receiving area for receiving at least one wheel unit, rotatable about a wheel axis, of a nose landing gear of an aircraft to be moved, and an automatically adjustable towing cylinder with a releasably attached towing head, the towing cylinder being set up to cooperate with a towing head designed for coupling to a towing fitting of the wheel unit accommodated in the receiving area, so that the aircraft to be moved can be towed or pushed by the self-propelled drive unit by means of the towing cylinder, the self-propelled drive unit acting in a dynamic network with a wheel unit of the nose landing gear Friction roller drive can stand.

Description

Field of invention

The present invention relates to a self-propelled drive unit for moving aircraft on the ground, interacting with a towing head, the self-propelled drive unit being able to be in an active connection with a friction roller drive acting on the nose landing gear of the aircraft, a storage device with one or more storage locations for storing one towing head each , and a self-propelled drive unit with a storage device.

Background of the invention

In principle, an aircraft, for example an airplane, can move on the ground using thrust generated by the aircraft's main drive (gas / propeller turbine). In practice, however, this is avoided as far as possible since, in particular with a fully loaded aircraft, a lot of fuel is consumed during the taxiing movement compared to the flight movement. Added to this is the increased stress on the engines and the ingress of dirt (e.g. sand) into the engine interior, which means that increased maintenance is necessary. Another problem is the fact that the aircraft cannot move backwards when the main drive is used. A separate drive is always required for this.

In known devices for moving aircraft without the aid of the main drive, a fundamental distinction is made between two different concepts.

When towing, the aircraft is moved by means of a tow vehicle (be it for maintenance purposes to a suitable maintenance position or from the handling parking position (gate or outside parking position). When pushing the aircraft is moved so far backwards / against the direction of flight), until it is able to take up a forward rolling motion with its own main drive (gas / propeller turbine). To tow the aircraft, manned towing vehicles are conventionally used, which consists of a tube, a towing eye (tractor interface) and a towing head which is coupled to the nose landing gear of the aircraft by means of a tow bar device. The towing head is provided with securing means (shear bolts) that prevent an unintentional introduction of force into the undercarriage. The tow bars known from the prior art are fixed bars that are manually connected to both the aircraft landing gear and the tow vehicle. In addition, for towing an aircraft of a certain type, specific tow bars and towing heads (which can be combined with these) for the respective aircraft type are necessary and must be kept in stock accordingly.

Increasingly, manned tugs with a landing gear mount are used, with the help of which the nose landing gear of the aircraft is lifted off the ground. This towing method is known as "Towbarless" (towing without a tow bar).

Alternatively, separate (retrofitted) drives installed on one or more landing gears of the aircraft and (electric) drives driving the landing gear wheels are known. Such additional drives on the aircraft (aircraft-side rolling drives) allow the aircraft to travel backwards, but have the disadvantage that modifications have to be made to the aircraft and the take-off / landing weight of the aircraft is increased, which reduces the cargo or passenger capacity of the converted aircraft has the consequence.

In all towing processes, the towing vehicle must have both sufficient propulsion power and sufficient braking capacity and, above all, sufficient traction capacity and thus a high dead weight (up to 70 t) in order to move or brake the aircraft, which is usually many times heavier . In particular, the braking process of the tow vehicle and aircraft combination in the event of unforeseen occurrences must be coordinated with the pilot of the aircraft. If only the tow vehicle brakes, the aircraft will continue to move due to its inertia and serious accidents can occur. When entering and leaving the aircraft in a maintenance hangar, there is also the problem that due to the limited space available due to the large dimensions of the tractor, space problems arise and, due to its inadequate maneuverability / maneuverability, the theoretical occupancy capacity of the hangar is not possible to exploit.

general description

It is therefore an object of the present invention to provide an improved drive unit against the background of the problems mentioned above.

According to the invention, a self-propelled drive unit for moving aircraft on the ground with the features of claim 1 is provided. According to the invention, the self-propelled drive unit a receiving area for receiving at least one wheel unit rotatable about a wheel axis of a nose landing gear of an aircraft to be moved and an automatically adjustable towing cylinder with a releasably attached towing head designed for coupling to a towing fitting of the wheel unit accommodated in the receiving area. The invention provides that the towing cylinder is set up to interact with the towing head in such a way that the aircraft to be moved can be towed or pushed by the self-propelled drive unit by means of the towing cylinder.

The self-propelled drive unit according to the invention is, for example, an aircraft tractor for towing or pushing aircraft. With such a self-propelled drive unit, an aircraft should be moved during push-back (moving back from the parking position) and during maintenance towing (towing from the apron to the maintenance hangar) or when entering the hangar or during taxiing (towing the fully occupied aircraft to the departure position) will. The drive of the self-propelled drive unit should be able to be used for an unloaded as well as for a fully loaded aircraft. Steering, braking and accelerating the aircraft while moving on the ground can, for example, be controlled directly from the aircraft's cockpit (cockpit) in accordance with a first operating mode or by an operator (e.g. who is a short distance away) in accordance with a second operating mode. It can be provided that it is possible to switch between the operating modes. For example, the drive unit is controlled remotely via a user interface and is not manned by an operator or is manned only when required.

According to the invention, a storage device with the features of claim 17 is also proposed. The storage device comprises one or more storage spaces for storing one towing head each. The towing head is designed to be coupled to the towing fitting of a wheel unit of a nose landing gear of an aircraft to be moved and / or be comprised of a means for setting a pretensioning force of at least one friction roller of a friction roller drive of a drive unit.

The drive unit can be, for example, a self-propelled drive unit according to the invention. The storage device can then, for example, be arranged directly on the drive unit and, for example, be integrated into a support frame of the drive unit (e.g. structurally).

The invention further proposes a drive unit system with the features of claim 21, which comprises a self-propelled drive unit according to the invention and a bearing device according to the invention.

A method for moving aircraft on the ground with the features of claim 22 is also part of the invention.

• - Aufnehmen mindestens einer um eine Radachse drehbaren Radeinheit eines Nasenfahrwerks eines zu bewegenden Luftfahrzeugs in einem Aufnahmebereich einer selbstfahrenden Antriebseinheit,
• - Automatisches Verstellen eines Schleppzylinders der selbstfahrenden Antriebseinheit, wobei der Schleppzylinder eingerichtet ist, mit einem zur Ankopplung an einen Schleppbeschlag der in den Aufnahmebereich aufgenommenen Radeinheit ausgebildeten Schleppkopf so zusammenzuwirken, dass das zu bewegende Luftfahrzeug durch die selbstfahrende Antriebseinheit mittels des Schleppzylinders schleppbar oder schiebbar ist,
• - Ankoppeln des Schleppkopfes an den Schleppbeschlag und
• - Schleppen oder Schieben des zu bewegenden Luftfahrzeugs.

The method according to the invention comprises the following steps:

• - Receiving at least one wheel unit, rotatable about a wheel axis, of a nose landing gear of an aircraft to be moved in a receiving area of a self-propelled drive unit,
• - Automatic adjustment of a towing cylinder of the self-propelled drive unit, the towing cylinder being set up to interact with a towing head designed for coupling to a towing fitting of the wheel unit accommodated in the receiving area in such a way that the aircraft to be moved can be towed or pushed by the self-propelled drive unit by means of the towing cylinder,
• - Coupling of the towing head to the towing fitting and
• - Towing or pushing the aircraft to be moved.

• - Erfassen einer Flugzeugtypinformation, repräsentativ für einen Typ des zu bewegenden Luftfahrzeugs, zum Beispiel unter Verwendung geeigneter Mittel (z.B. durch Erfassen mittels einer Kamera und/oder eines Sensors oder durch Empfangen von entsprechenden charakteristischen Informationen durch ein drahtloses Kommunikationsmittel), und/oder
• - Auswählen eines Schleppkopfes zumindest teilweise abhängig von der Flugzeugtypinformation und/oder
• - Aufnahme des ausgewählten Schleppkopfes mittels des Schleppzylinders von einer Lagervorrichtung an die selbstfahrende Antriebseinheit.

Optionally, the step of automatic adjustment can also include at least one of the following steps:

• - Acquisition of aircraft type information, representative of a type of aircraft to be moved, for example using suitable means (eg by acquisition by means of a camera and / or a sensor or by receiving corresponding characteristic information by a wireless communication means), and / or
• - Selecting a towhead at least partially depending on the aircraft type information and / or
• - Picking up the selected towing head by means of the towing cylinder from a storage device to the self-propelled drive unit.

The recording includes, for example, moving and / or aligning the drive unit, for example performed or initiated by a control unit of the drive unit. The automatic adjustment and / or the coupling of the towing cylinder can be done hydraulically, for example. The detection can for example by means of corresponding measuring devices and / or sensors of the drive unit take place. The selection can then take place, for example, at least partially as a function of the recorded aircraft type information, a towing head that can be coupled to the towing fitting of the respectively recorded aircraft type being selected. The towing cylinder of the self-propelled drive unit can be designed accordingly for the reception.

The invention has recognized that if a towing cylinder is provided in a self-propelled drive unit, towbars - typically separate - can be dispensed with. At the same time, the possibility of handling different types of aircraft through the selection of a suitable towing head to interact with the towing cylinder is preserved. It is particularly advantageous that the towing cylinder can be adjusted automatically so that, for example, different positions of towing fittings of wheel units can easily be taken into account for different types of aircraft to be towed or pushed. In addition, the risk potential when moving aircraft on the ground, in particular during maintenance towing, can be reduced considerably due to the self-driving of the drive unit and the associated lack of the necessary presence of a driver. Last but not least, the accident potential that is always present in the case of a human driver due to incorrect operation of the drive unit or of parts of the drive unit is largely reduced. For example, a self-propelled drive unit can be integrated in a drive unit system together with a storage device in a particularly space-saving manner. In such a storage device, suitable towing heads can be stored, preferably in the immediate vicinity of the towing cylinder, which enables a particularly fast operational readiness for towing a specific aircraft.

• Unter dem Begriff des Selbstfahrens ist ein autonomes Fahren zu verstehen, ohne Einfluss eines menschlichen Fahrers.

Some terms are explained below:

• The term self-driving means autonomous driving without the influence of a human driver.

The receiving area should be an area of the self-propelled drive unit, for example an area of a support frame of the self-propelled drive unit, which for example can be designed as a frame of the self-propelled drive unit. In this area, for example when looking at the self-propelled drive unit from above, no part of the support frame should be located. If, for example, the support frame is U-shaped in plan view, the receiving area should then be located in a central-upper area of the “U”. Other shapes, such as tuning fork-shaped, open triangular, open trapezoidal or the like, are also possible. Together with the open side of the U-shape, the interior of the support frame forms the receiving area. For example, the support frame can comprise the wheel unit of the aircraft to be moved in such a way that the wheel unit is at least partially encompassed by the support frame.

A tow cylinder is to be understood in particular as a telescopic cylinder which can be extended or shortened in a telescopic and stepless manner. The towing cylinder is adjustable, for example, in such a way that at least one free end of the towing cylinder is translationally movable in at least one of the three spatial directions (x, y and z directions). Alternatively or additionally, the towing cylinder can be rotatable around its main axis (e.g. its cylinder axis). Typically, the towing cylinder is connected to the self-propelled drive unit at the other end, the fixed end. For example, the towing cylinder is fixed in the self-propelled drive unit in such a way that it is fixed in place at least at one point (e.g. a suspension point). It goes without saying that the towing cylinder can be firmly connected to the self-propelled drive unit in the suspension point. In a plan view of the self-propelled drive unit, at least the free end of the towing cylinder can be located in the receiving area, for example protrude into it.

The towing cylinder is set up to adjust itself automatically. For example, the towing cylinder includes appropriate means for this purpose, such as hydraulic, pneumatic and / or electromechanical actuators or a combination of several, including different types of actuators. The actuators can be set up, for example, to move at least part of the towing cylinder in a translatory manner in one, in two or in all spatial directions. For example, the towing cylinder can be moved translationally along at least one main axis, a transverse axis and / or along a vertical axis of the self-propelled drive unit and / or rotatably pivoted, for example via a fixed suspension point. Alternatively or additionally, the tow cylinder can have further actuators for (e.g. telescopic) lengthening or shortening or for rotating the tow cylinder. For example, the towing cylinder can automatically adjust itself in such a way that it can reach into a storage space of a storage device (e.g. as part of aligning the self-propelled drive unit).

The interaction of the towing cylinder and towing head is to be understood as meaning that the The towing head has such an operative connection with the towing cylinder that the aircraft to be moved can be towed or pushed by the self-propelled drive unit by means of the towing cylinder. For example, the towing head is non-positively and / or positively and firmly but detachably connected to the towing cylinder at one end of the towing cylinder.

The towing head is designed in such a way that it is designed for coupling to a towing fitting of the wheel unit accommodated in the receiving area. The towhead can be one of a variety of types of different towheads. For example, the towing head can be a towing head for coupling to a towing fitting of a wheel unit of an aircraft. It goes without saying that a separate type of towing head can optionally be provided for each towing fitting that is used in an aircraft to be moved, for example a towing head of a first type for coupling to a towing fitting of a Boeing 737 be provided and a towing head of a second type for coupling to a towing fitting of an Airbus A380. It is also possible that a towing head of one type can be used for several types of towing fittings. Which towing heads can be used for which aircraft type is clearly defined by the specifications of the aircraft manufacturer. Six types of towing heads are usually provided for coupling to tow fittings of various types of aircraft.

Storage spaces of the storage device should be understood to mean that each space is used to store a towing head. For example, the storage locations have fixing means that fix the towing heads in a storage location during storage, for example in a form-fitting manner (e.g. in the form of a step).

The reception of a towing head is the process of transferring a towing head either from a towing cylinder of a drive unit to a storage device or from a storage device to a towing cylinder. The towing cylinder is designed, for example, in such a way that it can access the storage device in order to position the towing head there in a storage location. The towing cylinder can be set up to open a, for example, form-fitting holder of the storage device at least temporarily. In addition, the towing cylinder can be set up for automatic attachment of the towing head to the towing cylinder.

In an optional embodiment, the towing cylinder comprises one or more actuators for adjusting the towing cylinder in all spatial directions.

Adjustability in all spatial directions enables, among other things, particularly great flexibility in the alignment of the towing cylinder, in particular in relation to a wheel unit of the nose landing gear of an aircraft located in the receiving area.

According to one embodiment of the present invention, the self-propelled drive unit can comprise at least one stop roller designed to act upon at least one wheel of the wheel unit and to detect the act of application. For this purpose, two stop rollers can be provided, for example. The stop roller can be designed to be movable and / or mounted. For example, the stop roller is encompassed by the towing cylinder and can be arranged on the towing cylinder, for example, in a part of the towing cylinder that is located in the receiving area of the self-propelled drive unit. The exposure can be detected by one or more suitable measuring devices comprised by the stop roller, for example sensors (e.g. pressure sensors); in addition, corresponding representative information can also be determined and / or provided by a means of the stop roller.

By means of such a stop roller, direct contact between the self-propelled drive unit and the wheel unit (e.g. the wheel of the wheel unit) can be established and established. This enables a simplified coupling of the towing head to the towing fitting. In addition, particularly safe towing or pushing can be ensured during dragging or pushing, for example by ensuring constant contact between the stop roller and the wheel, since a loss of contact can be detected directly and dragging or pushing can be stopped immediately.

• - ein Entfernungsmessgerät,
• - ein Winkelmessgerät,
• - ein Flugzeugtyperfassungsgerät, und/oder
• - eine Steuereinheit, eingerichtet zum Ausrichten oder zum Veranlassen des Ausrichtens der selbstfahrenden Antriebseinheit, zumindest teilweise abhängig von einer von dem Entfernungsmessgerät, dem Winkelmessgerät und/oder dem Flugzeugtyperfassungsgerät erfassten Information.

In a further embodiment of the present invention, the self-propelled drive unit comprises

• - a distance measuring device,
• - an angle encoder,
• - an aircraft type detection device, and / or
• a control unit, set up to align or to initiate the alignment of the self-propelled drive unit, at least partially depending on information recorded by the distance measuring device, the angle measuring device and / or the aircraft type detection device.

The distance measuring device is set up to acquire distance information that is representative of a distance between an element of the self-propelled drive unit and an element of the wheel unit. The angle measuring device is set up to acquire angle information that is representative of a relative angle between a main axis and / or a transverse axis of the self-propelled drive unit, the wheel axis and / or a rotation angle of the towing cylinder. It can also be provided that one or more distance measuring devices also function as angle measuring devices and are set up to record angle information. Exemplary distance and angle measuring devices include suitable sensors, for example electrical (e.g. induction sensors), optical (e.g. laser sensors or 2D scanners) or acoustic sensors (e.g. ultrasonic sensors) for detecting a distance or a relative angle. The self-propelled drive unit can comprise an aircraft type detection device for detecting aircraft type information which is representative of a type of the aircraft to be moved. Such a device can, for example, be an optical sensor (for example a 2D scanner and / or at least one camera).

It goes without saying that the self-propelled drive unit can have further devices and / or sensors. For example, a GPS, GLONASS, and / or Galileo sensor can be provided for detecting position information. Alternatively or additionally, one or more devices can also comprise one or more (e.g. wireless) communication means through which (e.g. external) captured information is received from the respective device.

The control unit should be understood as being set up to align or to initiate the alignment of the self-propelled drive unit, at least partially depending on recorded information, such as distance information, angle information and / or aircraft type information, for which it comprises appropriate means (e.g. one or more interfaces, Processors and memory). To do this, she can, for example, have access to the information recorded by the devices. The control unit can be designed to cause the self-propelled drive unit to be aligned and to provide the information required for this. As an alternative or in addition, the control unit itself can also be designed to align the self-propelled drive unit and comprise corresponding means for at least partially controlling the self-propelled drive unit. It goes without saying that the control unit can also be set up to control further functions, in particular also functions of a storage device.

Exemplary elements of the self-propelled drive unit are the towing head, the towing cylinder and the support frame. Exemplary elements of the wheel unit are the at least one wheel, the wheel axle and the towing fitting. For example, the distance measuring device is set up to acquire information representative of the distance between the towing head and towing fitting. In particular, first angle information representative of a first relative angle between the wheel axis and main or transverse axis of the self-propelled drive unit and second angle information representative of a rotational deflection of the towing cylinder from its rest position can also be recorded.

Alignment is to be understood as such a type of control that the self-propelled drive unit moves and positions, for example absolutely or in relation to another object, such as a wheel unit. The self-propelled drive unit is aligned, for example, at least partially automatically. Several, for example at least four, for example in pairs opposite one another at the edge of the receiving area of the drive unit, can be provided. It can be provided here that the distance measuring devices also acquire angle information, for example by comparing the acquired distance information.

Alternatively or additionally, the alignment of the self-propelled drive unit can also include docking of the towing cylinder on the towing fitting. The docking preferably takes place at least partially as a function of recorded information, for example distance information, angle information, aircraft type information and / or towing cylinder information. For docking, for example, only distance information that has been recorded by a single distance measuring device (e.g. by a distance measuring device in the towing cylinder and / or in the towing head) can be taken into account.

For example, as part of the alignment, the self-propelled drive unit is moved and positioned as a function of distance information representative of the distance between the wheel and self-propelled drive unit and angle information that is recorded from a comparative evaluation of recorded distance information, as well as a docking of the towing cylinder as a function of distance information for the distance between towing head and towing fitting and angle information representative of the relative angle between towing cylinder and wheel axle. The drive unit moves depending on the distance for example in such a way that the wheel unit is received in the receiving area. In addition, the towing cylinder can, for example, rotate so far in relation to the wheel axle in a docking process that the towing head can be coupled to the towing fitting of the wheel unit by lengthening and / or (for example subsequent) shortening. It is conceivable that only the movement, only the positioning or only the docking of the self-propelled drive unit takes place automatically.

The alignment can also take place at least partially as a function of the aircraft type information. A towing head can be selected and / or a towing head can be picked up, for example at least partially automatically.

The tow cylinder can comprise one or more measuring devices, for example for capturing one or more items of tow cylinder information. Each tow cylinder information can be representative of a different (e.g. different) parameter. For example, the towing cylinder comprises at least one measuring device for detecting towing cylinder information representative of a compressive force (push), a tensile force (pull) and / or a rotational force (torque). An automatic adjustment of the towing cylinder and / or a control of the self-propelled drive unit, for example aligning, moving, towing or pushing, can then take place at least partially depending on one or more towing cylinder information by a control unit of the self-propelled drive unit or by a control unit of the self-propelled drive unit. For example, the control unit for adjusting or for causing the automatic adjustment of the towing cylinder and / or for controlling or for causing the self-propelled drive unit to be controlled is the same control unit as that for aligning or for causing the self-propelled drive unit to be aligned.

The control unit can determine a load profile, at least partially as a function of towing cylinder information, with the automatic adjustment and / or control of the self-propelled drive unit taking place at least partially as a function of the load profile.

The load profile can be a load profile of a large number of load profiles stored in the control unit (e.g. in a memory of the control unit). The load profiles can be assigned to one, several or all actuators (e.g. actuators of the towing cylinder and / or motors of the support frame wheels) of the self-propelled drive unit. The load profiles can be designed in such a way that the self-propelled drive unit is controlled taking specific parameters into account, for example when towing or pushing. For example, the control can take place in such a way that the self-propelled drive unit (e.g. always) applies a specific force for towing and / or pushing. For example, it can be a minimum force, for example a minimum force required for the aircraft to be moved to break away, or a maximum force. It goes without saying that the acquisition of the towing cylinder information and / or the determination of the load profile can be performed several times, e.g. can be repeated regularly.

The breaking away (pushing, pulling) of the aircraft to be moved can be brought about by the control unit with a slowly increasing introduction of force, which is regulated down immediately after a roll-off detected by sensors, for example by means of one of the measuring devices. This means that only the minimally necessary force inputs are applied to the wheel unit. The use of such load profiles dosed according to the minimum requirement allows a particularly energy-saving and material-saving use of the self-propelled drive unit and, for example, significantly protects the nose landing gear of the aircraft.

Thus, both the self-propelled drive unit as a whole, but also the towing cylinder alone, can each be aligned with a precise fit on a wheel unit. As a result, the occurrence of undesired forces when moving aircraft on the ground can be avoided and the associated risk of accidents can be reduced.

Furthermore, the self-propelled drive unit can comprise a friction roller drive designed to transmit a drive force to the wheel of the wheel unit with at least one friction roller, and means for setting a pretensioning force of the friction roller on the wheel of the wheel unit, the means comprising the towing cylinder and / or the towing head. Such friction roller drives (e.g. in connection with one or more steering rods) are known to the person skilled in the art, so that a detailed description can be dispensed with here.

For example, a friction roller drive with one or more friction rollers is provided for each wheel to be driven, it being possible for the friction roller drive to be arranged directly on the support frame or on the towing cylinder. The friction rollers of the friction roller drive can be pretensioned by means of, in particular hydraulic, adjusting elements to regulate the contact pressure of the friction rollers on the wheel. For example, a telescopic extension and / or shortening of the towing cylinder is provided for this, the towing cylinder cooperates with the towing head, which is coupled to the towing fitting of the wheel unit. The pretensioning force must be sufficiently large so that there is no slip between the friction rollers and the aircraft wheel. The selected pre-tensioning force depends, among other things, on the type of aircraft, its load condition and the diameter of the vehicle wheel. If the drive should slip, the pre-tensioning force can be increased further until there is no longer any slip.

By means of a friction roller drive, the force components resulting in the vertical direction can largely cancel each other out as a result of the adapted loading of the wheel by the friction rollers in the operating state. The pressure forces of the friction rollers on the wheel of the aircraft to be moved compensate each other. A self-propelled drive unit designed in this way makes it possible, in particular by mutually compensating the forces, to exclude the risk of an upward or downward force acting on the nose landing gear (and thus out of the drive unit).

In a further optional embodiment of the present invention, one or more of the at least one stop roller are set up to additionally function as a friction roller. In this function, the stop rollers can also be driven, for example by a (e.g. electric) hub motor each.

This multiple use of the stop rollers allows the functionality of an additional friction roller drive to be achieved without the need for major modifications. At the same time, the rollers do not remain unused even without the use of the friction roller drive, since they can still be used as stop rollers, which enables a particularly space-saving design of a friction roller drive in a self-propelled drive unit.

According to one embodiment of the present invention, the friction roller drive of the self-propelled drive unit can comprise four friction rollers for acting on the wheel to be driven. The friction rollers can be arranged in pairs at different heights. Alternatively or additionally, the friction roller drive comprises at least three friction rollers for acting on the wheel to be driven and at least two of the friction rollers are arranged at different heights and / or are designed to be height-adjustable.

These are designs of friction roller drives that enable an aircraft to be moved particularly easily on the ground. For example, when the aircraft is pulled, its nose gear is relieved of lifting, and when the aircraft is pushed (push), its nose gear is subjected to a downward pressure. For example, when pulling, the self-propelled drive unit is dynamically relieved of the load, and when pushed, there is a dynamic load transfer to the self-propelled drive unit (push).

• - beaufschlagen die Reibrollen im Betriebszustand das zu bewegende Rad derart, dass sich resultierende Kraftkomponenten in vertikaler Richtung weitestgehend aufheben,
• - sind die Reibrollen in Bezug auf die Radachse im Wesentlichen symmetrisch angeordnet,
• - sind die Reibrollen oder der Reibrollenantrieb beweglich aufgehängt, derart dass der Reibrollenantrieb gegenüber der Hauptachse der Antriebseinheit verstellbar ist, und/oder
• - ist zumindest eine der Reibrollen in Höhe der Radachse angeordnet.

In further optional embodiments of the self-propelled drive unit

• - in the operating state, the friction rollers act on the wheel to be moved in such a way that the resulting force components largely cancel each other out in the vertical direction,
• - the friction rollers are arranged essentially symmetrically in relation to the wheel axle,
• - The friction rollers or the friction roller drive are movably suspended in such a way that the friction roller drive can be adjusted relative to the main axis of the drive unit, and / or
• - At least one of the friction rollers is arranged at the level of the wheel axle.

In a further embodiment, the self-propelled drive unit comprises a voice control module designed for coupling to an intercom system (voice connection from the ground crew to the pilot) of an aircraft to be moved and for the receipt of voice control commands from the aircraft to be moved. The voice control module can be coupled, for example, to a jack plug of the intercom system arranged on the outside of an aircraft.

Such an intercom system is typically present in an aircraft anyway, so that a separate communication device can be dispensed with.

For example, the self-propelled drive unit has a support frame. The support frame can comprise at least three support frame wheels, of which at least one support frame wheel is driven.

A support frame is a basic structure (e.g. the chassis) of the self-propelled drive unit. For example, the elements of the self-propelled drive unit, such as the towing cylinder, are arranged and / or fastened to the support frame. The support frame is designed, for example, to carry a load of up to 60 t.

A support frame of this type enables the use of a self-propelled drive unit both with small (e.g. Airbus A220) and with particularly large and / or heavy aircraft (e.g. Airbus A380 with a planned take-off weight of 577 t). In particular, only a single drive unit is required to move such different aircraft.

In particular, the support frame can comprise several support frame wheels, by means of which the self-propelled drive unit can move, for example within the scope of the alignment described above. The support frame wheels can be arranged and attached to the support frame. One, several or all of the support frame wheels can be steerable and / or driven. According to an optional embodiment, the self-propelled drive unit comprises a support frame with at least three support frame wheels, of which at least one support frame wheel is driven. For example, the drive of the at least one support frame wheel is a separate drive.

The drive for the at least one driven support frame wheel can be provided, for example, via an emission-free electric motor that is fed by a rechargeable battery. In other embodiments of the invention, it can be driven by an internal combustion engine (e.g. diesel engine) as well as a hybrid drive or a fuel cell drive. The support frame wheels can for example be driven by hub motors. For example, each drive of a wheel can generate a torque of up to 20,000 Nm and / or a power of up to 120 kW.

When controlling the support frame wheels and distributing the drive force, the different loads on the front and rear wheels in the individual operating modes must be taken into account. Slippage of the support frame wheels against the ground should not be permitted and should be avoided, for example, by regulating the drive torque. The drive forces of the support frame wheels or drive wheels of the drive unit are dimensioned, for example, so that they serve as a pulling force for the aircraft movement.

Furthermore, it can be provided that the at least one driven support frame wheel is steerable and the support frame includes corresponding means for steering at least one support frame wheel, such as steering actuators (e.g. hydraulic, electric or pneumatic servomotors). For example, each steerable support frame wheel can be individually deflected by essentially + -90 °. This means that the wheels can be set at an angle of up to 180 ° to each other. The self-propelled drive unit can be rotated on the spot or around a vertical axis at any selected position along and / or parallel to the main and transverse axis of the self-propelled drive unit, for example around the vertical axis of the wheel unit. A wheel deflection that allows the vehicle to move along the vehicle diagonal is also feasible.

This enables particularly great maneuverability of the self-propelled drive unit, which is particularly helpful when aligning the self-propelled drive unit, but also when towing and / or pushing. In addition, cornering of the self-propelled drive unit can thus be avoided, which when towing or pushing lead to an unfavorable force vector acting on the wheel unit. In particular, the self-propelled drive unit can, if necessary, be moved in such a way that the forces exerted on the wheel unit during towing or pushing always act essentially perpendicular to the wheel axis of the wheel unit.

The self-propelled drive unit can comprise one or more stores for electrical energy, for example in the form of batteries (e.g. as accumulators).

By way of example, all of the motors and / or actuators of the self-propelled drive unit, for example each comprising one or more stores for electrical energy, are electrically driven.

The self-propelled drive unit can operate with zero emissions. In this way, fuel and / or combustion-related sources of danger for people and the environment can also be eliminated.

According to one embodiment, the self-propelled drive unit comprises a cabin. For example, the cabin can be set up for the at least temporary stay of an operator of the drive unit and can have user interfaces for controlling the self-propelled drive unit. In this case, the cabin can be arranged on the self-propelled drive unit in such a way that it lies outside a danger area to be expected during operation.

The presence of a cabin enables an operator, among other things, to be able to bridge distances between different areas of use without detour on board the self-propelled drive unit and, for example, to get from a first to a second gate of an airport. This significantly increases the availability of the drive unit.

According to an optional embodiment, the storage device is as comprehensive as the storage spaces, for example multi-row and / or multi-column, shelf formed. For example, it is a shelf that is installed and / or integrated in a support frame of a drive unit.

This enables a particularly space-saving arrangement of a storage device, in particular when used with a drive unit.

Alternatively or additionally, the storage spaces can be arranged in a paternoster arrangement and / or a turret arrangement. For example, a paternoster arrangement and / or a turret arrangement are dynamic storage devices in which the storage locations are not stationary.

As a result, the storage spaces can be arranged in a distributed manner, which enables a particularly efficient division of the storage device.

According to a further embodiment of the storage device, the storage spaces are each set up to hold at least one towing head in a form-fitting manner. For this purpose, the storage spaces can have corresponding fixing means, for example notches, edges and / or steps.

Thus, at least one storage space of the storage device can be arranged such that a towing head stored therein can be received by a towing cylinder of the drive unit. The at least one storage space can be designed in such a way that a form-fitting holder can be opened at least temporarily by means of the towing cylinder. This enables the towing cylinder to be adjusted automatically so that it can reach into a storage space and pick up a towing head stored there. For example, the towing cylinder and / or the storage space then has corresponding actuators in order to connect the towing head to the towing cylinder. For example, the towing head can be detachably connected to the towing cylinder in a form-fitting manner (e.g. by means of a clamp connection) and / or non-positively (e.g. by means of a screw connection).

The embodiments and configurations described above are to be understood as merely exemplary and are not intended to restrict the present invention in any way.

Figure list

• 1a eine schematische Darstellung einer ersten beispielhaften Ausführungsform eines erfindungsgemäßen Systems;
• 1b eine schematische Darstellung einer zweiten beispielhaften Ausführungsform eines erfindungsgemäßen Systems;
• 2 eine schematische Darstellung eines Ausführungsbeispiels einer erfindungsgemäßen selbstfahrenden Antriebseinheit;
• 3 eine schematische Darstellung eines Reibrollenantriebs;
• 4 eine schematische Darstellung eines Reibrollenantriebs mit vier Reibrollen;
• 5 eine schematische Darstellung eines Ausschnitts eines Ausführungsbeispiels einer erfindungsgemäßen selbstfahrenden Antriebseinheit;
• 6 eine schematische Darstellung eines Ausführungsbeispiels einer erfindungsgemäßen Lagervorrichtung; und
• 7 ein Flussdiagramm einer beispielhaften Ausführungsform eines erfindungsgemäßen Verfahrens.

The invention is explained in more detail below with reference to the accompanying drawings using advantageous embodiments. Show it:

• 1a a schematic representation of a first exemplary embodiment of a system according to the invention;
• 1b a schematic representation of a second exemplary embodiment of a system according to the invention;
• 2 a schematic representation of an embodiment of a self-propelled drive unit according to the invention;
• 3 a schematic representation of a friction roller drive;
• 4th a schematic representation of a friction roller drive with four friction rollers;
• 5 a schematic representation of a section of an embodiment of a self-propelled drive unit according to the invention;
• 6th a schematic representation of an embodiment of a storage device according to the invention; and
• 7th a flow chart of an exemplary embodiment of a method according to the invention.

Detailed description

The figures show exemplary embodiments of drive unit systems, self-propelled drive units and storage devices. The same reference numbers refer to the same or similar elements in the embodiments.

1a shows an exemplary drive unit system 1 in plan view, comprising a self-propelled drive unit 10 and a storage device 60 . A recording area can also be seen 80 . There is also a towing cylinder 20th the self-propelled drive unit 10 and a tow head 21st that on the tow cylinder 20th is arranged and releasably attached, shown. The towing cylinder protrudes 20th with its free end into the receiving area 80 inside. In this embodiment, the storage device 60 directly on the self-propelled drive unit 10 arranged, and in a support frame of the self-propelled drive unit 10 integrated.

Also shown are five distance measuring devices 71 for acquiring distance information that is representative of a distance between a wheel of a wheel unit of an aircraft to be moved and a support frame of the self-propelled drive unit. The four each in pairs opposite one another at the edge of the recording area 80 arranged distance measuring devices 71 are designed as ultrasonic sensors. Additionally is a Distance measuring device 71 at the edge of the recording area 80 , next to the tow cylinder 20th arranged, which is designed as a 2D scanner. Using such a 2D scanner, both distance information and angle information can be recorded. Two other measuring devices are also shown 74 which are designed as a light barrier. Will this photoelectric switch 74 triggered by an object, for example a wheel unit, for example an alignment (for example moving and / or positioning within the scope of the alignment) of the self-propelled drive unit 10 completely stopped. These measuring devices, designed as light barriers 74 the self-propelled drive unit 10 represent an exemplary redundancy system, which serves to further increase operational reliability.

In 1b a second embodiment of a drive unit system 1 is shown in a perspective view. In this representation there is a wheel unit 30th of an aircraft to be moved in the receiving area 80 . For the purpose of showing an example of the size relationship between the self-propelled drive unit 10 and the wheel unit 30th it is shown as the wheel unit of an Airbus A380. The wheel unit 30th includes a tow fitting 31 and two wheels 33 . In this embodiment of the drive unit system 1 is the bearing device 60 than one in the self-propelled drive unit 10 Integrated shelf shown, the storage spaces of which are arranged in two rows and four columns. For changing the towing head 21st can the tow cylinder 20th adjust so, in particular pivot, that he pulls the towing head attached to it 21st in a storage area of the storage device 60 can drop. In the event that the tow cylinder 20th should not be connected to a towing head, it can be in a storage area of the storage device 60 pick up the towed head.

2 shows a section with an enlargement of the recording area 80 an embodiment of a self-propelled drive unit 10 , with an additional storage device 60 is indicated. The main axis is shown in dashed lines 14th and the transverse axis 16 the self-propelled drive unit 10 as well as the wheel axle 32 the wheel unit 30th . The wheel unit is exemplary 30th as a wheel unit of a Boeing 737 shown, again to identify exemplary size relationships between the self-propelled drive unit 10 and the wheel unit 30th . In the present plan view, the point is a vertical axis 11 the self-propelled drive unit 10 drawn. The wheel unit 30th also includes a tow fitting 31 and two wheels 33 . The self-propelled drive unit 10 includes a support frame 12 showing the recording area 80 framed.

The tow cylinder 20th comprises at least one actuator, in the present case in the form of one, on the towing cylinder 20th arranged hydraulic cylinder 22nd , the automatic adjustability of the tow cylinder 20th enables. In particular, the free end of the towing cylinder 20th on which the towing head is present 21st is arranged by means of the hydraulic cylinder 22nd be moved in all spatial directions. The free end of the towing cylinder 20th can be along the main axis 14th , the transverse axis 16 and the vertical axis 11 the self-propelled drive unit 10 be moved in translation by means of a motor, not shown. The tow cylinder 20th is at its fixed end in the suspension point 23 with the self-propelled drive unit 10 firmly connected. The tow cylinder 20th can by means of the hydraulic cylinder 22nd about its suspension point 23 be pivoted in all three spatial directions. The tow cylinder can also 20th using the hydraulic cylinder 22nd rotated and extended or shortened telescopically.

Also from the tow cylinder 20th includes two stop rollers 41 , each set up to have direct contact with the wheels 33 to manufacture. The stop rollers 41 step with one wheel each 33 in contact and are each rotatably mounted about an axis. The stop rollers 41 can also act as friction rollers of a friction roller drive. The tow cylinder 20th includes pressure sensors 75 , the tow cylinder information in the form of information representative of on the tow cylinder 20th Record applied pressure (push), tensile (pull) and rotational forces (torque). This towing cylinder information can be obtained from the control unit 73 processed so that the in the wheel unit 30th initiated forces remain below a defined limit. It is also conceivable, for example, for the towing cylinder to be docked 20th at least partially dependent on the signal from a pressure sensor 75 of the towing cylinder 20th can be done.

The tow cylinder 20th further comprises a distance measuring device 71 for measuring the distance between the free end of the towing cylinder 20th at which the tow head 21st is arranged, and the tow fitting 31 , and for gathering representative information. An additional angle measuring device 72 can provide angle information representative of a rotational deflection angle of the towing cylinder 20th capture from its rest position around its cylinder axis. In addition, as an alternative or in addition, the evaluation of distance information from four as in 1a shown in the recording area 80 installed distance measuring devices 71 , of which two are opposite each other, angle information representative of the relative angle between the wheel axle 32 and the main axis 14th as well as between the Wheel axle 32 and the transverse axis 16 recorded and made available. The control unit 73 having access to the distance measuring devices 71 and the angle encoder 72 has detected distance and angle information is set up to initiate the automatic alignment of the self-propelled drive unit 10 , at least partially dependent on this information.

The control unit initiates this 71 , for example as a result of a corresponding command from a tractor driver, an alignment of the self-propelled drive unit 10 , in which the self-propelled drive unit 10 by means of suitable means (e.g. motors, in particular drives for the support frame wheels of the self-propelled drive unit 10 ) moved so that the recording area 80 the wheel unit 30th as centrally as possible. Capture the first of the four at the capture area 80 Distance measuring devices arranged opposite one another 71 the intended position of the wheel 33 the wheel unit 30th , causes the control unit 73 that the travel movement of the drive unit 10 is stopped. The self-propelled drive unit is then positioned 10 automatically and at a slower speed so that the transverse axis 16 and the wheel axle 32 are essentially parallel in at least two spatial directions (for example, when viewed from above). Finally, the control unit causes the towing cylinder to dock 20th , where the tow cylinder 20th adjusted so and, for example, rotated by an angle from its rest position and / or moved in a spatial direction that the transverse axis 16 and the wheel axle 32 are essentially parallel in all three spatial directions. Finally, the control unit will initiate 71 as part of the docking, the coupling of the towing head 21st to the tow fitting 31 , for example by telescopic extension of the towing cylinder 20th in the direction of the main axis 14th and then shortening in the opposite direction. In 2 is the state of the self-propelled drive unit 10 coupled wheel unit 30th shown. In contrast, the in 1a shown state no wheel unit coupled, so the tow cylinder 20th Is telescopically especially shortened and is in the driving position.

3 shows a friction roller drive 40 in one embodiment of the self-propelled drive unit 10 in sectional view. A friction roller 42 of the friction roller drive 40 acts on the wheel 33 . Includes - as is typically the case with aircraft - the wheel unit 30th multiple wheels 33 , so is in the embodiment shown for each of the wheels 33 one friction roller drive each 40 intended. There is also a towing cylinder 20th and a tow head 21st as an exemplary means for setting a biasing force of the friction roller 42 on the wheel 33 pictured. Such an adjustment can be made, for example, by a telescopic extension and / or shortening of the towing cylinder 20th be implemented, the tow cylinder 20th with the tow head 21st cooperates on the tow fitting 31 the wheel unit 30th is coupled. It is also conceivable that a stop roller 41 as illustrated friction roller 42 acts.

In 4th is an example of a friction roller drive 40 with four friction rollers 42 who have favourited a wheel 33 a wheel unit 30th apply, shown. The wheel axle is also recognizable 32 to which the wheel 33 is rotatably mounted. The impact of the wheel 33 through the four friction rollers 42 is such that the wheel 33 is, so to speak, clasped, that is, the places where the friction rollers 42 in contact with the wheel 33 are about the circumference of the wheel 33 distributed. The distribution can be chosen so that the friction rollers 42 in pairs, essentially diagonally (in relation to the wheel axis 32 ) are opposite. A pressing movement of the friction rollers 42 to act on the wheel 33 (or its lateral surface) takes place in a substantially radial direction, as indicated by the arrows drawn in FIG 4th is illustrated. After the wheel has been hit 33 through the friction rollers 42 they rotate in the same direction (counterclockwise in the exemplary embodiment) and cause a rotational movement of the wheel via the frictional engagement generated by the application of contact pressure 33 in the opposite direction (i.e. in the illustrated embodiment in clockwise direction), which results in a driving movement on the ground in the right direction due to the ground contact.

5 shows a perspective partial view of an embodiment of the self-propelled drive unit 10 with a support frame 12 , which includes six support frame wheels. The location in the recording area can also be seen 80 located wheel unit 30th with their wheels 33 . Of the six support frame wheels, only the support frame wheel is shown for the sake of clarity 13th shown, which by means of a support frame wheel drive 15th is driven. Furthermore, the support frame wheel 13th by means of a support frame wheel steering 17th steerable. In the 5 is the support frame wheel 13th shown at a deflection of 0 °. But it can through the support frame wheel steering 17th be deflected by + -90 °. The steering takes place for each support frame wheel 13th of the six support frame wheels individually.

In 6th is an embodiment of a storage device 60 shown. The storage device 60 includes several storage bins 61 for storage of one towing head each 21st . In the present example it is an arrangement in a two-row and four-column shelf, with eight storage spaces in all 61 one towing head each 21st is stored. As an example, the shown Towheads 21st Designations of dockable aircraft types on (e.g. B737 and A340-500). Furthermore is for each storage place 61 a fixative (e.g. in the form of a tow fitting 31 modeled rod) 63 for the form-fitting holding of the tow heads located behind it 21st intended. The storage device described here 60 can for example in the self-propelled drive unit 10 be structurally integrated, as in the embodiments of the drive unit systems 1 of 1a and 1b the case. In this case in particular, the storage bins 61 be arranged so that a towing head stored therein 21st from a tow cylinder 20th the drive unit 10 can be included.

7th shows a flow chart 100 an embodiment of the method according to the invention. In the following it is assumed by way of example that the steps 101-104 of the flowchart 100 through the self-propelled drive unit 10 , for example through their control unit 73 , executed and / or initiated. It goes without saying that individual, for example separate, means of the self-propelled drive unit 10 single or multiple steps of the process 100 execute and / or control.

In one step 101 takes the self-propelled drive unit 10 at least one around a wheel axle 32 rotatable wheel unit 33 of a nose landing gear of an aircraft to be moved in its receiving area 80 on.

In step 102 adjusts the self-propelled drive unit 10 automatically their tow cylinder 20th , the tow cylinder 20th is set up, with one for coupling to a tow fitting 31 the one in the recording area 80 recorded wheel unit 30th trained tow head 21st to cooperate so that the aircraft to be moved by the self-propelled drive unit 10 by means of the towing cylinder 20th can be dragged or pushed. For example, the automatic adjustment takes place in step 102 through the hydraulic cylinders 22nd of the towing cylinder 20th .

In one step 103 couples the self-propelled drive unit 10 the tow head 21st to the tow fitting 31 at. This can in turn with the aid of the hydraulic cylinder 22nd of the towing cylinder 20th respectively.

In step 104 tows or pushes the self-propelled drive unit 10 the aircraft to be moved.

The embodiments of the present invention described in this specification and the optional features and properties cited in each case should also be understood to be disclosed in all combinations with one another. In particular, the description of a feature comprised by an embodiment - unless explicitly stated to the contrary - should not be understood in the present case in such a way that the feature is essential or essential for the function of the embodiment.

List of reference symbols

10

Self-propelled drive unit

11

Vertical axis

12th

Support frame

13

Support frame wheel

14th

Main axis

15th

Support frame wheel drive

16

Transverse axis

17th

Support frame wheel steering

20th

Towing cylinder

21st

Towhead

22nd

Actuator

23

Suspension point

30th

Wheel unit

31

Tow fitting

32

Wheel axle

33

wheel

40

Friction roller drive

41

Stop roller

42

Friction roller

43

Pretensioner

60

Storage device

61

Storage place

63

fixer

71

Distance measuring device

72

Angle measuring device

73

Control unit

74

Photoelectric barrier

75

Pressure sensor

80

Recording area

100

Method for moving aircraft on the ground

101

"Record" process step

102

Process step "Automatic adjustment"

103

Process step "coupling"

104

Process step "dragging or pushing"

Claims (23)

Self-propelled drive unit (10) for moving aircraft on the ground, with - A receiving area (80) for receiving at least one wheel unit (30), rotatable about a wheel axis (32), of a nose landing gear of an aircraft to be moved, and - An automatically adjustable towing cylinder (20) with a detachably attached towing head (21) designed for coupling to a towing fitting (31) of the wheel unit (30) received in the receiving area (80), the towing cylinder (20) being designed to have cooperate with the towing head (21) so that the aircraft to be moved can be towed or pushed by the self-propelled drive unit (10) by means of the towing cylinder (20). Self-propelled drive unit (10) according to Claim 1 wherein the towing cylinder (20) comprises one or more actuators (22) for adjusting the towing cylinder (20) in all spatial directions. Self-propelled drive unit (10) according to one of the preceding claims, with: - a distance measuring device (71), - an angle measuring device (72), - an aircraft type detection device and / or - A control unit (73), set up to align or to initiate the alignment of the self-propelled drive unit (10), at least partially depending on information recorded by the distance measuring device (71), the angle measuring device (72) and / or the aircraft type detection device. Self-propelled drive unit (10) according to one of the preceding claims, the towing cylinder (20) of which comprises one or more measuring devices, and with: - A control unit (73), set up to automatically adjust or initiate the automatic adjustment of the towing cylinder (20) and / or set up to control or initiate the control of the self-propelled drive unit (10), at least partially depending on one of the measuring devices detected Tow cylinder information. Self-propelled drive unit (10) according to Claim 4 in which the control unit (73) determines a load profile, at least partially depending on towing cylinder information, the automatic adjustment and / or controlling of the self-propelled drive unit (10) taking place at least partially depending on the load profile. Self-propelled drive unit (10) according to one of the preceding claims, with at least one stop roller (41) designed to act upon at least one wheel (33) of the wheel unit (30) and to detect the act of application. Self-propelled drive unit (10) according to one of the preceding claims, with: - A friction roller drive (40) with at least one friction roller (42) designed to transmit a drive force to the wheel (33) of the wheel unit (30), and - Means for setting a pretensioning force of the friction roller (42) on the wheel (33) of the wheel unit (30), the means comprising the towing cylinder (20) and / or the towing head (21). Self-propelled drive unit (10) according to one of the Claims 6 to 7th , in which one or more of the at least one stop roller (41) are set up to additionally function as a friction roller (42). Self-propelled drive unit (10) according to one of the Claims 7 to 8th whose friction roller drive (40) - comprises four friction rollers (42) for acting on the wheel (33) to be driven and the friction rollers (42) are arranged in pairs at different heights and / or - at least two of the friction rollers (42) are arranged at different heights and / or - are designed to be adjustable in height. Self-propelled drive unit (10) according to one of the Claims 7 to 9 - In which the friction rollers (42) act upon the wheel (33) to be moved in the operating state in such a way that the resulting force components largely cancel each other out in the vertical direction; and / or - in which the friction rollers (42) are arranged essentially symmetrically with respect to the wheel axle (32). Self-propelled drive unit (10) according to one of the Claims 7 to 10 , in which the friction rollers (42) or the friction roller drive (40) are movably suspended such that the friction roller drive (40) can be adjusted relative to the main axis (14) of the self-propelled drive unit (10). Self-propelled drive unit (10) according to one of the Claims 7 to 11 , in which at least one of the friction rollers (42) is arranged at the level of the wheel axle (32). Self-propelled drive unit (10) according to one of the preceding claims, with one for coupling to an intercom system moving aircraft and receiving voice control commands from the aircraft to be moved voice control module. Self-propelled drive unit (10) according to one of the preceding claims, with a support frame (12) with at least three support frame wheels (13), of which at least one support frame wheel (13) is driven. Self-propelled drive unit (10) according to Claim 14 , in which the at least one driven support frame wheel (13) is steerable. Self-propelled drive unit (10) according to one of the preceding claims, in which all motors and / or actuators are electrically driven. Storage device (60) with one or more storage spaces (61) for storing a towing head (21) each, the towing head (21) for coupling to a towing fitting (31) of a wheel unit (30) of a nose landing gear of an aircraft to be moved and / or as a means for setting a pretensioning force of at least one friction roller (42) of a friction roller drive (40) of a drive unit (10), in particular a self-propelled drive unit (10) according to one of the Claims 1 to 16 , is trained. Storage device (60) after Claim 17 , which is designed as the storage spaces (61), preferably multi-row and / or multi-column shelf. Storage device (60) according to one of the Claims 17 to 18th , in which the storage bins (61) are each set up to receive at least one towing head (21) in a form-fitting manner. Storage device (60) according to one of the Claims 17 to 19th , in which at least one storage space (61) is arranged such that a towing head (21) stored therein can be picked up by a towing cylinder (20) of the drive unit (10). Drive unit system (1), with - a self-propelled drive unit (10) according to one of the Claims 1 to 16 , and - a storage device (60) according to one of the Claims 17 to 20th . A method (100) for moving aircraft on the ground, comprising the following steps: - Receiving (101) at least one wheel unit (30), rotatable about a wheel axle (32), of a nose landing gear of an aircraft to be moved in a receiving area (80) of a self-propelled drive unit (10), - Automatic adjustment (102) of a towing cylinder (20) of the self-propelled drive unit (10), the towing cylinder (20) being designed to have a wheel unit (30) accommodated in the receiving area (80) for coupling to a towing fitting (31) designed towing head (21) to interact in such a way that the aircraft to be moved can be towed or pushed by the self-propelled drive unit (10) by means of the towing cylinder (20), - coupling (103) the towing head (21) to the towing fitting (31) and - Towing or pushing (104) the aircraft to be moved. Procedure according to Claim 22 , with at least one of the following steps: - Acquiring aircraft type information representative of a type of aircraft to be moved, and / or - Selecting a towing head (21) at least partially depending on the aircraft type information and / or - Recording the selected towing head (21) by means of of the towing cylinder from a storage device (60) to the self-propelled drive unit (10).

Images