JP2001010597A - Aircraft tractor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compactly constitute an air craft tractor to reduce the cost and facilitate the maintenance and operation by rocking a lateral pair of rear holders butted to the rear side of the front landing wheel of an aircraft in closing relative to a rear main frame by an actuator through horizontal parallel links. SOLUTION: A front holder 17 butted to the front lower part of the landing wheel of an aircraft is fixed to the front member of a rear main frame rotatably mounted on the rear of a front main frame 2 vertically movable to a chassis 20 through a pin 16. A lateral pair of rear holders 3, 4 mounted on the rear main frame rear part through horizontal parallel links 5, 6, 7, 8 and butted to the rear lower part of the landing wheel is horizontally rockable to the rear main frame by the expansion and contraction of a lateral pair of pull-in hydraulic cylinders 11, 12 as second actuators, and the rear holders 3, 4 are laterally opened to the rear outside of a vehicle by the extension of the pull-in hydraulic cylinders 11, 12 to open the rear end of a receiving space 18.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft tug.

[0002]

2. Description of the Related Art Generally, an aircraft tug having no tow bar has a structure in which a front landing wheel of an aircraft is gripped and lifted. Here, the prior art will be described in detail with reference to FIGS. As a towing vehicle having the above structure, a towing vehicle described in Japanese Patent Publication No. Hei 2-502001 as shown in FIG. 6 is known. Tow chassis 105
Has a receiving space 108 provided by a bifurcated rear portion. Located in the receiving space 108 are lifting devices 103, 104 and cooperating with them a retractable gripping and retraction device 128. These devices 103, 104, 128 grip, retract and lift the front landing wheel (not shown) of the aircraft, respectively. The upper half of FIG. 6 shows a state in which the gripping / pulling-in device 128 is extended, and the lower half shows a state in which the gripping / pulling-in device 128 is pulled in. The extension of the gripping and retraction device 128 is limited to the length of the receiving space 108. This device has only one holder 114 that can be moved up and down with respect to the chassis 105, and by lifting the front landing wheel onto the holder 114,
Supports front landing wheel load.

A detailed description will be given with reference to FIG. 7 which is a sectional view taken along the line AA of FIG. A horizontal shaft 111 is fixed to the chassis 105 in the vehicle left-right direction, and one end of a swing arm 113 that can swing vertically is rotatably connected to the horizontal shaft 111. A holder 114 is fixed to the swing arm 113, and the holder 114 moves up and down by the swing of the swing arm 113. An elevation (hydraulic) cylinder 137 is attached between the chassis 105 and the swing arm 113 as an actuator for that purpose. The swing arm 113 has a slide type structure that can be extended and retracted in the longitudinal direction, and performs extension and retraction of the landing wheel by extension and contraction operations. The extension and contraction operation of the swing arm 113 is performed by the distal end member 113b inserted into the base end member 113a being driven by the pull-in (hydraulic) cylinder 120 and sliding in the longitudinal axis direction.

[0004] A gripping arm 123 capable of horizontally swinging is attached to the tip of a tip member 113b of the swinging arm 113. The grip arm 123 is swung by an actuator (not shown) to open and close the rear part of the receiving space 108. An extruding arm 143 is mounted on the base member 113a of the oscillating arm 113 so as to be slidable in the longitudinal axis direction, and an extruding (hydraulic) cylinder 131 having one end mounted on the oscillating arm 113 is provided. The end is connected to the extrusion arm 143. Extruded by the extrusion cylinder 131
The arm 143 is slidably driven on the swing arm 113 in the longitudinal axis direction.

When the aircraft is towed, first, as shown in the upper half of FIG. 6, the vehicle is retracted with the cylinder 120 extended, the swing arm 113 extended and the gripping arm 123 opened, and not shown. The landing wheel of the aircraft is introduced into the receiving space 108. After that, as shown in FIG.
Touches the ground. When the pulling cylinder 120 is contracted with the gripping arm 123 closed, the swing arm 1
13 is contracted, and the gripping arm 123 draws in the landing wheel 140 while gripping the outer peripheral portion 140 c above and behind the center axis 140 a of the landing wheel 140. At this time, the landing wheel 140 is pulled up along the bottom surface of the holder 114. Landing wheel 14
When the pushing cylinder 137 is extended after the 0 has completely climbed on the holder 114, the holder 114 swings upward together with the swing arm 113 and lifts off the ground, so that the aircraft can be towed. At this time, the extruding arm 143 is in contact with the landing wheel 140 at an outer peripheral portion 140b located above and above the center axis 140a, and presses the landing wheel 140.

When the aircraft is separated, the lifting cylinder 137 is first contracted and the holder 114 together with the swing arm 113 is retracted.
Is tilted downward so that the rear end 114a of the holder 114 is grounded. The swing arm 113 is extended by the pull-in cylinder 120, and the gripping arm 123 is moved to the landing wheel 1
After separating from 40, open outward. Then, the pushing arm 143 is extended by the pushing cylinder 131 to push out the landing wheel 140 from the holder 114. Landing wheel 1
When the vehicle 40 descends from the holder 114 to the ground, the vehicle is advanced to pull out the landing wheel 140.

[0007]

However, according to the above-mentioned conventional structure, there are the following three problems. First
In addition, maintenance is complicated by the structure of the drawing-in device. 6 to 8, the swing arm 113 of the pull-in device 128 has the same structure as a telescopic slide boom of a crane or power shovel. In this structure, backlash is generated between the distal end member 113a and the proximal end member 113b, and the grip of the landing wheel is likely to be unstable, and abnormal noise and vibration are apt to be generated during expansion and contraction. Distal member 113a and proximal member 113
There is also a method of reducing the backlash by attaching a slide pad between b and b. However, the wear of the slide pad progresses with the progress of use, so the clearance adjustment of the slide pad and the replacement of the slide pad must be performed periodically. Regardless of the presence or absence of the slide pad, grease must be periodically applied to the sliding surface to reduce sliding resistance. Since these operations such as adjustment and replacement of the slide pad and application of grease are difficult to automate, a great deal of time and effort is required by the operator, and the burden on the user for maintenance is increased.

[0008] The second problem is the size and cost of the drawing-in device 128. In the conventional structure, the pull-in device 12
8, the landing wheel 140 must be pulled in and run on the holder 114. For this operation, the pull-in cylinder 120 needs to generate a pull-in force sufficient to overcome the climbing resistance and climbing resistance of the aircraft.
More specifically, the diameter of the drawing cylinder 120 is increased to increase the pressure receiving area.
The increase in size and cost is inevitable.

Third, there is the problem of operability. The conventional structure requires two operations when retracting the landing wheel.
That is, the swing operation of the grip arm 123, that is, the rear end closing operation of the receiving space, and the contraction operation of the swing arm 113, that is, the landing wheel retracting operation. Gripping arm 12
The swing operation of 3 and the contraction operation of the swing arm 113 are generally performed by respective individual actuators, and therefore, independent operation means are required for each. Although a configuration in which these two operations are performed by the same actuator is also possible, in that case, switching between the two operations requires a separate switching unit for selecting one of the two operations.
In any case, in order to shift from the swing operation of the gripping arm 123 to the contraction operation of the swing arm 113, it is necessary to change the lever or switch the switch, and the likelihood of an erroneous operation due to complicated operation increases.

In view of the foregoing, an object of the present invention is to provide an aircraft tug equipped with a compact, low-cost, easy-to-maintain and easy-to-operate wheel holding device and pull-in device.

[0011]

In order to achieve the above object, a first aspect of the present invention provides a bifurcated shape formed between coaxial left and right wheels disposed at the rear of a chassis. In the receiving space, the front landing wheel of the aircraft is pulled in, gripped, and can be lifted and lowered.The aircraft towing vehicle is disposed in the receiving space substantially in the lateral direction of the vehicle, and is vertically movable with respect to the chassis. A front main frame movably mounted via a parallel link, a first actuator for moving the front main frame up and down, a front member disposed substantially in the left-right direction of the vehicle, and left and right ends of the front member The part has a pair of left and right members provided rearward, and a front member at the rear of the front main frame,
A rear main frame rotatably mounted via a vehicle front-rear direction pin; and a contact surface fixed to a rear portion of a front member of the rear main frame and abutting against a front side of a front landing wheel of the aircraft when retracted. It is attached to the front holder and the rear of the left and right members of the rear main frame via horizontal parallel links so that it can swing and the rear of the receiving space can be opened and closed, and when closed, it is behind the front landing wheel of the aircraft. A pair of left and right rear holders having contact surfaces to be in contact with each other, and a second actuator for swinging the rear holder with respect to the rear main frame via a horizontal parallel link are provided.

According to the first aspect of the invention, the rear holder swings horizontally via the parallel link mechanism, and the closing operation (left and right movement) of the rear end of the receiving space and the front landing wheel pull-in operation at the end of this closing operation. (Forward / backward movement). Therefore, there is no need to provide a telescopic slide type structure for the front landing wheel pull-in operation (forward / backward movement). For this reason, work that required a great deal of time and labor in the conventional structure, that is, work such as application of grease to the sliding surface of the telescopic slide portion and adjustment and replacement of the slide pad can be omitted, and maintenance is facilitated. . Further, the operator can simultaneously perform the closing operation of the rear end portion of the receiving space and the retracting operation of the front landing wheel without the need to change the lever or switch the switch. Therefore, the operation is simplified, and the possibility of erroneous operation is reduced.

A second invention is characterized in that, in the first invention, the front holder and the rear holder are in contact with a portion below the center axis of the front landing wheel of the aircraft.

According to the second aspect of the invention, both the front holder and the rear holder wrap around below the landing wheel, and support the wheel load from front and rear. For this reason, if both the front holder and the rear holder contact the landing wheel,
It is possible to lift the landing wheel. It is not necessary to retract the landing wheel until the landing wheel rides on the holder as in the conventional structure. Therefore, the pull-in operation can be performed if there is enough force to pull in the landing wheel until the front holder and the rear holder abut on the landing wheel. For this reason, the force required at the time of the retracting operation is smaller than that of the conventional structure by the resistance to the landing wheel riding on the holder. Therefore,
Although the conventional structure and the structure of the pull-in device are different from each other, they cannot be simply compared. However, the size and cost of the entire device can be greatly reduced by reducing the size of the second actuator (cylinder) that rotates the rear holder and pulls in the landing wheel.

According to a third aspect, in the second aspect, a third actuator is provided for swinging the rear main frame with respect to the front main frame around a pin in the vehicle longitudinal direction.

According to the third aspect of the present invention, the front holder and the rear holder can be swung at an arbitrary angle with respect to the road surface by swinging the rear main frame around the pin in the vehicle longitudinal direction. With this, when the landing wheel is lifted, the front holder and the rear holder are swung in accordance with the inclination angle of the landing wheel with respect to the road surface (changes by steering operation), and the contact surfaces of the front holder and the rear holder are aligned with the center axis of the landing wheel. By holding the holder in parallel with and lifting it while maintaining the parallelism, it is possible to reduce the stress on the landing wheel and its support due to one side of the holder, and to prolong the life of the landing wheel and its support.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. FIG. 2 is a plan view of an aircraft tug according to the present invention, and FIG. FIG. 1 is a detailed perspective view of the landing wheel gripping device, the retracting device, and the lifting device of the aircraft tug shown in FIGS. 2 and 3. Referring to FIGS. 2 and 3, FIG.
It will be described based on. Chassis 20 in an aircraft tug
The rear portion is bifurcated between the left and right wheels on the same axis, and a receiving space 18 is formed between the two forks. In the receiving space 18, the front main frame 2 disposed substantially in the left-right direction of the vehicle includes left and right parallel links 9 (two) and parallel links 10 (2) so as to be vertically movable with respect to the chassis 20.
Book). Between the chassis 20 and the front main frame 2, the front main frame 2
The lifting hydraulic cylinder 13 and the lifting hydraulic cylinder 14 are attached to the left and right as first actuators for moving the vertical movement. Behind the front main frame 2 is a rear main frame 1 having a front member arranged substantially in the left-right direction of the vehicle, and a pair of left and right members provided rearward at left and right ends of the front member. A front member of the rear main frame 1 is rotatably attached to a rear portion of the front main frame 2 via a pin 16 in the vehicle front-rear direction. Therefore, when the front main frame 2 moves up and down, the rear main frame 1 also moves up and down.

A front holder 17 having an abutting surface that abuts on a lower front portion of a landing wheel 30 of an aircraft is fixed to a front member of the rear main frame 1. Front holder 17
Is fixed to the rear main frame 1 as a separate component, but may be formed integrally with the rear main frame 1. At the rear of the left and right members of the rear main frame 1, a pair of left and right rear holders 3 and 4 having a contact surface that abuts on the rear lower portion of the landing wheel 30 of the aircraft are provided with horizontal parallel links 5 and 6, respectively. , 8. The rear holder 3 and the rear holder 4 are a pair of left and right hydraulic hydraulic cylinders 1 mounted as second actuators between the horizontal parallel link 6 and the rear main frame 1 and between the horizontal parallel link 8 and the rear main frame 1, respectively.
1. The retractable hydraulic cylinder 12 is allowed to swing horizontally with respect to the rear main frame 1 by expansion and contraction. When the drawing cylinders 11 and 12 extend, the rear holders 3 and
Reference numeral 4 protrudes to the rear outside of the vehicle and opens left and right to open the rear end of the receiving space 18. Pull-in cylinder 11, 1
When 2 contracts, the rear holders 3 and 4 are folded toward the front inside of the vehicle, and close the rear end of the receiving space 18.

The rear main frame 1 is rotatable around the pin 16 with respect to the front main frame 2, and a tilt hydraulic cylinder 15 is mounted as a third actuator for adjusting the rotation angle. Tilt hydraulic cylinder 1
5 is connected to the rear main frame 1 on the rod side and connected to the front main frame 2 on the bottom side. Generally, a front landing wheel of an aircraft has a caster angle, and an inclination angle with respect to a road surface changes according to a steering operation. Therefore, when pulling in the landing wheel 30, the front holder 17 and the rear holders 3, 4 are moved to the landing wheel 30 by adjusting the rotation angle of the rear main frame 1 by sending pressure oil to the tilting hydraulic cylinder 15 to expand and contract. On the other hand, do not hit
Landing wheel 3 such that the contact surfaces of front holder 17 and rear holders 3 and 4 are parallel to the center axis of landing wheel 30.
0 can be pulled in. Normally, both the cylinder bottom side and the cylinder head side are opened to the tank, and the tilting hydraulic cylinder 15 is in a state of freely moving by an external force.
Therefore, the rear main frame 1 swings freely around the pin 16 in accordance with a change in the inclination angle of the landing wheel 30 with respect to the road surface. When being towed, the steering angle of the landing wheel 30 changes according to the direction of the towing vehicle, and at the same time, the inclination angle with respect to the road surface also changes. However, with the above operation, the front holder 17
The contact surfaces of the rear holders 3 and 4 are always kept parallel to the center axis of the landing wheel 30. Therefore, a smooth running / steering operation can be performed without generating a moment around the pin 16 between the landing wheel 30 and the towing vehicle.

The operation when the aircraft is set in the towing state will be described with reference to FIGS. First, the retracting hydraulic cylinders 11 and 12 are extended, and the rear holders 3 and 4 are swung outward as shown by a two-dot chain line in FIG. 1 to open the rear end of the receiving space 18 as shown in FIG. Keep it. Next, the lifting hydraulic cylinders 13 and 14 are extended to bring the front main frame 2 to the lower position as shown in FIG.
Then, while retreating the vehicle, receiving space 1
The landing wheel 30 is introduced into 8. At this time, the rotation angle of the rear main frame 1 is adjusted in advance using the tilt hydraulic cylinder 15 so that the center axis 30a of the landing wheel 30 is parallel to the contact surfaces of the rear holders 3 and 4. When the front holder 17 contacts the front side of the landing wheel 30, the vehicle stops retreating. As shown in FIG.
As shown in (b), the rear holders 3, 4 are swung inward, the rear end of the receiving space 18 is closed, and still swung,
When it comes into contact with the rear side of the landing wheel 30, the swing is stopped, and the hydraulic cylinders 11 and 12 are locked at that position. At this time, a pressing member (not shown) wraps around the center axis 30a of the landing wheel 30 and comes into contact therewith to press down from above. After a while
Both the cylinder bottom side and the cylinder head side of the tilting hydraulic cylinder 15 are opened to the tank so that the hydraulic cylinder 15 can freely expand and contract by an external force, and thus the rear main frame 1 can freely swing by an external force. Next, FIG.
When the hydraulic cylinders 13 and 14 are contracted and the front main frame 2 is raised as shown in (c), both the front holder 17 and the rear holders 3 and 4 are raised. The front holder 17 and the rear holders 3 and 4 are connected to the center axis 30 of the landing wheel 30.
Since the airbag is wrapped below a, the landing wheel 30 is lifted off the ground, and the aircraft can be towed. At this time, even if the inclination angle with respect to the road surface changes due to the lifting of the landing wheel 30 from the ground, the rear main frame 1 freely swings by an external force, so that the contact surface between the front holder 1 and the rear holders 3, 4 and the landing surface The parallelism with the center axis 30a of the wheel 30 is maintained.

The operation when the aircraft is separated will be described. First, the pressing member (not shown) is moved to separate from the landing wheel. Next, the hydraulic cylinders 13 and 14 are extended to lower the front main frame 2 from the state of FIG. 4C to the state of FIG. 4B. Then, both the front holder 17 and the rear holders 3 and 4 are lowered, and the landing wheel 30 is grounded. Next, the hydraulic cylinders 11 and 12 are extended and the rear holders 3 and 4 are swung outward to open the rear end of the receiving space 18.
After moving the vehicle forward and pulling out the landing wheel 30, FIG.
As shown in (a), the hydraulic cylinders 13 and 14 are contracted, and the front main frame 2 is raised.

A second embodiment of the present invention will be described with reference to FIG. FIG. 5 is a detailed perspective view of a landing wheel gripping device, a retracting device, and a lifting device of an aircraft tug according to the second embodiment. The second embodiment is different from the first embodiment in the following two points.

The first difference is that the retracting hydraulic cylinder 1
These are the mounting positions of the rods 1 and 12. In the first embodiment, the rod side of the hydraulic cylinder 11 (12) is positioned on the rear holder 3 with respect to the fulcrum of the horizontal parallel link 6 (7).
It is mounted on the same side as (4). Therefore, the hydraulic cylinder 11 (12) is pressurized toward the rod side and contracts, thereby swinging the rear holder 3 (4) inward and causing the landing wheel 3
An operation to pull in 0 is performed. On the other hand, in the second embodiment, the rod side of the hydraulic cylinder 11 (12) is mounted on the rear holder 3 with reference to the fulcrum of the horizontal parallel link 6 (7).
It is attached to the opposite side of (4). Therefore, the hydraulic cylinder 11 (12) is pressurized to the bottom side and extended, thereby swinging the rear holder 3 (4) inward and causing the landing wheel 3
An operation to pull in 0 is performed.

The second difference is that the lifting hydraulic cylinders 13, 1
4 is the mounting direction. In each of the first and second embodiments, the lifting hydraulic cylinders 13 and 14 have their rods attached to the chassis 20 and their bottoms attached to the front main frame 2. However, the vertical relationship between the hydraulic cylinders 13 and 14 on the rod side and the bottom side is reversed between the first embodiment and the second embodiment. First
In the embodiment, the hydraulic cylinders 13 and 14 are attached with the rod side facing upward. Therefore, the hydraulic cylinder 13,
14 performs an operation of lifting the front main frame 2 and lifting the landing wheel 30 by being pressurized to the rod side and contracted. In the second embodiment, the hydraulic cylinders 13, 1
4 is attached with the bottom side facing upward. Therefore, the hydraulic cylinders 13 and 14 perform an operation of pushing up the front main frame 2 and lifting the landing wheel 30 by being expanded by being pressed to the bottom side.

Due to the above two differences, the second embodiment is different from the first embodiment in that the hydraulic cylinders 11, 12, 13,
14 can be reduced in size. This is because a high-load operation such as pulling in / lifting of the landing wheel 30 is performed on the side where the bottom side of the cylinder is pressed and extended, so that the cylinder diameter can be reduced. In general, a hydraulic cylinder generates a larger force when pressed to the bottom side than when pressed to the rod side. Therefore, if the same force is generated, it is possible to reduce the cylinder diameter by applying pressure to the bottom side.

Although the first and second embodiments of the present invention have been described with reference to FIGS. 1 to 5, the first and second embodiments are superior to the conventional embodiment in the following five points. Can be obtained. First, maintenance is facilitated.
Because the rear holders 3, 4 are parallel links 5, 6,
This is because the extensible slide portion is eliminated by the swinging motion of the extensible slide portions 7, 8, so that the work of applying grease to the sliding surface of the extendable slide portion and adjusting / exchanging the slide pad becomes unnecessary.

Second, the operation is simplified and the possibility of erroneous operation is reduced. Because the rear end closing operation of the receiving space 18 and the retracting operation of the landing wheel 30 are performed by the continuous operation of the rear holders 3 and 4, the two operations can be performed at the same time without the need to change the lever or switch. It is.

Thirdly, the size of the drawing cylinders 11 and 12 for rotating the rear holders 3 and 4 can be reduced to greatly reduce the size and cost of the entire apparatus. The reason is that if both the front holder 17 and the rear holders 3 and 4 abut on the underside of the landing wheel 30, the landing wheel 30 can be lifted. There is no need to pull in the loop. Therefore, the pull-in operation can be performed as long as the front holder 17 and the rear holders 3 and 4 have sufficient force to pull the landing wheel 30 until the front holder 17 and the rear holders 3 abut against the landing wheel 30. For this reason, the force required for the retracting operation can be smaller than that of the conventional structure by the resistance of the landing wheel on the holder.

Fourthly, when the landing wheel is lifted, stress on the landing wheel 30 and its support due to the contact of the landing wheel 30, the front holder 17 and the rear holders 3, 4 is reduced, and the life of the landing wheel 30 and its support is reduced. It can be extended. This is because when the landing wheel 30 is pulled in, the pressure oil is sent to the tilting hydraulic cylinder 15 to expand and contract, thereby adjusting the rotation angle of the rear main frame 1 so that the contact surfaces of the front holder 17 and the rear holders 3 and 4 In addition, the inclination angle can be adjusted so that the contact surface is parallel to the center axis 30a of the landing wheel 30 without hitting one side, and after the landing wheel 30 is pulled in and gripped, the rear main frame 1 is freely swung by external force. This is because the front holder 17 and the rear holders 3 and 4 can follow the change in the inclination angle of the landing wheel 30 by moving.

Fifth, the overall length of the vehicle can be reduced. This is because the present embodiment has a structure in which the rear holders 3 and 4 protrude toward the rear outside of the vehicle. In the conventional embodiment, the rearward movement of the grip arm 123 corresponding to the rear holders 3 and 4 of the present embodiment is limited to the length of the receiving space 108, that is, the length of the vehicle. Therefore, assuming that the rear holders 3 and 4 of this embodiment and the gripping arm 123 of the conventional embodiment have the same stroke in the front-rear direction, the overall length of the vehicle is shortened by the length of the rear holders 3 and 4 in this embodiment. it can.

[Brief description of the drawings]

FIG. 1 is a perspective view of a landing wheel gripping device and a retracting device according to a first embodiment of an aircraft tug according to the present invention.

FIG. 2 is a top view according to a first embodiment of an aircraft tug according to the present invention.

FIG. 3 is a side view of an aircraft tug according to the present invention.

FIG. 4 is an operation diagram of a landing wheel gripping device and a retracting device of an aircraft tug according to the present invention.

FIG. 5 is a perspective view of a landing wheel gripping device and a retracting device according to a second embodiment of an aircraft tug according to the present invention.

FIG. 6 is a top view of a conventional aircraft tug.

FIG. 7 is a sectional view taken along the line AA of FIG. 5;

FIG. 8 is a side view of a landing wheel gripping device and a retracting device of an aircraft tug according to a conventional form.

[Explanation of symbols]

1 ... rear main frame, 2 ... front main frame, 3 ... rear holder (left), 4 ... rear holder (right), 5
... horizontal parallel link (lower left), 6 ... horizontal parallel link (upper left), 7 ... horizontal parallel link (lower right), 8 ... horizontal parallel link (upper right), 9 ... vertical parallel link (left), 10 ... vertical parallel link (Right), 11 ... Hydraulic cylinder (Left),
Reference numeral 12: drawing hydraulic cylinder (right), 13: lifting hydraulic cylinder (left) 14: lifting hydraulic cylinder (right), 15: tilting hydraulic cylinder, 16: main frame engaging pin, 17: front holder, 18: receiving space, 20: chassis, 30: landing wheel

Claims (3)

[Claims] 1. An aircraft tug capable of pulling in, gripping, and elevating a front landing wheel of an aircraft in a receiving space provided by a bifurcated shape formed between coaxial right and left wheels arranged at a rear portion of the chassis. , The front main body is disposed in the receiving space (18) substantially in the left-right direction of the vehicle, and is attached to the chassis (20) so as to be vertically movable via vertical parallel links (9, 9, 10, 10). A frame (2), first actuators (13, 14) for vertically moving the front main frame (2), a front member arranged substantially in the left-right direction of the vehicle, and rearwardly disposed on both left and right ends of the front member. A rear main frame having a pair of left and right members provided facing each other, and a front member rotatably attached to a rear portion of the front main frame (2) via a pin (16) in a vehicle longitudinal direction. (1), fixed to the rear of the front member of the rear main frame (1),
Front holder (17) having a contact surface that contacts the front side of the front landing wheel of the aircraft when retracted, and horizontal parallel links (5, 6, 7, 8) at the rear of the left and right members of the rear main frame (1) And a pair of left and right rear holders (3, 3) having a contact surface which is attached to the rear of the receiving space (18) so as to be openable and closable, and has a contact surface that contacts the rear side of the front landing wheel of the aircraft when closed. 4) and a second actuator (11, 12) for swinging the rear holder (3, 4) with respect to the rear main frame (1) via a horizontal parallel link (5, 6, 7, 8). An aircraft towing vehicle characterized by the following. 2. The aircraft tug according to claim 1,
An aircraft tug, wherein the front holder (17) and the rear holders (3, 4) are in contact with a portion below the center axis of the front landing wheel of the aircraft. 3. The aircraft tug according to claim 2, wherein
An aircraft tug, comprising: a third actuator (15) for swinging a rear main frame (1) around a pin (16) in a vehicle longitudinal direction with respect to a front main frame (2).