WO2024061089A1 - 航空器牵引装置 - Google Patents

航空器牵引装置 Download PDF

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Publication number
WO2024061089A1
WO2024061089A1 PCT/CN2023/118718 CN2023118718W WO2024061089A1 WO 2024061089 A1 WO2024061089 A1 WO 2024061089A1 CN 2023118718 W CN2023118718 W CN 2023118718W WO 2024061089 A1 WO2024061089 A1 WO 2024061089A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
frame
connecting groove
driving
driving wheel
Prior art date
Application number
PCT/CN2023/118718
Other languages
English (en)
French (fr)
Inventor
胡华智
丁凯
Original Assignee
亿航智能设备（广州）有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 亿航智能设备（广州）有限公司 filed Critical 亿航智能设备（广州）有限公司
Publication of WO2024061089A1 publication Critical patent/WO2024061089A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/22—Ground or aircraft-carrier-deck installations for handling aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F1/00—Ground or aircraft-carrier-deck installations
    • B64F1/22—Ground or aircraft-carrier-deck installations for handling aircraft
    • B64F1/223—Ground or aircraft-carrier-deck installations for handling aircraft for towing aircraft
    • B64F1/225—Vehicles specially adapted therefor, e.g. aircraft tow tractors
    • B64F1/227—Vehicles specially adapted therefor, e.g. aircraft tow tractors for direct connection to aircraft, e.g. tow tractors without towing bars
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/80—Energy efficient operational measures, e.g. ground operations or mission management

Definitions

  • the invention relates to the technical field of aircraft, and in particular to an aircraft traction device.
  • an aircraft tractor After landing on the runway, some aircraft need to be towed to a hangar or other parking location by an aircraft tractor.
  • the aircraft tractor is connected to the nose landing gear of the aircraft through a tow bar with a buffer device.
  • the aircraft tractor When the aircraft tractor is traveling, the aircraft is dragged along with it by the tow bar.
  • the aircraft towed by the aircraft tractor has a large turning radius, and since both the aircraft tractor and the nose landing gear of the aircraft can turn, it is difficult to drive the aircraft tractor and it is difficult to achieve precise towing of the aircraft.
  • the purpose of the present invention is to provide an aircraft towing device to solve the problem of the current aircraft tractor having a large turning radius and difficulty in achieving precise towing when towing an aircraft.
  • An aircraft traction device includes a frame body, a driving mechanism and a connecting mechanism;
  • the driving mechanism includes a first driving wheel and a second driving wheel respectively rotatably connected to both sides of the frame.
  • first driving wheel and the second driving wheel rotate at the same speed and rotate in opposite directions, the frame rotation about a reference axis;
  • connection mechanism includes a connection seat and a connection component.
  • the connection component is fixedly connected to the connection seat and used to detachably connect to the front landing gear of the aircraft.
  • the connection seat is rotatably connected to the frame body, and the connection seat is rotatably connected to the frame body.
  • the rotation axis between the connecting seat and the frame coincides with the reference axis.
  • a connecting groove is provided on the connecting component, and an extending direction of the connecting groove is inclined with respect to the reference axis, and the front landing gear can be embedded in the connecting groove.
  • the connecting component is also provided with a locking piece, the locking piece is slidably connected to the connecting groove, and the locking piece is in the locked state with the connecting piece.
  • the slot forms a closed structure surrounding the nose landing gear.
  • a visual recognition mechanism is provided at one end of the frame.
  • the visual recognition mechanism includes a support rod and an image acquisition component. One end of the support rod is fixedly connected to the frame, so The other end of the support rod is rotatably connected to the image acquisition component.
  • one end of the frame is provided with a relief groove, and the first driving wheel and the second driving wheel are respectively located on both sides of the relief groove.
  • the relief groove is fan-shaped, and its center is located on the reference axis.
  • the number of the first driving wheels is set to two
  • the number of the second driving wheels is set to two
  • two of the first driving wheels and two of the second driving wheels are respectively arranged at the four corners of the frame body.
  • a first buffer member with elasticity is provided on a side of the locking member facing the connecting groove.
  • the connecting component also includes an electric cylinder, and both ends of the electric cylinder are connected to the connecting groove and the locking piece respectively; or,
  • the connecting component also includes a motor and a transmission assembly.
  • the motor is fixedly connected to the connecting groove.
  • the transmission assembly includes a gear connected to the main shaft of the motor and a rack slidably connected to the connecting groove.
  • the rack is fixedly connected to the locking member, and the gear meshes with the rack.
  • an elastic second buffer member is provided in the connecting groove.
  • the layout of the first driving wheel and the second driving wheel enables the frame to turn in situ on the reference axis, the connecting part can be detachably connected to the nose landing gear of the aircraft, both the connecting part and the connecting seat can rotate relative to the frame, and The rotation axis between the connecting seat and the frame body coincides with the reference axis.
  • This allows the frame body to still turn on the spot driven by the first and second driving wheels after the connecting mechanism is combined with the front landing gear, greatly reducing the size of the frame. It increases the turning radius of the towed aircraft and improves the towing accuracy.
  • Figure 1 is one of the schematic diagrams of the overall structure of the aircraft traction device invented
  • Figure 2 is the second schematic diagram of the overall structure of the aircraft traction device invented
  • the aircraft traction device of the present invention is schematically shown, including a frame 10, a driving mechanism and a connecting mechanism.
  • the frame 10 is used to carry the driving mechanism and the connecting mechanism.
  • the driving mechanism includes a first driving wheel 20 and a second driving wheel 30 that are respectively rotatably connected to both sides of the frame 10.
  • the first driving wheel 20 and the second driving wheel 30 are used to drive the frame 10 to travel in the airport or other working areas.
  • the frame 10 moves forward or backward; when the first driving wheel 20 and the second driving wheel 30 rotate at different speeds and rotate in the same direction, the frame 10 moves forward or backward; It turns forward or backward at the same time; when the first driving wheel 20 and the second driving wheel 30 rotate at the same speed and rotate in opposite directions, the frame 10 rotates around a reference axis.
  • the connection mechanism includes a connection base 40 and a connection part 50.
  • the connection part 50 is fixedly connected to the connection base 40 and is used to detachably connect to the front landing gear of the aircraft.
  • the connection base 40 is rotatably connected to the frame body 10.
  • the connection structure passes through the connection base 40.
  • the connecting component 50 connects the nose landing gear of the aircraft to the frame 10 to achieve towing of the aircraft.
  • the rotation axis between the connecting seat 40 and the frame body 10 coincides with the reference axis. Therefore, after the connecting mechanism is combined with the front landing gear, the frame body 10 can still remain in place driven by the first driving wheel 20 and the second driving wheel 30. Steering (the connecting base 40 rotates relative to the frame body 10 so that the nose landing gear does not rotate in space) realizes a very small radius steering of the aircraft when being towed, thereby enabling precise control of the aircraft's towing trajectory and parking position.
  • the connecting member 50 is provided with a connecting groove 51 , the extending direction of the connecting groove 51 is inclined to the reference axis, and the front landing gear can be embedded in the connecting groove 51 .
  • the inclined connecting groove 51 can match the nose landing gear of the aircraft that is also inclined, so that the contact area between the connecting groove 51 and the nose landing gear is larger, so as to avoid local deformation of the nose landing gear caused by the small contact area.
  • the connecting groove 51 has a C-shaped cross section to adapt to the cylindrical front landing gear support rod 61 .
  • one end of the connecting component 50 is rotatably connected to the connecting base 40 so that the connecting component 50 can be pitch-adjusted relative to the connecting base 40.
  • the connecting component 50 of this structure can adapt to a variety of needs. aircraft nose landing gear with different tilt angles; the pitch adjustment of the connecting part 50 and the connecting base 40 is adjusted by a hydraulic cylinder.
  • the two ends of the hydraulic cylinder are connected to the connecting base 40 and the connecting part 50 respectively.
  • the hydraulic cylinder, the connecting base 40 and the connecting The components 50 are arranged in a triangular shape.
  • the connecting component 50 is also provided with a locking piece 52.
  • the locking piece 52 is slidably connected to the connecting slot 51.
  • the locking piece 52 forms a locking state with the connecting slot 51.
  • a closed structure surrounds the front landing gear, and the locking member 52 avoids the opening of the connecting groove 51 in the unlocked state to allow the front landing gear to be inserted into or out of the connecting groove 51 .
  • a first buffer member with elasticity is provided on the side of the locking member 52 facing the connecting groove 51.
  • the first buffer member is preferably a rubber pad to serve as a gap between the locking member 52 and the front landing gear.
  • the connecting component 50 also includes an electric cylinder.
  • the two ends of the electric cylinder are connected to the connecting groove 51 and the locking member 52 respectively.
  • the telescopic direction of the electric cylinder is perpendicular to the extending direction of the connecting groove 51.
  • the electric cylinder extends to drive the locking member 52 to move. When the electric cylinder reaches the opening of the connecting slot 51 , the electric cylinder contracts to drive the locking member 52 to be positioned at the opening of the connecting slot 51 .
  • One side of the connecting component 50 is provided with a slide rail arranged perpendicularly to each other.
  • the locking member 52 is slidably connected to the slide rail.
  • the electric cylinder is fixedly connected to one end of the slide rail and both are arranged in parallel.
  • the slide rail is arranged so that the locking The component 52 can be stably connected to the connecting component 50.
  • a visual recognition mechanism 60 is provided at one end of the frame 10.
  • the visual recognition mechanism 60 includes a support rod 61 and an image acquisition component 62.
  • One end of the support rod 61 is fixedly connected to the frame 10, and the other end of the support rod 61 is rotatably connected to the image acquisition component 62.
  • the image acquisition component 62 is used to collect environmental images around the frame 10 to provide the possibility for automatic driving.
  • the image acquisition component 62 can rotate relative to the support rod 61, so that the image acquisition component 62 can be adjusted in pitch to identify the identification code at the bottom of the aircraft fuselage, thereby towing the target aircraft.
  • a clearance groove 11 is provided at the other end of the frame 10, that is, the clearance groove 11 and the visual recognition mechanism 60 are respectively located at the two ends of the frame 10, and the first drive wheel 20 and the second drive wheel 30 are respectively located on both sides of the clearance groove 11.
  • the connecting component 50 is combined with the front landing gear of the aircraft, the front landing gear is located in the clearance groove 11.
  • the clearance groove 11 is fan-shaped, and its center is located on the reference axis. The clearance groove 11 of this structure can reduce the visual recognition error requirement of the image acquisition component 62 and reduce the collision probability between the frame 10 and the front landing gear.
  • the driving mechanism also includes a first driving component and a second driving component.
  • the first driving component includes a first driving motor and two first transmission shafts.
  • the first driving motor is fixedly connected to the frame 10.
  • the first driving motor passes through two first drive shafts.
  • a first transmission shaft is connected to the two first driving wheels 20.
  • the first driving motor drives the first transmission shaft to rotate to drive the first driving wheel 20 to rotate relative to the frame 10.
  • the main shaft of the first driving motor and the first transmission shaft can be connected through the existing bevel gear set, and the connection between the first transmission shaft and the first driving wheel 20 can also be connected through the existing bevel gear set.
  • the second drive assembly includes a second drive motor and two second transmission shafts.
  • the second drive motor is fixedly connected to the frame 10.
  • the first drive motor and the second drive motor are respectively located on both sides of the frame 10.
  • the second drive motor The motors are respectively connected to the two second driving wheels 30 through two second transmission shafts.
  • the second driving motor drives the second transmission shafts to rotate to drive the second driving wheels 30 to rotate relative to the frame 10.
  • the main shaft of the second driving motor is connected to the two second driving wheels 30.
  • the second transmission shaft can be connected through an existing bevel gear set, and the second transmission shaft and the second driving wheel 30 can also be connected through an existing bevel gear set.
  • the connecting component 50 includes a motor and a transmission assembly.
  • the motor is fixedly connected to the connecting groove 51 .
  • the transmission assembly includes a gear connected to the main shaft of the motor and a rack slidably connected to the connecting groove 51 .
  • the rack is fixedly connected to the locking member 52, and the gear and the rack are meshed. Through this transmission assembly, the motor can be used to drive the locking member 52 to move relative to the connecting groove 51.
  • the layout of the first driving wheel 20 and the second driving wheel 30 enables the frame 10 to turn in situ on the reference axis
  • the connecting component 50 can be detachably connected to the nose landing gear of the aircraft
  • the connecting component 50 and The connecting seats 40 can all rotate relative to the frame body 10
  • the rotation axis between the connecting seat 40 and the frame body 10 coincides with the reference axis.
  • This allows the frame body 10 to rotate between the first driving wheel 20 and the front landing gear after the connecting mechanism is combined with the front landing gear.
  • the second driving wheel 30 it can still turn on the spot, which greatly reduces the turning radius of the towed aircraft and improves the towing accuracy.
  • the aircraft towing device of the embodiment of the present invention enables the frame to turn in situ on the reference axis through the layout of the first driving wheel and the second driving wheel, the connecting component can be detachably connected to the front landing gear of the aircraft, the connecting component and the connecting seat can both rotate relative to the frame, and the rotation axis between the connecting seat and the frame coincides with the reference axis, so that after the connecting mechanism is combined with the front landing gear, the frame can still turn in situ under the drive of the first driving wheel and the second driving wheel, greatly reducing the turning radius of the towed aircraft and improving the towing accuracy. Therefore, it has industrial applicability.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
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Abstract

一种航空器牵引装置，包括架体（10）、驱动机构和连接机构，驱动机构包括分别转动连接于架体（10）的两侧的第一驱动轮（20）和第二驱动轮（30），第一驱动轮（20）和第二驱动轮（30）的布局使得架体（10）能够在参考轴线上原地转向，第一驱动轮（20）和第二驱动轮（30）转速相同且旋转方向相反时，架体绕一参考轴线转动，连接机构包括连接座（40）和连接部件（50），连接部件（50）固定连接于连接座（40）并用于可拆卸地与航空器的前起落架连接，连接座可转动地连接于架体，且连接座和架体之间的转动轴线与参考轴线重合，使得连接机构与前起落架结合后，极大地缩小了受拖曳的航空器的转弯半径，提高拖曳精度。

Description

航空器牵引装置 技术领域
本发明涉及航空器技术领域，尤其涉及一种航空器牵引装置。
 背景技术
部分航空器在降落至跑道后，需要通过航空器牵引车将其牵引至机库或其他停泊位置。航空器牵引车通过一根具有缓冲装置的牵引杆连接于航空器的前起落架，航空器牵引车行驶时通过该牵引杆拖动航空器随之一同运动。然而，航空器牵引车拖曳的航空器转向半径较大，且由于航空器牵引车和航空器的前起落架均能够转向，因此，受航空器牵引车的驾驶难度较高，难以实现航空器的精准拖曳。
 技术问题
为了克服现有技术的不足，本发明的目的在于提供一种航空器牵引装置，以解决目前的航空器牵引车拖曳航空器时转弯半径大且难以实现精准拖曳的问题。
 技术解决方案
本发明的目的采用如下技术方案实现：
一种航空器牵引装置，包括架体、驱动机构和连接机构；
所述驱动机构包括分别转动连接于所述架体的两侧的第一驱动轮和第二驱动轮，所述第一驱动轮和第二驱动轮转速相同且旋转方向相反时，所述架体绕一参考轴线转动；
所述连接机构包括连接座和连接部件，所述连接部件固定连接于所述连接座并用于可拆卸地与航空器的前起落架，所述连接座可转动地连接于所述架体，且所述连接座和架体之间的转动轴线与所述参考轴线重合。
在某些可选地实施例中，所述连接部件上设有连接槽，所述连接槽的延伸方向与所述参考轴线倾斜设置，所述前起落架能够嵌设于所述连接槽。
在某些可选地实施例中，所述连接部件还设有锁止件，所述锁止件可滑动地连接于所述连接槽，所述锁止件在锁止状态时与所述连接槽形成一封闭结构以环绕所述前起落架。
在某些可选地实施例中，所述架体的一端设有视觉识别机构，所述视觉识别机构包括支撑杆和图像采集部件，所述支撑杆的一端固定连接于所述架体，所述支撑杆的另一端转动连接于所述图像采集部件。
在某些可选地实施例中，所述架体的一端设有让位凹槽，所述第一驱动轮和第二驱动轮分别位于所述让位凹槽的两侧。
在某些可选地实施例中，所述让位凹槽呈扇形，且其圆心位于所述参考轴线。
在某些可选地实施例中，所述第一驱动轮的数量设有两个，所述第二驱动轮的数量设有两个，两个所述第一驱动轮和两个所述第二驱动轮分别布置于所述架体的四个角。
在某些可选地实施例中，所述锁止件对着所述连接槽的一侧设有具有弹性的第一缓冲件。
在某些可选地实施例中，所述连接部件还包括电缸，所述电缸的两端分别连接于所述连接槽和锁止件；或者，
所述连接部件还包括电机和传动组件，所述电机固定连接于所述连接槽，所述传动组件包括连接于所述电机的主轴的齿轮以及可滑动地连接于所述连接槽的齿条，所述齿条固定连接于所述锁止件，所述齿轮和齿条相啮合。
在某些可选地实施例中，所述连接槽内设有具有弹性的第二缓冲件。
 有益效果
相比现有技术，本发明的有益效果在于：
第一驱动轮和第二驱动轮的布局使得架体能够在参考轴线上原地转向，连接部件能够与航空器的前起落架可拆卸地相连接，连接部件和连接座均能够相对架体转动，且连接座与架体之间的转动轴线与参考轴线重合，这使得连接机构与前起落架结合后，架体在第一驱动轮和第二驱动轮的驱动下仍然能够原地转向，极大地缩小了受拖曳的航空器的转弯半径，提高了拖曳精度。
 附图说明
图1为发明的航空器牵引装置的整体结构示意图之一；
图2为发明的航空器牵引装置的整体结构示意图之二；
图中：10、架体；11、让位凹槽；20、第一驱动轮；30、第二驱动轮；40、连接座；50、连接部件；51、连接槽；52、锁止件；60、视觉识别机构；61、支撑杆；62、图像采集部件。
 本发明的实施方式
为了便于理解本发明，下面将参照相关附图对本发明进行更全面的描述。附图中给出了本发明的较佳的实施例。但是，本发明可以用许多不同的形式来实现，并不限于本文所描述的实施例。相反地，提供这些实施例的目的是使对本发明的公开内容的理解更加透彻全面。
需要说明的是，当元件被称为“固定于”另一个元件，它可以直接在另一个元件上或者也可以存在居中的元件。当一个元件被认为是“连接”另一个元件，它可以是直接连接到另一个元件或者可能同时存在居中元件。本文所使用的术语“垂直的”、“水平的”、“左”、“右”以及类似的表述只是为了说明的目的。
除非另有定义，本文所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本文中在本发明的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本发明。本文所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。
实施例1
结合图1和图2所示，示意性地显示了本发明的航空器牵引装置，包括架体10、驱动机构和连接机构。
架体10用于承载驱动机构和连接机构。驱动机构包括分别转动连接于架体10的两侧的第一驱动轮20和第二驱动轮30，第一驱动轮20和第二驱动轮30用于驱动架体10在机场或其他工作区域行进，第一驱动轮20和第二驱动轮30转速相同且旋转方向相同时，架体10前进或后退；第一驱动轮20和第二驱动轮30转速不同且旋转方向相同时，架体10在前进或后退的同时转向；第一驱动轮20和第二驱动轮30转速相同且旋转方向相反时，架体10绕一参考轴线转动。
连接机构包括连接座40和连接部件50，连接部件50固定连接于连接座40并用于可拆卸地与航空器的前起落架，连接座40可转动地连接于架体10，连接结构通过连接座40和连接部件50将航空器的前起落架与架体10相连接，以实现对航空器的牵引。连接座40和架体10之间的转动轴线与参考轴线重合，因此，连接机构与前起落架结合后，架体10在第一驱动轮20和第二驱动轮30的驱动下仍然能够原地转向（连接座40相对架体10旋转，使前起落架在空间上没有转动），实现了航空器在被拖曳时的极小半径转向，由此能够对航空器的拖曳轨迹、停泊位置进行精准控制。
现有的航空器牵引车，多数是前轮或后轮转向的，当需要将航空器拖曳至某一预先设定的位置时，驾驶员或自动驾驶装置需驾驶牵引车反复前后行驶并转向，以微调航空器的停泊位置。这非常依赖驾驶员的驾驶经验且极其耗费时间，若是自动驾驶装置驾驶牵引车，这一微调停泊位置的过程需要复杂的算法。
进一步的，连接部件50上设有连接槽51，连接槽51的延伸方向与参考轴线倾斜设置，前起落架能够嵌设于连接槽51。倾斜设置的连接槽51能够匹配同样是倾斜设置的航空器的前起落架，使得连接槽51和前起落架的接触面积更大，以免二者接触面积过小导致前起落架局部形变。在本实施例中，连接槽51的横截面呈C形，以适应圆柱形的前起落架支撑杆61。当然，在某些可选的实施例中，连接部件50的一端可转动地连接于连接座40，以使得连接部件50能够相对于连接座40进行俯仰调节，该结构的连接部件50能够适应多种倾斜角度不同的航空器前起落架；连接部件50与连接座40的俯仰调节通过液压缸调节，该液压缸的两端分别连接于连接座40和连接部件50，液压缸、连接座40和连接部件50呈三角形布置。
为了防止前起落架与连接槽51意外脱离，连接部件50还设有锁止件52，锁止件52可滑动地连接于连接槽51，锁止件52在锁止状态时与连接槽51形成一封闭结构以环绕前起落架，锁止件52在解锁状态时避让连接槽51的开口以允许前起落架嵌入或脱出连接槽51。在本实施例中，锁止件52对着连接槽51的一侧设有具有弹性的第一缓冲件，第一缓冲件优选为橡胶垫，以作为锁止件52与前起落架之间的缓冲结构，以防前起落架与锁止件52碰撞；同理，连接槽51内设有具有弹性的第二缓冲件，第二缓冲件优选为橡胶垫，以作为连接槽51与前起落架之间的缓冲结构，以防前起落架与连接槽51碰撞。连接部件50还包括电缸，电缸的两端分别连接于连接槽51和锁止件52，电缸的伸缩方向与连接槽51的延伸方向相互垂直，电缸伸展以驱动锁止件52运动至连接槽51的开口处，电缸收缩以驱动锁止件52让位于连接槽51的开口。
连接部件50的一侧设置有与其相互垂直设置的滑轨，锁止件52可滑动地连接于滑轨，电缸固定连接于滑轨的一端且二者平行设置，滑轨的设置使得锁止件52能够稳定地与连接部件50相连接。
架体10的一端设有视觉识别机构60，视觉识别机构60包括支撑杆61和图像采集部件62，支撑杆61的一端固定连接于架体10，支撑杆61的另一端转动连接于图像采集部件62，图像采集部件62用于采集架体10周围的环境图像，为自动驾驶提供可能，同时，图像采集部件62可相对支撑杆61转动，使得图像采集部件62能够俯仰调节，以识别航空器机身底部的识别码，进而牵引目标航空器。架体10的另一端设有让位凹槽11，即让位凹槽11和视觉识别机构60分别位于架体10的两端，第一驱动轮20和第二驱动轮30分别位于让位凹槽11的两侧，当连接部件50与航空器的前起落架相结合时，前起落架位于让位凹槽11内。让位凹槽11呈扇形，且其圆心位于参考轴线，该结构的让位凹槽11能够降低图像采集部件62的视觉识别误差要求，降低架体10与前起落架的碰撞几率。
在本实施例中，第一驱动轮20的数量设有两个，第二驱动轮30的数量设有两个，两个第一驱动轮20和两个第二驱动轮30分别布置于架体10的四个角。驱动机构还包括第一驱动组件和第二驱动组件，第一驱动组件包括第一驱动电机和两个第一传动轴，第一驱动电机固定连接在架体10上，第一驱动电机分别通过两个第一传动轴连接于两个第一驱动轮20，第一驱动电机带动第一传动轴转动，以驱动第一驱动轮20相对架体10转动，第一驱动电机的主轴与第一传动轴的连接可通过现有的伞齿轮组连接，第一传动轴与第一驱动轮20的连接也可通过现有的伞齿轮组连接。第二驱动组件包括第二驱动电机和两个第二传动轴，第二驱动电机固定连接在架体10上，第一驱动电机和第二驱动电机分别位于架体10的两侧，第二驱动电机分别通过两个第二传动轴连接于两个第二驱动轮30，第二驱动电机带动第二传动轴转动，以驱动第二驱动轮30相对架体10转动，第二驱动电机的主轴与第二传动轴的连接可通过现有的伞齿轮组连接，第二传动轴与第二驱动轮30的连接也可通过现有的伞齿轮组连接。
实施例2
本实施例与实施例1的区别在于，连接部件50包括电机和传动组件，电机固定连接于连接槽51，传动组件包括连接于电机的主轴的齿轮以及可滑动地连接于连接槽51的齿条，齿条固定连接于锁止件52，齿轮和齿条相啮合，通过该传动组件，可实现使用电机驱动锁止件52相对连接槽51运动。
综上所述，第一驱动轮20和第二驱动轮30的布局使得架体10能够在参考轴线上原地转向，连接部件50能够与航空器的前起落架可拆卸地相连接，连接部件50和连接座40均能够相对架体10转动，且连接座40与架体10之间的转动轴线与参考轴线重合，这使得连接机构与前起落架结合后，架体10在第一驱动轮20和第二驱动轮30的驱动下仍然能够原地转向，极大地缩小了受拖曳的航空器的转弯半径，提高了拖曳精度。
以上所述仅为本发明的实施例，并非因此限制本发明的专利范围，凡是利用本发明说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本发明的专利保护范围内。
 工业实用性
本发明实施例的航空器牵引装置，通过第一驱动轮和第二驱动轮的布局使得架体能够在参考轴线上原地转向，连接部件能够与航空器的前起落架可拆卸地相连接，连接部件和连接座均能够相对架体转动，且连接座与架体之间的转动轴线与参考轴线重合，这使得连接机构与前起落架结合后，架体在第一驱动轮和第二驱动轮的驱动下仍然能够原地转向，极大地缩小了受拖曳的航空器的转弯半径，提高了拖曳精度。因此,具有工业实用性。

Claims (10)

  1. 一种航空器牵引装置，包括架体、驱动机构和连接机构；
    所述驱动机构包括分别转动连接于所述架体的两侧的第一驱动轮和第二驱动轮，所述第一驱动轮和第二驱动轮转速相同且旋转方向相反时，所述架体绕一参考轴线转动；
    所述连接机构包括连接座和连接部件，所述连接部件固定连接于所述连接座并用于可拆卸地与航空器的前起落架，所述连接座可转动地连接于所述架体，且所述连接座和架体之间的转动轴线与所述参考轴线重合。
  2. 根据权利要求1所述的航空器牵引装置，其中，所述连接部件上设有连接槽，所述连接槽的延伸方向与所述参考轴线倾斜设置，所述前起落架能够嵌设于所述连接槽。
  3. 根据权利要求2所述的航空器牵引装置，其中，所述连接部件还设有锁止件，所述锁止件可滑动地连接于所述连接槽，所述锁止件在锁止状态时与所述连接槽形成一封闭结构以环绕所述前起落架。
  4. 根据权利要求1所述的航空器牵引装置，其中，所述架体的一端设有视觉识别机构，所述视觉识别机构包括支撑杆和图像采集部件，所述支撑杆的一端固定连接于所述架体，所述支撑杆的另一端转动连接于所述图像采集部件。
  5. 根据权利要求2所述的航空器牵引装置，其中，所述架体的一端设有让位凹槽，所述第一驱动轮和第二驱动轮分别位于所述让位凹槽的两侧。
  6. 根据权利要求5所述的航空器牵引装置，其中，所述让位凹槽呈扇形，且其圆心位于所述参考轴线。
  7. 根据权利要求1所述的航空器牵引装置，其中，所述第一驱动轮的数量设有两个，所述第二驱动轮的数量设有两个，两个所述第一驱动轮和两个所述第二驱动轮分别布置于所述架体的四个角。
  8. 根据权利要求3所述的航空器牵引装置，其中，所述锁止件对着所述连接槽的一侧设有具有弹性的第一缓冲件。
  9. 根据权利要求3所述的航空器牵引装置，其中，所述连接部件还包括电缸，所述电缸的两端分别连接于所述连接槽和锁止件；或者，
    所述连接部件还包括电机和传动组件，所述电机固定连接于所述连接槽，所述传动组件包括连接于所述电机的主轴的齿轮以及可滑动地连接于所述连接槽的齿条，所述齿条固定连接于所述锁止件，所述齿轮和齿条相啮合。
  10. 根据权利要求2所述的航空器牵引装置，其中，所述连接槽内设有具有弹性的第二缓冲件。
PCT/CN2023/118718 2022-09-21 2023-09-14 航空器牵引装置 WO2024061089A1 (zh)

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