DE3302771A1 - Towing vehicle for aircraft - Google Patents

Abstract

In a towing vehicle for manoeuvring aircraft, a towing arm is connected in an articulated manner between the towing vehicle and the coupling point on the aircraft nosewheel leg. In order to improve the shunting capability and the interaction between the towing vehicle and the aircraft, the articulated attachment point of the towing arm to the towing vehicle is arranged between its front and rear axle, preferably in its central third.

Description

The invention relates to a towing vehicle

according to the preamble of claim 1.

A towing vehicle of this type is known from DE-OS 30 20 823, However, this has the disadvantage of a relatively high maneuvering effort. Will For example, if the aircraft is pushed backwards away from the boarding terminal, the tow bar must be coupled to the bow of the tow vehicle, whereas in the case when the aircraft To be towed, the tow bar must be coupled to the rear of the tow vehicle is. When towing with a conventionally articulated tow bar, there can be Furthermore, the disadvantage arise that as a result of the game at the articulation points Shocks are transmitted that. lead to longitudinal vibrations in the towing structure, whereby on the one hand the bow construction can be endangered and on the other hand the stern of the Tow vehicle can be pushed sideways.

This process is particularly important when initiating braking maneuvers not always avoidable.

In this case, the aircraft will push the tow vehicle in front of you, without the towing vehicle acting in the intended towing direction Can exercise steering force.

The invention is therefore based on the task of.; and to improve the interaction between the tow vehicle and the aircraft.

This task is achieved by the features from the characterizing part of the claim 1 solved. This has the advantage that with only one point of articulation Flight stuff can be pushed and pulled, in the case of the introduction of thrust from the aircraft via the tow bar on the tow vehicle Deflection force that changes the direction of the towing vehicle and destabilizes it of the towing formation can be eliminated or reduced as far as possible can.

In a preferred embodiment, the articulation point is the tow bar arranged in the vertical axis of the towing vehicle, which is characterized by that thrust or tensile forces introduced perpendicular to the vertical axis do not cause any moments, which could lead to a change of direction of the towing vehicle. The tow vehicle remains directionally stable even under extreme loads.

Usually the point of articulation is deep in the towing vehicle attached so that no interference can result from a tilting moment.

In the operating state in which the aircraft is mostly towed, it can be advantageous if the articulation point is set just behind the vertical axis is so that in critical situations such as partial exposure the grip of the SchleDpfahr-stuff due to black ice or oil contamination a self-stabilizing yaw moment in the towing direction into the Tow vehicle can be initiated.

In an analogous manner, but with the opposite sign, it can be in the Operating state in which the aircraft is being pushed, the articulation point may be advantageous shortly before the vertical axis, i.e. between the vertical axis and the front axle of the towing vehicle to arrange.

In the operating condition in which the aircraft is mostly in close proximity F: Aum is to be maneuvered, with essentially only low thrust and towing forces work is that Articulation in the vertical axis appropriate, this arrangement offers advantages especially for towing vehicles that have a chassis that a rotation of the vehicle in place or around its vertical axis is allowed. The tow vehicle can thus be used without displacement i.e.

without moving forwards, backwards or sideways in any direction of pushing or pulling be brought, which enables maneuvering of the aircraft in a confined space In order to find the optimal position for the articulation point for all operating situations to maintain the tow bar on the tow vehicle, it can therefore be advantageous the articulation point in positions between the front axle and the vertical axis, in the vertical axis or between To arrange vertical and rear axles adjustable.

Of the undercarriages, which result in particularly good maneuverability, i.e., which enable the towing vehicle to turn in place, crawler tracks are suitable or P; ad trolleys the one wheel slide steering that has the same effect as a caterpillar steering system exhibit.

In a preferred embodiment, the tow bar according to Art a gripper arm designed with one end in the towing vehicle in a pivot bearing is mounted with a vertical axis of rotation and by means of a disengageable actuator is pivotable. The positioning of the tow bar to the nose wheel of the aircraft can thus be done automatically. For this it is also useful to use the gripper arm a folding link to subdivide into an inner and an outer articulated arm part, whereby the free end of the outer articulated arm part by means of one arranged on the joint Horizontal swivel device can also be adjusted in height. The outer gripper arm part is also in the inner gripper arm part can be folded, which has the advantage that the towing vehicle how a vehicle can be maneuvered without a tow bar.

The gripper arm has a gripper at its free end, which by means of a hydraulic or pneumatic actuator with a the coupling bolt located on the aircraft nose wheel can be locked without play. Since the Tow bar or the gripper arm in the tow vehicle is also supported without play is, the with conventionally articulated tow bars can be due to play Avoid dragging vibrations caused. It is advantageous that the hinge be deep to create a better starting position of the gripper to the different heights located coupling points on the nose wheel halls of the various types of aircraft will.

The gripping arm preferably has devices with which the axis of the gripper eye can be aligned coaxially with the axis of the coupling bolt. These one directions include actuators with which the gripper arm in its pivot bearing is pivotable, the outer gripping arm part in the joint can be displaced transversely in its axial direction is, the outer gripper arm can be rotated about its longitudinal axis in a pivot bearing is and with which the outer gripper arm part by means of a telescopic arrangement in its Length is changeable. The gripper can thus be operated remotely using the coupling bolt locked on the nose wheel pillar of the aircraft.

The alignment and locking of the grippers can be done by means of a Mapping system can also be carried out fully automatically.

For damping any towing vibrations that may occur in the towing formation and to avoid inadmissibly high tensile and compressive forces is the telescopic arrangement expediently equipped with a damping device.

The damping device, for example one via a control valve adjustable bypass in a hydraulic shock absorber, can be dependent on be controllable by the measured variables of a load cell arranged in the gripper arm. Appropriately the drive and braking power can also be controlled by means of these measured variables. Kit these measures can exclude overloads, so that on the previously common safety systems consisting of shear bolts and safety pins can be dispensed with.

To quickly find the gripper arm for each type of aircraft with the associated To be able to equip the gripper type is a quick coupling device at the free end of the gripper arm arranged. A magazine arranged on the towing vehicle is advantageous for this, which is designed in the shape of a sector and its storage compartments from the one in the inner gripper arm part folded outer gripper arm part accessible with its quick coupling device are.

In a preferred embodiment, the tow vehicle is with a Remote location and an ohlocation system provided. By means of the remote location system, expediently from a padar system arranged on the towing vehicle and a code sender arranged on the aircraft exists, the target with regard to aircraft ' t, and position recognized and except for a certain, the type of aircraft corresponding safety distance controlled. At the same time it becomes the recognized Aircraft type coupled to the corresponding gripper type. When reaching the safety distance, the outer part of the gripper arm is unfolded and the gripping pliers up to a distance brought about XQ cm to the docking point on the aircraft nose wheel. This positioning takes place on the basis of the data stored for the corresponding aircraft type.

The immediate coupling process is then via the localization system controllable, for example, two arranged at the coupling point on the nose wheel column Has infrared transmitter diodes, which are arranged with two position receiver devices arranged at the end of the gripper arm work together and control the lateral, sewing and twisting movements of the grippers until the exact coupling position is reached, whereupon the gripper closes and is locked. Then the electrical connection is made to the aircraft, whereupon the further control of the tow vehicle can take place from the aircraft.

Advantageously, the tow vehicle with the help of an im. floor routed line cable controllable.

An exemplary embodiment of the invention is described below with reference to the drawing described in more detail.

1 shows the side view of a towing vehicle with a aircraft coupled to the nose wheel column, Fig. 2 the tool, top view of the towing vehicle, Fig. 3 is a side view of part of the Greifarir. trained tow bar Fi. 4 shows the top view of the gripping arm and FIG. 5 shows a section of the nose wheel column the coupling point in the front view.

1 shows a towing vehicle provided with a caterpillar conveyor 1 2, to which an aircraft 4 is coupled via a tow bar designed as a gripping arm 3 is. The gripping arm 3 is at a coupling point having a coupling bolt 5 hinged to the nose wheel column 6 of the aircraft 4.

The gripping arm 3 is in the towing vehicle 2 in the vertical axis H in one backlash-free pivot bearing 7 articulated. The articulation point is to avoid overturning moments set low and is located in each embodiment between the front axle 8 and the rear axle 9 of the towing vehicle 2.

The gripping arm 3 is by means of a folding joint 10 in a 1 inner gripping arm part 11 and an outer gripper arm 12 divided. km pivot bearing 7 is located as required Switchable actuator (not shown) with the gripper arm 3 around the vertical axis H is pivotable. The swivel range is shown in FIG. He can with others Embodiments amount to 360 °. The vertical axis H is d u r c h g e k e n n z e i c h e t, the ene over the gripper arm perpendicular to the still axis n Tensile or compressive force no yaw moment the vehicle transfers. The vertical axis H also coincides with the axis of rotation around which the towing vehicle rotates rotates without forwards, backwards or sideways movement if the two caterpillars are in opposite directions are driven.

The inner gripper arm part 11 is U-shaped in cross section, the outer gripping arm part 12 can be folded in its upwardly open cavity.

3 shows the inner gripper arm part 11 with the pivot bearing 7. Im outer area, the gripping arm part 11 is angled downwards to the folding joint 10 deep to be able to start. The outer gripping arm part 12 has a pivot bearing 13 arranged by. which the gripper arm part 12 is rotatable about its longitudinal axis. That outer gripping arm part 12 also has a telescopic assembly 14 with telescopically extendable Gripping arm bolts through which the gripping arm 3 is adjustable in length.

From the illustration according to FIG. 4 it can be seen that the outer gripping arm part 12 also mounted cuerverscr.ieDlich in the folding joint 10 in its axial direction is.

The gripping arm 3 has on its pivot bearing 7, on the folding joint 10, on the Pivot bearing 13 and actuators on the telescope arrangement 1L (not shown) arranged, through which the end of the gripper arm in any position at the coupling point 5 can be brought to the Eugrad column 6 of the aircraft 4. The actuators on Pivot bearings 7 and on the pivot runner 1) are after coupling the gripper arm 3 can be decoupled from the aircraft 4 in order to prevent undesired torque inputs into the towing vehicle 2 and the coupling point 5 to avoid.

The telescope assembly 14 is also provided with a D attenuation device (not shown) provided, for example from a hydraulic shock absorber can exist, in which the damping effect via an adjustable valve provided bypass can be achieved.

The outer gripper arm part 12 is also equipped with a load cell 15, with the tensile, compressive, transverse and torsional forces occurring in the gripper arm 3 can be measured.

AD free end of the outer gripping arm part 12 is a Schnellkupplungseinricntung 16 arranged, with the gripping pliers 17 of different types can be attached. The gripping tongs 17 are automatic via a hydraulic cylinder 18 and a toggle linkage 19 can be actuated, which is in the position shown in a self-locking Position. A coupling bolt 5 '(Fig. 4) at the coupling point 5.

The towing vehicle 2 has a sector-shaped magazine 21 for the various Arranged gripping tong types with the folded into the inner gripper arm part 11 other Grelfarmteil 12 are accessible. The individual grippers 17 are at the removal of the quick coupling device 16 detected or in the deposit uncoupled from this and stored in magazine 21.

A remote location system 22 is arranged on the towing vehicle 2, which interacts with a code transmitter 23 arranged on the aircraft. About that from one Radar device existing tracking system 22 is the Flug <eug LL with regard to his Position detected and controlled up to a certain safety distance. above the identification signal emitted by the code transmitter 23 is the type of aircraft detectable, thus all data required for the towing process from a memory are available.

These data relate to the safety distance, the angle of attack of the outer gripper arm part 12 to the coupling point 5 of the aircraft, the gripper arm length and the type of gripper that is automatically attached to the gripper arm via the quick-release coupling device 3 can be fastened.

At the free end of the gripping arm 3 there is also a local-area location system 24 (Fig. 4) with which the up to the safety distance of approx. 3C cm to the coupling point 5 positioned gripper 17 with the gripper eye 20 in an exactly coaxial position can be brought to the coupling bolt 5 'of the coupling point 5. The local detection system 24 acts with two infrared transmitter diodes arranged at the coupling point 5 24 'together, which enables a precise determination of the distances and angular displacements of the Allow gripping pliers 17 to the coupling point. Subsequently to the coupling of the The electrical connection to the aircraft can be carried out by gripping pliers.

via control of the towing vehicle 2 on the routes expediently via linear lines laid in the ground.

During operation, for example when picking up a landed aircraft, First, the position and type of the aircraft that has come to a standstill 4 determined by means of the remote location system 22 and the transmitter 23, whereupon the aircraft L up to one. Safety side distance is controlled, at the same time the quick coupling device 16 the type of gripper corresponding to the determined aircraft type detected and with the Gripper arm 3 up to a safety distance of approx. 30 cm from the coupling point 5 brought up to the nose wheel column 6.

The coupling process of the gripper 17 to the coupling bolt of the coupling point 5 is controlled by the P4 local detection system.

After locking the gripper 17 and the electrical connection the actuators for moving the gripper arm elements switched loadless, so that the Gripping arm 3 fulfills the function of a backlash-free articulated tow bar. In operation there are only the damping device on the gripping arm 3 noh and the load cell, through whose measured values the damping device and possibly the Drive and braking power of the towing vehicle are controllable.

The tow vehicle 2 can then be accessed directly by the aircraft crew or can be controlled from the tower, with the control over longer towing distances via the line cable laid in the floor.

When maneuvering the aircraft in a tight space, for example in the Shipyard hall, is the tow vehicle @ from an aircraft technician via radio remote control or directly controllable. This shows the particular advantage that due to the Articulation of the gripper arm in the ohachsc de £ vehicle, around which the towing vehicle is without moving forwards, backwards or sideways. a precise Mamäv @@ rung can hardly be carried out in a very confined space.

The articulation of the tow bar on the tow vehicle between it On the one hand, the front and rear axles improve maneuverability the articulation in the vertical axis represents an optimum, on the other hand it becomes a better interaction between the towing vehicle and the aircraft is achieved because it is initiated Excessively strong pulling or pushing forces by the aircraft are no or only reduced Yaw moments can arise in the towing vehicle.

In the case of an adjustable pivot point, the Towing vehicle Introduced pushing or pulling forces also to generate a das Towing vehicle used in pushing or pulling direction self-stabilizing yaw moment will.

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Claims (28)

Towing vehicle for aircraft Maneuvering aircraft by means of one on the tow vehicle and on the nose wheel of the aircraft articulated tow bar, d u r c h e k e 'n n -z e i c h n e t that the Articulation point of the tow bar on the tow vehicle (2) between its front and Rear axle (8 and 9), preferably in its middle third, is arranged. 2. Towing vehicle according to claim 1, d a d u r c h g e k e n n z e 1 c h n e t that the articulation point of the tow bar on the tow vehicle (2) in the Vertical axis (H) of the towing vehicle (2) is arranged, the vertical axis (H) thereby is characterized by a force acting perpendicular to the vertical axis (H) represents yaw moment-free introduction of force into the towing vehicle (2) 3. Towing vehicle according to claims 1 and 2, d a -d u r c h e k e n n n z e i c h n e t that the Articulation point in positions between the front axle (8) and vertical axis (H), in the vertical axis (H) and between vertical axis (H) and rear axis (9) is adjustable. 4. Tow vehicle according to claim 3, d a d u r c h g e -k e n n z e i c h n e t that the articulation point by means of a preferably hydraulic displacement device adjustable st. 5. Towing vehicle according to claims 3 and 4, d a -d u r c h g e it is not indicated that the displacement device depends on the Direction of force in or towbar or controllable by the operating requirements is, being in the operating state in which the aircraft is pulled by the tow vehicle the pivot point is in a position between the vertical axis (H) and the vehicle rear axis (9) is adjustable, and in the operating state in which the towing vehicle (2) from The aircraft (4) is pushed, the pivot point in a position between the vertical axis (H) and vehicle front axle (8) is adjustable and in the operating case, in which the tow vehicle (2) maneuvers the aircraft (4) in a narrow space, the pivot point is adjustable in the position of the vertical axis (H). 6. Towing vehicle according to one of claims 1 to 5, d a d u r c h it is not indicated that on one side of the towing vehicle (2) arranged drives of the towing vehicle chassis independently of the drives the other side are drivable. 7. Towing vehicle according to claim 6, d a d u r c h g e -k e n n z e i c h n e t that the drives arranged on both sides of the towing vehicle (2) for the purpose of stationary rotation of the towing vehicle (2) around its vertical axis (H) in opposite directions are drivable. 8. Towing vehicle according to claims 6 and 7, d a -d u r c h g e it is not indicated that the running gear is a caterpillar conveyor (1). 9. Towing vehicle according to claims 6 and 7, d a -d u r c h g It is not noted that the chassis is a wheel chassis. 10. Towing vehicle according to claim 9, d a d u r c h g e -k e n n z It is true that the Had chassis is equivalent to a caterpillar steering Has wheel slide steering. 71. Tow vehicle according to one of claims 1 to 10, d a d u r c h e k e k e n n n n e i c h n e t that the tow bar is like a gripper arm (3) is designed with one end in the towing vehicle (2) in a pivot bearing (7) is mounted with a vertical axis of rotation free of play and by means of a disengageable Actuator is pivotable. 12. Tow vehicle according to claim 11, d a d u r c h gek e n n z e i c h ne t that the gripper arm (3) from an inner, with the towing vehicle (2) connected gripping arm part (11) and an outer one which can be coupled to the aircraft (4) There is gripper arm part (12), the inner and outer gripper arm part (11 and 12) are connected to one another via a hinged joint (10). 13. Tow vehicle according to claim 12, d a d u r c h g e k e n n z e i c h n e t that the folding joint (10) has a horizontal axis and that outer gripping arm part (12) pivotable by means of a horizontal pivoting device is. 14. Tow vehicle according to claims 12 and 13, d a -d u r c h it is not noted that the inner gripper arm part (11) is in the over the tow vehicle (2) protruding area is angled down and the folding joint (10) below the upper edge of the towing vehicle (2) is attached. 15. Towing vehicle after responses 12 to 14, d a -d u r c h It is not noted that the inner gripper arm part (11) is U-shaped in cross section is designed, in which the outer gripping arm part (12) can be folded. 16. Tow vehicle according to claims 1 to 15, d a -d u r c h g e k e n n 2 e i c h n e t, that the gripper arm (3) is power-operated at its free end Has gripping tongs (17), the gripping tong eyes (20) with a coupling bolt (5 ') at a coupling point (5) arranged on the nose wheel pillar (6) of the aircraft (4) can be locked without play. 17. Towing vehicle according to claims 1 to 15, d a -d u r c h g e k e n n n n e i n e t that the gripping arm (3) has devices with which the axis of the gripper eye (20) coaxially on the axis of the coupling bolt (5 ') is alignable. 18. Towing vehicle according to claims 12 to 17, d a -d u r c h it is not noted that the devices include actuators, with which the gripping arm (3) is pivotable in its vertical pivot bearing (7), the outer one Gripper arm part (12) in the hinged joint (10) in the axial direction of which can be displaced, the outer gripping arm part (12) can be rotated about its longitudinal axis in a pivot bearing (13) is, and with which the outer gripper arm part (12) by means of a telescopic arrangement (14) is changeable in its length. 19. Towing vehicle according to claim 18, d a d u r c h g e k e n n z e i c h n e t that the telescopic assembly (14) has a damping device, for example has a hydraulically acting shock absorber. 0. Towing vehicle according to claims 1 to 19, d a -d U r c h g I do not know that there is a three-dimensional load cell in the tow bar (15) is arranged, with which the tensile and compressive forces occurring in the tow bar, the transverse force and the torsional force are measurable. 21. Towing vehicle according to claims 19 and 20, d a -d u r c h it is noted that the damping device is based on the measured variables the load cell (15) is controllable. 22. Tow vehicle according to claim 20, d a d u r c h g e k e n n z e i c h n e t that the drive and braking power of the towing vehicle (2) is over the measured variables from the load cell (15) can be controlled. 2. Towing vehicle according to claims 16 to 22, d a -d u r c h g I do not know that the gripper arm (3) has a quick-release coupling device on its free collar (16) for the optional attachment of different gripping pliers (17). 24. Tow vehicle according to claims 11 to 23, d a -d u r c h it is not noted that the sole truck (2) has a magazine (21) for gripping tongs 47), from each of which a gripper type belonging to the corresponding aircraft type can be removed and in which the previously used gripper type can be stored. 25. Towing vehicle according to claim 24, d a d u r c h g e k e n n z e i c h n e t that the magazine (21) is designed in the shape of a sector and of which it is telescopic extendable end of the outer gripper arm part pivoted into the inner gripper arm part (11) (12) is controllable. 26. Towing vehicle according to claims 1 to 24, d a -d u r c h g it is not indicated that the towing vehicle (2) has a remote location system (22) has, via which the position of the aircraft (4) can be determined, and that the aircraft (4) has arranged a code transmitter (23) via which the remote location system (22) the aircraft type can be detected, the corresponding aircraft type from a memory associated data, such as safety distance, angle of attack of the gripper arm (3) to the coupling point (5) and the type of gripper (17) can be called up. 27. Tow vehicle according to claims 1 to 26, d a -d u r c h g it is not indicated that the towing vehicle (2) has a local location system (24) has, with which the gripping pliers (17) exactly on the coupling bolt (5 ') of the coupling point (5) can be aligned on the nose wheel column (6) of the aircraft (4). 28. Tow vehicle according to claims 1 to 27, d a -d u r c h g It is not shown that the towing vehicle (2) is in the roadway with the aid of a laid line cable is controllable.