JP4092148B2 - Self-propelled transfer vehicle for airplane and restraint transfer device for airplane - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a self-propelled transfer vehicle for an airplane that transports an airplane on a deck (including a flight deck, a hangar deck, and an elevator that constitutes a part of the deck) on a land or an airplane-mounted ship, and an airplane in an airplane-mounted ship. The present invention relates to a restraint transfer device for an airplane that transports the airplane in the rail direction of a groove-shaped guide rail laid on the upper surface of the deck while keeping the restraint so as not to leave the deck.
[0002]
[Prior art]
Connecting rod for avoiding interference between the airplane self-propelled transfer vehicle and the projecting member such as an antenna in the airplane when the airplane is transferred by the airplane self-propelled transfer vehicle on the deck of the land or an airplane-mounted ship Is often used.
[0003]
That is, one end of the connecting rod is connected to the steering wheel of the airplane, and the self-propelled transfer vehicle for the airplane is connected. in front The other end of the connecting rod is connected to the central portion. Then, the aircraft self-propelled transfer vehicle is self-propelled in an appropriate direction while keeping the aircraft self-propelled transfer vehicle separated from the airplane. Accordingly, the aircraft is transferred to a predetermined destination via the connecting rod by the aircraft self-propelled transfer vehicle while avoiding interference between the aircraft self-propelled transfer vehicle and the protruding member in the aircraft. can do.
[0004]
[Problems to be solved by the invention]
By the way, the connecting rod needs to be long to some extent in order to surely avoid interference between the aircraft self-propelled transfer vehicle and the projecting member in the aircraft, while the connecting rod becomes long. The runout of the aircraft during transfer tends to increase. Further, when the connecting rod is used, there are two joints (connecting portions of the connecting rod). Therefore, there is a problem that it is very difficult to transport the airplane in a short time while avoiding interference with an obstacle (including another airplane) on the way to the predetermined destination. In particular, when the airplane is transported on the deck of an airplane-mounted ship with shaking, the airplane moves without permission, and the problem becomes more prominent.
[0005]
[Means for Solving the Problems]
In the invention according to claim 1, in the self-propelled transfer vehicle for an airplane for transferring an airplane,
A transfer vehicle body;
A self-propelled motor provided in the transfer vehicle body;
Drive wheels linked to the output shaft of the self-propelled motor;
The steering wheel of the airplane is held so as to be lifted in a holding space in the vicinity of the front central portion of the carriage body, with the wheels other than the steering wheel in the airplane being in contact with the ground. A wheel holding unit;
With
A passage recess that communicates with the holding space is formed in the transfer vehicle body from a front center portion to a rear center portion, and when the steering wheel is relatively advanced into the holding space, Separated And provided in the vicinity of the steering wheel. The protruding member is configured to pass through the passage recess relatively.
[0006]
According to the invention specific matter of claim 1, the self-propelled transfer vehicle for an airplane is caused to travel from the steering wheel side toward the airplane by rotating the drive wheel by driving the self-propelled motor. The steering wheel is relatively moved into the holding space. At this time, the protrusion member in the airplane relatively passes through the passage recess of the main body of the transfer vehicle, thereby avoiding interference between the self-propelled transfer vehicle for airplane and the protrusion member in the airplane. it can.
[0007]
And Under the condition that wheels other than the steering wheel in the airplane are grounded The steering wheel is held up by the wheel holding unit. Further, the self-propelled motor is rotated by driving the self-propelled motor, thereby causing the airplane self-propelled transfer vehicle to travel in an appropriate direction. Accordingly, the airplane can be transported to a predetermined destination by the airplane self-propelled transport vehicle.
[0008]
In the invention according to claim 2, in addition to the matters specifying the invention according to claim 1, the length from the wheel center of the steering wheel to the protruding member is centered on the holding center of the wheel holding unit. In the arc with the radius of curvature of Rear side It is characterized by comprising so that a part may be located.
[0009]
According to the invention specific matter of the second aspect, in addition to the action of the invention specific matter of the first aspect, the center of the wheel holding unit and the center of the steering wheel to the protruding member. In the circular arc whose length is the radius of curvature, Rear side The steering wheel is punctured even when the airplane self-propelled transfer vehicle changes the traveling direction during the transfer of the airplane, or even during the transfer of the airplane. Even if there is such a case, the airplane self-propelled transfer vehicle and the protruding member do not interfere with each other.
[0010]
According to the invention described in claim 3, in addition to the matters specifying the invention described in claim 1 or 2, the invention relates to a groove-shaped guide rail provided in the main body of the transfer vehicle and laid on the floor surface. A mating engagement pin;
It is characterized by comprising.
[0011]
Here, the said floor surface means the upper surface of the deck in an airplane carrying ship besides the ground floor surface.
[0012]
According to the invention specific matter of the third aspect, in addition to the action by the invention specific matter of the first or second aspect, the engagement pin is engaged with the guide rail before the airplane is transported. Let This stabilizes the traveling of the self-propelled transport vehicle for airplanes in the rail direction of the guide rail.
[0013]
In the invention according to claim 4, the groove laid on the upper surface of the deck while keeping the airplane having the restrained rod at the center of the airplane so as not to be separated from the deck of the airplane-mounted ship. In the restraint transfer device for airplanes that transfers in the rail direction of the guide rail,
A self-propelled transfer vehicle for airplane according to claim 1 or claim 2,
The guide rail is supported so that it can move in the direction of the rail and cannot be detached, Rear side A restraint cart body having a first arm and a second arm facing each other with the rail center of the guide rail in between,
A restraining bar capable of opening and closing a restraining area formed between the first arm and the second arm, and restraining the restrained bar so as not to leave the restraining area by closing the restraining area;
The restraint rod is provided on the first arm side from the rail center in the restraint carriage main body, and the restrained rod is prevented from moving toward the first arm side while the restraint rod is A plurality of first centering pins that allow movement toward the center of the rail;
The restraint rod is provided on the second arm side with respect to the rail center of the restraint carriage main body, and the restrained rod is prevented from moving toward the second arm side while the restraint rod is A plurality of second centering pins that allow movement toward the center of the rail;
It is characterized by comprising.
[0014]
Here, the deck means a flight deck, a hangar deck, and an elevator that constitutes a part of the deck.
[0015]
According to the invention specific matter described in claim 4, in addition to the action of the invention specific matter described in any one of claims 1 to 3, the restriction region is opened by the restriction bar. Next, the restrained bar is moved to the restraint base. car It is made to approach relatively to the main body and is inserted relatively to the restraining area. Further, the restraining area is closed by the restraining bar, and the restrained bar is restrained so as not to be detached from the restraining area. Accordingly, the airplane can be restrained so as not to leave the deck while keeping the airplane movable in the rail direction.
[0016]
After restraining the airplane from leaving the deck, the self-propelled transfer vehicle for the airplane is caused to travel in the rail direction by rotating the driving wheel by driving the self-propelled motor as described above. Accordingly, the airplane can be transported to a predetermined destination by the airplane self-propelled transport vehicle.
[0017]
Here, when the restrained bar to be restrained is located closer to the first arm than the center of the rail, the restrained bar is moved to the first arm by a plurality of the first centering pins. The constrained bar is allowed to move toward the rail center while preventing movement toward the side. Further, when the restrained bar to be restrained is positioned on the second arm side with respect to the rail center, the restrained bar is moved to the second arm side by a plurality of the second centering pins. The restraint rod is allowed to move toward the rail center side while being prevented from moving toward. As a result, during the transportation of the airplane, even though the restrained rod may approach the rail center side, it will not leave the rail center.
[0018]
In the invention according to claim 5, in addition to the invention specific matter according to claim 4, a plurality of the first centering pins are attached to the restraint carriage main body. Rear side A plurality of first urging members that can be urged in a protruding direction protruding from the surface;
A plurality of the second centering pins are connected to the restraining cart body. Rear side A plurality of second urging members that can be urged in a protruding direction protruding from the surface;
With
Each first centering pin is connected to the restraining carriage Body of Rear side Each of the first centering pins has a first inclined surface facing the first arm side, and the restrained bar has When the first centering pin abuts against the first inclined surface of each first centering pin from the first arm side, each first centering pin resists the biasing force of the first biasing member. Rear side Each configured to be immersive to the surface,
Each second centering pin is connected to the restraining carriage Body of Rear side Each of the second centering pins has a second inclined surface facing the second arm side at each end of the second centering pin. When the rod hits the second inclined surface of each second centering pin from the second arm side, each second centering pin resists the biasing force of the second biasing member and Rear side It is characterized by being configured so as to be immersed in the surface.
[0019]
According to the invention specific matter of the fifth aspect, in addition to the action of the invention specific matter of the fourth aspect, the restrained bar to be restrained is located on the first arm side with respect to the rail center. In this case, the constrained rod abuts against the first inclined surface of the first centering pin from the first arm side, and the first centering pin resists the biasing force of the first biasing member. Of the restraint trolley body Rear side Immerse yourself against the surface.
[0020]
Similarly, when the restrained bar to be restrained is positioned on the second arm side with respect to the center of the rail, the restrained bar is moved from the second arm side to the second centering pin. The second centering pin abuts against the second inclined surface, and the second centering pin resists the biasing force of the second biasing member and Rear side Immerse yourself against the surface.
[0021]
According to the invention described in claim 6, in addition to the specific matters of the invention described in claim 4 or 5, it is provided in the transfer vehicle body in the self-propelled transfer vehicle for an airplane, and is related to the guide rail. A mating engagement pin;
It is characterized by comprising.
[0022]
According to the invention specific matter of claim 5, in addition to the invention specific matter of claim 4, before the airplane is transferred, the engagement pin is engaged with the guide rail. This stabilizes the traveling of the self-propelled transport vehicle for airplanes in the rail direction of the guide rail.
[0023]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0024]
1A is a plan view of an aircraft transport vehicle according to an embodiment of the present invention, and FIG. 1B is a view of FIG. 1A viewed from below, and FIG. FIG. 3 is a perspective view of an aircraft transfer vehicle according to an embodiment of the present invention, FIG. 3 is a perspective view of a wheel holding unit in the aircraft transfer vehicle, and FIG. 4 is an embodiment of the present invention. FIG. 5 is a perspective view showing a state before restraint by the restraint carriage for airplane according to the embodiment of the present invention, and FIG. FIG. 6B is a plan view of the restraint carriage for airplane, FIG. 6B is a view taken along line II in FIG. 6A, and FIG. 7 is a line II-II in FIG. FIG.
[0025]
here, Based on the direction of the sign in the drawing, “Front” is the upper side in FIG. 1 (a), the rear side in FIG. 1 (b) toward the paper surface, the lower left side in FIGS. 2 and 3, the upper left side in FIGS. 4 and 5, and the upper side in FIG. In FIG. 7 (b), it is a table toward the paper surface in FIG. 7, and “after” is a table in FIG. 1 (a), and in FIG. In FIG. 4 and FIG. 5, the upper right in FIG. 4A and FIG. 6B, the upper in FIG. 6A and FIG. Right in (b), upper left in FIGS. 2 and 3, upper right in FIGS. 4 and 5, left in FIGS. 6 (a) and 7, and back in FIG. 6 (b). "Right" is the left in FIGS. 1 (a) and 1 (b), the lower right in FIGS. 2 and 3, and the right in FIGS. 6A and 7B, the right side in FIG. 6A and FIG. 7B, and in FIG. 6B, it is a table toward the paper surface, and “up” means the paper surface in FIG. 1A and FIG. 6A. From the front, FIG. 1 (b), FIG. 2 to FIG. 5 and FIG. 7, upper, and FIG. 6 (b) are left, and “lower” means FIG. 1 (a) and FIG. 6 (a). 1B, the bottom in FIGS. 2 to 5 and 7, and the right in FIG. 6B.
[0026]
As shown in FIG. 4, the restraint and transfer device 1 for an airplane according to the embodiment of the present invention includes a deck 3 (including a hangar deck, a flight deck, and an elevator constituting a part of the deck) in an airplane-mounted ship. It is a device that moves in the rail direction of the groove-shaped guide rail 7 laid on the upper surface of the deck 5 (longitudinal direction of the guide rail 7) while maintaining the state of being restrained so as not to be separated. The airplane restraint transfer device 1 is for an airplane self-propelled transfer vehicle 9 for transferring the airplane 3 and an airplane for restraining the airplane 3 from leaving the deck 5 while keeping the airplane 3 movable in the rail direction. The restraint cart 11 is provided.
[0027]
Here, the airplane 3 includes a pair of front wheels 13 that are separated from each other left and right, a pair of rear wheels that are close to the left and right (a steering wheel in the embodiment of the present invention) 15, and a restrained rod that is positioned at the center of the airplane. (Constrained probe) 17; Separated backwards from the plane center and Near the rear side of the rear wheel 15 Provided And an antenna (one of projecting members) 19. Most of the constrained rod 17 is a small-diameter portion 17 a, and the large-diameter portion 17 b is formed on the distal end side (lower end side) of the constrained rod 17.
[0028]
As shown in FIGS. 1A, 1B, 2 and 3, an airplane self-propelled transfer vehicle 9 according to an embodiment of the present invention is based on a transfer vehicle main body 21, and this transfer vehicle main body. The front side of 21 has a pair of protrusions 23. A self-propelled motor 25 is built in each projecting portion 23 of the transport vehicle main body 21, and driving wheels 27 are linked and connected to the output shaft of each self-propelled motor 25. Here, in order to change the traveling direction of the airplane self-propelled transfer vehicle 9, the number of rotations of the pair of drive wheels 27 can be appropriately changed.
[0029]
In addition, transfer vehicle body 21 A pair of auxiliary wheels 29 are provided in the rear center portion, and the pair of auxiliary wheels 29 can rotate around a horizontal wheel axis and can turn around a vertical turning axis. is there.
[0030]
In addition, the transport vehicle body 21 includes As clearly shown in FIGS. 2 and 4, under a state where wheels other than the steering wheel 15 in the airplane 3 (a pair of front wheels 13 in the embodiment of the present invention) are grounded, A wheel holding unit 33 is provided for holding the pair of rear wheels (steering wheels) 15 of the airplane 3 in a holding space 31 formed between the pair of protrusions 23.
[0031]
That is, the transport vehicle main body 21 is provided with a unit rotation shaft 35 so as to be rotatable about an axis, and the unit rotation shaft 35 is provided with a pair of gripper support members 37, respectively. A gripper 39 for holding the rear wheel 15 is provided on the support 37 so as to be swingable via a swing pin 41. In order to swing the pair of grippers 39 in the approaching / separating direction (approaching direction / separating direction), the cylinder body 43a of the holding hydraulic cylinder 43 is connected to the base of one gripper 39, and the other gripper 39 The tip of the piston rod 43b of the holding hydraulic cylinder 43 is connected to the base. Then, in order to rotate the pair of grippers 39 in the vertical direction by rotating the unit rotation shaft 35 around the axis, the base of the swing lever 45 is fixed to both ends of the unit rotation shaft 35, respectively. The transfer vehicle body 21 is provided with cylinder bodies 47a of a pair of lifting hydraulic cylinders 47 so as to be swingable in the vertical direction via swinging pins 49, respectively, and the piston rods of the pair of lifting hydraulic cylinders 47 are provided. The tip end of 47b is connected to the tip of the corresponding swing lever 45 via a connecting pin 51, respectively.
[0032]
Therefore, the pair of rear wheels 15 in the airplane 3 are relatively inserted into the holding space 31 and the pair of rear grippers 39 are moved in the approaching direction by the operation of the holding hydraulic cylinder 43 so that the pair of rear wheels 15 are moved. The wheel 15 is held. Then, by operating the pair of lifting hydraulic cylinders 47, the pair of unit rotating shafts 35 are rotated in one direction around the shaft center, and the pair of swing levers 45 are swung upward. 15 can be held up.
[0033]
In addition, after the pair of grippers 39 holds the pair of rear wheels 15 so as to be lifted, the pair of unit rotating shafts 35 are rotated in the other direction around the shaft center by the operation of the pair of lifting hydraulic cylinders 47. Is swung downward.
Then, the holding state of the pair of rear wheels 15 by the pair of grippers 39 is released by swinging the pair of grippers 39 in the separation direction by the operation of the pair of holding hydraulic cylinders 43.
[0034]
As shown in FIGS. 1 (a) and 1 (b), the carriage main body 21 is formed with a passage recess 53 communicating with the holding space 31 from the front central portion to the rear central portion. Here, when the pair of rear wheels 15 in the airplane 3 are relatively moved into the holding space 31, the antenna 19 in the airplane 3 is configured to relatively pass through the passage recess 53. Further, the rear side portion of the carriage main body 21 is located in an arc having a radius of curvature R from the wheel center of the pair of rear wheels 15 to the antenna 19 with the center of the wheel holding unit 33 as the center. It is configured.
[0035]
Further, an engagement pin 55 that can be engaged with the guide rail 7 is provided at the rear central portion of the transport vehicle main body 21, and the engagement pin 55 moves in the vertical direction by the operation of the engagement actuator 57. It is.
[0036]
As shown in FIGS. 2 and 4, the transfer vehicle main body 21 includes a battery 59, a hydraulic device (not shown) as an energy source for actuators such as a self-propelled motor 25, a holding hydraulic cylinder 43, a lifting hydraulic cylinder 47, and the like. A control circuit (not shown) for controlling the actuator is built in each. One end of a cable 61 is electrically connected to the control circuit, and the other end of the cable 61 is electrically connected to a controller (not shown) that can be operated by the worker M.
[0037]
As shown in FIGS. 5, 6 (a), 6 (b), and 7, the restraint carriage 11 for airplanes is based on a restraint carriage main body 63. The slide piece 65 is supported so as to be movable in the rail direction.
In addition, restraint cart body 63 A plurality of stopper rollers 67 that can abut against a part of the guide rail 7 from below are rotatably provided on both the left and right sides of the slide piece 65. A plurality of rolling rollers 69 that roll on the deck 5 are rotatably provided at the lower portion of the restraining cart body 63.
[0038]
On the rear side of the restraint carriage main body 63, there are a first arm 71 and a second arm 73 facing left and right with the rail center in between, and a restraint between the first arm 71 and the second arm 73. Region 75 is formed. The first arm 71 is provided with a restraining bar 77 that opens and closes the restraining area 75 so as to be movable in the left-right direction, and the second arm 73 has an insertion hole 73h into which the tip (right end) of the restraining bar 77 can be inserted. Is provided. The restraining bar 77 may be configured to move in the left-right direction by the operation of an actuator such as a hydraulic cylinder.
Here, the restraining bar 77 closes the restraining area 75 so that the restrained rod 17 is restrained so as not to leave the restraining area 75, so that the length before and after the restraining area 75 (perpendicular to the longitudinal direction of the restraining area 75). The length in the orthogonal direction) is configured to be smaller than the diameter of the large diameter portion 17b of the constrained rod 17. Further, by closing the restraint area 75 with the restraint bar 77, the restraint bar 17 is sandwiched between the restraint bar 77 and the rear side surface of the restraint carriage main body 63 while maintaining a state in which the restraint rod 17 can move in the left-right direction (the longitudinal direction of the restraint area 75). As described above, the length of the front and rear of the restraining region 75 is configured to be substantially the same as the diameter of the small diameter portion 17 a of the restrained rod 17.
[0039]
On the left side (first arm 71 side) of the rail center of the restraining carriage main body 63, the restrained rod 17 is prevented from moving toward the first arm 71 side while the restrained restrained rod 17 is prevented from moving toward the first arm 71 side. A plurality of first centering pins 79 that are allowed to move toward the rail center side are provided. Here, each first centering pin 79 is configured to be able to project and retract with respect to the rear side surface of the restraining carriage main body 63 and to be non-rotatable about the axis, and the first centering pin 79 has a Each of the first inclined surfaces 79a faces the one arm 71 side.
[0040]
A plurality of first centering pins 79 can be biased in a protruding direction protruding from the rear side surface of the restraining cart main body 63 closer to the first arm 71 than the center of the rail in the restraining cart main body 63. A first spring 81 is provided. Here, when the restrained bar 17 hits the first inclined surface 79a of each first centering pin 79 from the first arm 71 side, each first centering pin 79 resists the urging force of the first spring 81 to restrain the carriage. The main body 63 is configured to be immersed in the rear side surface.
[0041]
Similarly, on the right side (the second arm 73 side) of the rail center in the restraining carriage main body 63, the restrained restraint rod 77 is prevented from moving toward the second arm 73 side while restrained. A plurality of second centering pins 83 that allow the rod 77 to move toward the center of the rail are provided. Here, each second centering pin 83 is configured so as to be able to project and retract with respect to the rear side surface of the restraining carriage main body 63 and to be non-rotatable around the shaft center. Each of the second inclined surfaces 83a faces the two arms 73 side.
[0042]
A plurality of second centering pins 83 can be biased in a protruding direction protruding from the rear side surface of the restraining cart body 63 on the second arm 73 side from the rail center in the restraining cart body 63. A second spring 85 is provided. Here, when the restrained bar 17 abuts against the second inclined surface 83a of each second centering pin 83 from the second arm 73 side, each second centering pin 83 resists the urging force of the second spring 85 to restrain the carriage. The main body 63 is configured to be immersed in the rear side surface.
[0043]
The left and right gaps between the distal end portion of the first centering pin 79 closest to the rail center side and the distal end portion of the second centering pin 83 closest to the rail center side are smaller than the small-diameter portion 17a of the restrained rod 17. It is configured to be slightly larger.
[0044]
Next, the operation of the embodiment of the present invention will be described.
[0045]
By rotating the drive wheel 27 by driving the self-propelled motor 25, the airplane self-propelled transfer vehicle 9 travels from the rear side (rear wheel 15 side) toward the airplane 3 to hold the pair of rear wheels 15. Relatively enter the space 31. At this time, the antenna 19 in the airplane 3 relatively passes through the passage recess 53 of the transfer vehicle main body 21, whereby interference between the airplane self-propelled transfer vehicle 9 and the antenna 19 in the airplane 3 can be avoided.
[0046]
And as mentioned above, Under a state where the pair of front wheels 13 are grounded, The pair of rear wheels 15 are held by the wheel holding unit 33 so as to be lifted. Further, the self-propelled motor 25 is driven to rotate the driving wheel 15, thereby causing the airplane self-propelled transfer vehicle 9 to travel on the deck 5 in an appropriate direction. Thus, the airplane 3 can be transported to a predetermined first destination by the airplane self-propelled transfer vehicle 9. In the embodiment of the present invention, the predetermined first destination refers to a destination where the airplane restraint carriage 11 is waiting in advance.
[0047]
Here, the rear side portion of the carriage main body 21 is located in an arc centered on the holding center of the wheel holding unit 33 and having a radius of curvature R from the wheel center of the pair of rear wheels 15 at the antenna 19. Therefore, even when the airplane self-propelled transfer vehicle 9 changes the traveling direction during the transfer to the predetermined first destination, or to the predetermined first destination. Even if the rear wheel 15 is punctured during the transfer, the airplane self-propelled transfer vehicle 9 and the antenna 19 do not interfere with each other.
[0048]
After the airplane 3 is transferred to the predetermined first destination, the restraining bar 77 is moved to the left and the restraining area 77 is opened by the restraining bar 77. Next, the self-propelled motor 25 is driven to slightly move the airplane self-propelled transfer vehicle 9 in the forward direction, whereby the restraint rod 17 is restrained. car It is brought close to the main body 11 and inserted into the restraining area 75. Further, the restraining bar 77 is moved in the right direction, the restraining bar 77 is closed by the restraining bar 77, and the restrained bar 17 is restrained so as not to be detached from the restraining region 75. As a result, it is possible to restrain the airplane 3 from leaving the deck 5 while keeping the airplane 3 movable in the rail direction.
[0049]
After restraining the airplane 3 so as not to leave the deck 5, the airplane 3 is driven by the self-propelled motor 25. Self-propelled transfer vehicle 9 is moved in the direction of the rail. Accordingly, the airplane 3 is moved to a predetermined second destination (including the final destination) by the airplane self-propelled transfer vehicle 9 under the state where the airplane 3 is restrained with respect to the deck 5 by the airplane restraint carriage 11. Can be transported.
[0050]
Here, if the restrained restraint rod 17 is positioned closer to the first arm 71 than the rail center while the airplane 3 is being transported to the predetermined second destination, Restraint rod 17 is the first arm 71 The first centering pin 79 strikes the first inclined surface 79 a of the first centering pin 79 from the side, and the first centering pin 79 is immersed in the rear side surface of the restraining carriage main body 63 against the urging force of the first spring 81. Similarly, when the restrained restraint rod 17 is located on the second arm 73 side with respect to the rail center, the restraint rod 17 is moved from the second arm 73 side to the second centering pin 83. The second centering pin 83 comes into contact with the rear side surface of the restraining carriage main body 63 against the urging force of the second spring 85 by hitting the two inclined surfaces 83a. In other words, the restraint rod 17 is prevented from moving toward the first arm 71 by the first centering pin 79, while allowing the restraint rod 17 to move toward the rail center side, and the second centering. The restraint rod 17 is allowed to move toward the rail center side while the restraint rod 17 is prevented from moving toward the second arm 73 by the pin 83. As a result, while the airplane 3 is being transported to the predetermined second destination, the restrained rod 17 does not move away from the rail center even if the restraint rod 17 approaches the rail center side.
[0051]
Further, by closing the restraint area 75 with the restraint bar 77, the restrained bar 17 is sandwiched between the restraint bar 77 and the rear side surface of the restraint carriage main body 63 while maintaining the state where the restraint bar 17 can move in the longitudinal direction of the restraint area 75. Therefore, it is promoted that the restrained rod 17 moves toward the rail center side while the airplane 3 is being transported to the predetermined second destination.
[0052]
Before moving the airplane 3 from the predetermined first destination, Engagement When the engagement pin 55 is lowered and engaged with the guide rail 7 by the operation of the actuator 57, the traveling of the airplane self-propelled transfer vehicle 9 in the rail direction of the guide rail 7 is stabilized. Further, even when the airplane self-propelled transfer vehicle 9 changes the traveling direction during the transfer to the predetermined second destination, or temporarily during the transfer to the predetermined second destination. Even when the wheel 15 is punctured, the airplane self-propelled transfer vehicle 9 and the antenna 19 do not interfere with each other as described above.
[0053]
As described above, according to the embodiment of the present invention, the pair of rear wheels 15 is relatively placed in the holding space 31 while avoiding interference between the airplane self-propelled transfer vehicle 9 and the antenna 19 in the airplane 3. Since the pair of rear wheels 15 can be lifted and held by the wheel holding unit 33, the airplane 3 can be moved to a predetermined destination (the predetermined first destination, the predetermined destination without using the connecting rod). It is possible to move to a predetermined second destination) and to minimize the shake of the airplane 3 during the transfer. Therefore, while avoiding interference with obstacles (including other airplanes) on the way to the predetermined destination, the airplane 3 can be easily transferred in a short time, and the efficiency of the transfer work of the airplane 3 can be improved. improves.
[0054]
Further, even if the airplane self-propelled transfer vehicle 9 changes the traveling direction during the transfer of the airplane 3, the airplane self-propelled transfer vehicle 9 and the antenna 19 do not interfere with each other. Even if the travel route (transfer route) up to is complicated, the airplane 3 can be transported to the predetermined destination.
[0055]
Furthermore, the restraint rod 17 of the airplane 3 is not greatly separated from the rail center of the guide rail 7, and the airplane 3 is transported to the predetermined second destination while restraining the airplane 3 with respect to the deck 5. Therefore, the plane center of the plane does not move away from the center of the rail during the transport of the plane, and the side slip of the plane accompanying the movement of the plane-equipped ship (perpendicular to the rail direction). (Slip in the orthogonal direction) and overturning can be eliminated.
[0056]
Note that the present invention is not limited to the description of the above-described embodiment of the invention, and can be appropriately modified as follows.
[0057]
That is, the self-propelled transfer vehicle 9 for an airplane can be used on land other than the deck 5 of an airplane-mounted ship, and an airplane other than a helicopter can also be transferred.
[0058]
The airplane self-propelled transfer vehicle 9 can also transfer the airplane 3 on the deck 5 of the airplane-mounted ship regardless of the presence or absence of the guide rail 7.
[0059]
Further, in the holding mode of the pair of rear wheels 15, by inserting the engagement pins into the engagement holes formed on both sides of the pair of rear wheels 15, and moving the engagement pins upward, You may make it hold | maintain so that the rear-wheel 15 may be lifted.
[0060]
【The invention's effect】
According to the invention of any one of claims 1 to 5, the steering wheel is moved while avoiding interference between the self-propelled transfer vehicle for an airplane and the projection member in the airplane. Since the steering wheel can be held by being relatively moved into the holding space and lifted by the wheel holding unit, the airplane can be transferred to a predetermined destination without using the connecting rod. This can minimize the run-out of the airplane during transfer. Therefore, while avoiding interference with an obstacle on the way to the predetermined destination, the airplane can be easily transferred in a short time, and the efficiency of the airplane transfer work is improved.
[0061]
According to the invention of any one of claims 2 to 6, even if the airplane self-propelled transfer vehicle changes a traveling direction during the airplane transfer, the airplane airplane Since the traveling transport vehicle and the protruding member do not interfere with each other, even if the travel route (transfer route) to the predetermined destination is complicated, the airplane is brought to the predetermined destination. Can be transported.
[0062]
According to the invention of any one of claims 4 to 6, the restraint rod of the airplane is not separated from the center of the rail of the guide rail, and the airplane is placed against the deck. The plane can be transported to the predetermined destination under the restrained condition, so that the plane center of the plane does not move away from the rail center during the plane transfer, and the plane mounted It is possible to eliminate side slip (slip in an orthogonal direction perpendicular to the rail direction) and toppling due to the shaking of the ship.
[Brief description of the drawings]
FIG. 1 (a) is a plan view of an aircraft transport vehicle according to an embodiment of the present invention, and FIG. 1 (b) is a view of FIG. 1 (a) viewed from below. .
FIG. 2 is a perspective view of an aircraft transport vehicle according to an embodiment of the present invention.
FIG. 3 is a perspective view of a wheel holding unit in an aircraft transport vehicle according to an embodiment of the present invention.
FIG. 4 is a diagram showing an aircraft restraint transport apparatus according to an embodiment of the present invention.
FIG. 5 is a perspective view showing a state before restraint by the restraint carriage for airplane according to the embodiment of the present invention.
FIG. 6 (a) is a plan view of an airplane restraint carriage according to an embodiment of the present invention, and FIG. 6 (b) is a view along line II in FIG. 6 (a). is there.
FIG. 7 is a diagram in FIG. II-II It is the figure along the line.
[Explanation of symbols]
1 Airborne restraint transfer device
3 Airplane
5 Deck
7 Guide rail
9 Self-propelled transfer vehicles for airplanes
11 Air restraint cart
15 Rear wheel
17 Restraint rod
21 Transport vehicle body
25 Self-propelled motor
27 Drive wheels
31 Holding space
33 Wheel holding unit
53 Passing Recess
55 engaging pin
63 Restraint cart body
71 First arm
73 Second arm
75 Restraint Area
77 Restraint Bar
79 First centering pin
81 1st spring
83 Second centering pin
85 Second spring

Claims (6)

In an airplane self-propelled transport vehicle that transports an airplane,
A transfer vehicle body;
A self-propelled motor provided in the transfer vehicle body;
Drive wheels linked to the output shaft of the self-propelled motor;
The steering wheel of the airplane is held so as to be lifted in a holding space in the vicinity of the front central portion of the carriage body, with the wheels other than the steering wheel in the airplane being in contact with the ground. A wheel holding unit;
With
A passage recess that communicates with the holding space is formed in the transfer vehicle body from a front center portion to a rear center portion, and when the steering wheel is relatively advanced into the holding space, A self-propelled transfer vehicle for an airplane, characterized in that a projecting member spaced apart and provided in the vicinity of the steering wheel passes through the passage recess relatively. An arc in which a length of up to the projecting member and the radius of curvature from the wheel center of Toshikatsu the steering wheel holding center of the wheel-holder unit, configured to such side portion after said transfer wheel body is located The self-propelled transfer vehicle for airplanes according to claim 1 characterized by becoming. An engagement pin provided on the transfer vehicle body and engageable with a groove-shaped guide rail laid on the floor surface;
The self-propelled transfer vehicle for airplane according to claim 1 or 2, characterized by comprising: For airplanes that transport an airplane with a restrained rod in the center of the airplane in the rail direction of a groove-shaped guide rail laid on the upper surface of the airplane while keeping it restrained so as not to leave the deck of the airplane-mounted ship In the restraint transfer device,
A self-propelled transfer vehicle for airplane according to claim 1 or claim 2,
It said movable in the guide rail to the rail direction and are undetachable supported, the first arm and the restraining carriage body having a second arm facing in between the rails the center of the guide rail on the rear side,
A restraining bar capable of opening and closing a restraining area formed between the first arm and the second arm, and restraining the restrained bar so as not to leave the restraining area by closing the restraining area;
The restraint rod is provided on the first arm side with respect to the rail center in the restraint carriage main body and prevents the restrained rod being restrained from moving toward the first arm side, A plurality of first centering pins that allow movement toward the center of the rail;
The restraint rod is provided on the second arm side with respect to the rail center of the restraint carriage main body, and the restrained rod is prevented from moving toward the second arm side while the restraint rod is A plurality of second centering pins that allow movement toward the center of the rail;
An airplane restraint and transfer device comprising: A plurality of said first biasing member to the projecting direction of the plurality can be biased respectively projecting a first centering pin with respect to the side plane of the constraining carriage body,
A plurality of the second urging member to the protruding direction of the plurality can be biased respectively projecting the second centering pin to the side plane of the constraining carriage body,
With
Each first centering pin and nonrotatably each configured around a retractable and axis to the side plane of the constraining carriage body, the facing the first arm to the distal ends of the first centering pin Each of the first centering pins has an urging force of the first urging member when the constrained bar abuts against the first inclined surface of each of the first centering pins from the first arm side. anti together to each configured retracts to the side plane of the constraining carriage body,
Each second centering pins unrotatably each configured around a retractable and axis infested to the side plane of the constraining carriage body, the second arm towards the distal end of the second centering pin Each second centering pin is attached to the second urging member when the restrained bar hits the second inclined surface of each second centering pin from the second arm side. aircraft restraining transfer device according to claim 4, characterized in that formed by each configured retracts to the side plane of the restraining carriage body against the force. An engagement pin provided on the transfer vehicle body in the airplane self-propelled transfer vehicle, and engageable with the guide rail;
The airplane restraint transfer device according to claim 4 or 5, characterized by comprising:

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