阅读说明：本技术 飞机救援托盘车 (Tray vehicle for airplane rescue ) 是由 杨德兴 于 2020-11-25 设计创作，主要内容包括：本发明公开了一种飞机救援托盘车,所述飞机救援托盘车包括车架、车轮和第一支撑组件,所述车轮安装在所述车架上,用于支撑所述车架,所述第一支撑组件设于所述车架上,所述第一支撑组件包括第一支撑座、第二支撑座和锁紧件,所述第一支撑座安装在所述车架上,所述第二支撑座可转动地安装在所述第一支撑座上,所述第二支撑座设有用于供飞机前起落架折断后减震支柱插入的固定孔,所述锁紧件用于锁紧和释放插入到所述固定孔内的所述飞机前起落架减震支柱。本发明的飞机救援托盘车的结构简单、成本低,可以对前起落架未放出或断裂以及前轮损坏的飞机进行快速救援,适用性和安全性高。(The invention discloses an aircraft rescue pallet truck which comprises a frame, wheels and a first supporting assembly, wherein the wheels are installed on the frame and used for supporting the frame, the first supporting assembly is arranged on the frame and comprises a first supporting seat, a second supporting seat and a locking piece, the first supporting seat is installed on the frame, the second supporting seat is rotatably installed on the first supporting seat, the second supporting seat is provided with a fixing hole for inserting a damping strut after a front undercarriage is broken, and the locking piece is used for locking and releasing the damping strut of the front undercarriage inserted into the fixing hole. The aircraft rescue pallet truck has the advantages of simple structure and low cost, can quickly rescue the aircraft with the nose landing gear not released or broken and the front wheel damaged, and has high applicability and safety.)

1. An aircraft rescue pallet truck, comprising:

a frame;

a wheel mounted on the frame for supporting the frame;

first supporting component, first supporting component locates on the frame, first supporting component includes first supporting seat, second supporting seat and retaining member, first supporting seat is installed on the frame, the second supporting seat is rotationally installed on the first supporting seat, the second supporting seat is equipped with and is used for supplying the broken shock strut male fixed orifices of back of aircraft nose landing gear, the retaining member is used for locking and release to insert in the fixed orifices the shock strut of back of aircraft nose landing gear break.

2. An aircraft rescue pallet truck as claimed in claim 1, wherein the retaining members are a plurality of retaining members arranged at intervals along the circumference of the second support base, and the retaining members are movable in the radial direction of the fixing holes to lock and release the shock-absorbing strut after the aircraft nose landing gear is broken.

3. An aircraft rescue pallet truck as claimed in claim 2, wherein the second support base is provided with a threaded bore and the retaining member is a locking bolt which is at least partially threadedly engaged in the threaded bore.

4. An aircraft rescue pallet truck as defined in claim 1, further comprising a first fixing lug disposed on the second support base, the first fixing lug being adapted to be connected to a first fixing cable for fixing the nose landing gear of the aircraft.

5. An aircraft rescue pallet truck as defined in claim 1, further comprising a second support assembly removably mounted on the frame, the second support assembly having a recess adapted to the contour of an aircraft fuselage to support the aircraft fuselage.

6. An aircraft rescue pallet truck according to claim 5, further comprising a plurality of second fixing lugs arranged on the frame, the second fixing lugs being used for connecting and fixing a second fixing cable of the aircraft fuselage, wherein the plurality of second support assemblies are arranged at intervals along the length direction of the frame, and the second support assemblies extend along the width direction of the frame.

7. An aircraft rescue pallet truck as defined in claim 5, wherein the second support assembly comprises a first support frame detachably mounted on the frame, a second support frame connected at a lower end thereof to the first support frame, a first adjustment member connected at an upper end thereof to the second support frame for adjusting a distance between the first support frame and the second support frame, a recess formed at an upper surface of the second support frame, a first guide bush mounted on the first support frame, and a second guide bush mounted on the second support frame and slidably fitted with the first guide bush in an up-down direction.

8. An aircraft rescue pallet truck as claimed in claim 7, characterized in that the first adjustment means comprise a first adjustment sleeve mounted on the first support frame, a first adjustment rod having its lower end screwed into the first adjustment sleeve and its upper end screwed into a fitting sleeve mounted on the second support frame, and an adjustment nut screwed onto the first adjustment rod, which is provided on the first adjustment sleeve rotatably and non-translatably in the up-down direction, for adjusting the distance between the first support frame and the second support frame by rotating the adjustment nut.

9. An aircraft rescue pallet truck as defined in claim 7, further comprising a slide track disposed on the carriage and having a length direction substantially parallel to a length direction of the carriage, the first support bracket being adjustably engaged within the slide track along the length direction of the slide track.

10. An aircraft rescue pallet truck as defined in claim 7, wherein the number of the second support assemblies is three, one of which is detachably mounted in front of the first support assembly and the remaining two of which are detachably mounted behind the first support assembly, the upper front surface of the frame is provided with a fixing sleeve for temporarily mounting the second support frame and a fixing bracket for placing the first adjustment member, and the upper rear surface of the frame is provided with a storage space for storing the first support frame detached from the frame.

11. An aircraft rescue pallet truck as claimed in any one of claims 1 to 10, further comprising a tow truck having a rear end pivotally connected to the frame, a front end adapted to be connected to a trailer, and a second adjustment member mounted on the tow truck for adjusting the height of the front end of the tow truck.

12. An aircraft rescue pallet truck as claimed in claim 11, wherein the second adjustment member comprises a telescopic member, a swing frame and support wheels mounted on the swing frame, the swing frame being swingably mounted on the traction frame in a fore-and-aft direction, a first end of the telescopic member being pivotably connected to the traction frame and a second end of the telescopic member being pivotably connected to the swing frame to change the height of the front end of the traction frame by adjusting the length of the telescopic member.

13. An aircraft rescue pallet truck as defined in claim 12, wherein the telescopic member comprises a second adjustment rod, a third adjustment rod and a second adjustment sleeve, a first end of the second adjustment rod being pivotally connected to the traction frame, a second end of the second adjustment rod being screw-fitted within a first end of the second adjustment sleeve, a first end of the third adjustment rod being screw-fitted within a second end of the second adjustment sleeve, a second end of the third adjustment rod being pivotally connected to the swing frame.

Technical Field

The invention relates to the technical field of aviation ground facilities, in particular to an aircraft rescue pallet truck.

Background

When an aircraft lands, it is common to support the aircraft by landing gear extension and rely on wheels on the landing gear for ground movement to allow the aircraft to land safely. In the event of a malfunction or accident of the aircraft, for example, the nose landing gear does not release or rush out of the runway belly to slide along the runway by friction, which may result in damage to the nose wheel or breakage of the entire landing gear. In the prior art, when an airplane breaks down or is rescued in an accident, the rescue is carried out through a crane or other large-scale rescue equipment, but the problems that the airplane is not easy to fix, the rescue equipment is complex in structure, high in cost, poor in applicability and safety and the like exist.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.

Therefore, the embodiment of the invention provides the aircraft rescue pallet truck which is simple in structure, low in cost, capable of rapidly rescuing the aircraft with the nose landing gear not released or broken and the front wheel damaged, and high in applicability and safety.

An aircraft rescue pallet truck according to an embodiment of the invention comprises: a frame; a wheel mounted on the frame for supporting the frame; first supporting component, first supporting component locates on the frame, first supporting component includes first supporting seat, second supporting seat and retaining member, first supporting seat is installed on the frame, the second supporting seat is rotationally installed on the first supporting seat, the second supporting seat is equipped with and is used for supplying the broken shock strut male fixed orifices of back of aircraft nose landing gear, the retaining member is used for locking and release to insert in the fixed orifices the shock strut of back of aircraft nose landing gear break.

According to the aircraft rescue pallet truck provided by the embodiment of the invention, when the nose landing gear or the nose wheel of the aircraft is damaged, the front end of the aircraft can be lifted by the crane, then the lower end of the shock absorption support column exposed after the nose landing gear of the aircraft is broken is inserted into the fixing hole of the aircraft rescue pallet truck, and then the landing gear of the aircraft is locked by the locking piece, so that the aircraft can be stably hauled and rescued. In addition, the second supporting seat is rotatably arranged on the first supporting seat, so that the moving direction can be controlled conveniently. The aircraft rescue pallet truck provided by the embodiment of the invention has the advantages of simple structure, low cost, high applicability and high safety, and can be used for quickly rescuing the aircraft with the undercarriage not released or broken and the front wheel damaged.

In some embodiments, the retaining members are provided in plurality, the retaining members are arranged at intervals along the circumferential direction of the second support seat, and the retaining members are movable along the radial direction of the fixing hole to retain and release the nose landing gear of the aircraft.

In some embodiments, a threaded hole is formed in the second support seat, and the locking member is a locking bolt at least partially threaded in the threaded hole.

In some embodiments, the aircraft nose landing gear further comprises a first fixing lug, the first fixing lug is arranged on the second supporting seat, and the first fixing lug is used for connecting and fixing a first fixing cable of the aircraft nose landing gear.

In some embodiments, a second support assembly is further included, the second support assembly being removably mounted to the frame, the second support assembly having a recess adapted to the contour of an aircraft fuselage to support the aircraft fuselage.

In some embodiments, the aircraft further includes a second fixing lug, the second fixing lug is disposed on the frame, the second fixing lug is used for connecting and fixing a second fixing rope of the aircraft fuselage, the number of the second support assemblies is multiple, the multiple second support assemblies are arranged at intervals along the length direction of the frame, and the second support assemblies extend along the width direction of the frame.

In some embodiments, the second support assembly includes a first support frame, a second support frame, a first adjustment part, a first guide sleeve, and a second guide sleeve, the first support frame is detachably mounted on the frame, a lower end of the first adjustment part is connected to the first support frame, an upper end of the first adjustment part is connected to the second support frame for adjusting a distance between the first support frame and the second support frame, the recess is formed on an upper surface of the second support frame, the first guide sleeve is mounted on the first support frame, and the second guide sleeve is mounted on the second support frame and slidably sleeved with the first guide sleeve in an up-down direction.

In some embodiments, the first adjusting member includes a first adjusting sleeve, a first adjusting rod, and an adjusting nut, the first adjusting sleeve is mounted on the first support frame, a lower end of the first adjusting rod is screw-fitted in the first adjusting sleeve, an upper end of the first adjusting rod is screw-fitted in a fitting sleeve mounted on the second support frame, the adjusting nut is screw-fitted on the first adjusting rod, and the adjusting nut is rotatably and non-translatably provided on the first adjusting sleeve in an up-down direction to adjust a distance between the first support frame and the second support frame by rotating the adjusting nut.

In some embodiments, the vehicle further comprises a slideway, the slideway is arranged on the vehicle frame, the length direction of the slideway is substantially parallel to the length direction of the vehicle frame, and the first support frame is adjustably matched in the slideway along the length direction of the slideway.

In some embodiments, the number of the second supporting components is three, one of the second supporting components is detachably mounted in front of the first supporting component, the remaining two of the second supporting components are detachably mounted behind the first supporting component, a fixing sleeve for temporarily mounting the second supporting component and a fixing frame for placing the first adjusting component are arranged on the upper surface of the front part of the frame, and a storage space for storing the first supporting component detached from the frame is arranged on the upper surface of the rear part of the frame.

In some embodiments, the trailer further comprises a traction frame having a rear end pivotally connected to the frame and a front end adapted to be connected to a trailer, and a second adjustment member mounted on the traction frame for adjusting the height of the front end of the traction frame.

In some embodiments, the second adjustment member includes a telescopic member, a swing frame and support wheels mounted on the swing frame, the swing frame is swingably mounted on the traction frame in a front-rear direction, a first end of the telescopic member is pivotably connected to the traction frame, and a second end of the telescopic member is pivotably connected to the swing frame to change a height of a front end of the traction frame by adjusting a length of the telescopic member.

In some embodiments, the telescopic member comprises a second adjusting rod, a third adjusting rod and a second adjusting sleeve, a first end of the second adjusting rod is pivotally connected with the traction frame, a second end of the second adjusting rod is in threaded fit with a first end of the second adjusting sleeve, a first end of the third adjusting rod is in threaded fit with a second end of the second adjusting sleeve, and a second end of the third adjusting rod is pivotally connected with the swing frame.

Drawings

Fig. 1 is a schematic view of an aircraft rescue pallet truck rescue front wheel damaged aircraft according to an embodiment of the invention.

Fig. 2 is a schematic view of an aircraft with a break in the shock strut of the rescue nose landing gear of the aircraft rescue pallet truck or with no nose landing gear let-off, according to an embodiment of the invention.

Fig. 3 is a first operating state diagram of an aircraft rescue pallet truck according to another embodiment of the invention.

Fig. 4 is a second operating state diagram of an aircraft rescue pallet truck according to another embodiment of the invention.

Fig. 5 is a top view of the aircraft rescue pallet truck shown in fig. 3.

Fig. 6 is an enlarged view of a in fig. 3.

Fig. 7A is a partial schematic view of a first support assembly of an aircraft rescue pallet truck in an embodiment of the invention.

Fig. 7B is a top view of a first support assembly of an aircraft rescue pallet truck in an embodiment of the invention.

Fig. 8 is a top view of a second support assembly of an aircraft rescue pallet truck in an embodiment of the invention.

Fig. 9 is an enlarged view of B in fig. 8.

Fig. 10 is a partial schematic view of an aircraft rescue pallet truck according to an embodiment of the invention.

Reference numerals:

100. an aircraft rescue pallet truck; 201. an aircraft nose landing gear; 202. an aircraft fuselage;

1. a frame; 11. a slideway; 12. a second fixing lug; 13. fixing a sleeve; 14. a fixed mount; 15. a storage space;

2. a wheel; 21. a support wheel;

3. a first support assembly; 31. a first support base; 32. a second support seat; 321. a fixing hole; 322. a first fixing lug; 33. a locking member;

4. a second support assembly; 41. a first support frame; 411. a slider; 42. a second support frame; 421. a recess; 422. a fitting sleeve; 43. a first adjustment member; 431. a first adjusting sleeve; 432. a first adjusting lever; 433. adjusting the nut; 44. a first guide sleeve; 45. a second guide sleeve;

5. a traction frame;

6. a second adjustment member; 61. a telescopic member; 611. a second adjusting lever; 612. a third adjusting rod; 613. a second adjusting sleeve; 62. a swing frame.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

An airplane rescue pallet truck according to an embodiment of the present invention is described below with reference to the accompanying drawings.

As shown in fig. 1 to 5, an airplane rescue pallet truck 100 according to an embodiment of the present invention includes a truck frame 1, wheels 2, and a first support assembly 3. The wheel 2 is installed on the frame 1 for supporting the frame 1, and the first supporting component 3 is arranged on the frame 1. As shown in fig. 6, 7A and 7B, the first support assembly 3 includes a first support seat 31, a second support seat 32 and a locking member 33, the first support seat 31 is mounted on the frame 1, the second support seat 32 is rotatably mounted on the first support seat 31, the second support seat 32 is provided with a fixing hole 321 for inserting a shock-absorbing strut after the aircraft nose landing gear 201 is broken, and the locking member 33 is used for locking and releasing the shock-absorbing strut after the aircraft nose landing gear 201 inserted into the fixing hole 321 is broken.

According to the aircraft rescue pallet truck provided by the embodiment of the invention, when the front wheel of the aircraft is damaged or the nose landing gear 201 of the aircraft is partially broken, the front end of the aircraft can be lifted by the crane, then the lower end of the shock absorption strut after the nose landing gear 201 of the aircraft is broken is inserted into the fixing hole 321 of the aircraft rescue pallet truck 100, and then the shock absorption strut exposed out of the nose landing gear 201 of the aircraft is locked by the locking piece 33, so that the aircraft can be stably hauled and rescued. In addition, since the second supporting seat 32 is rotatably installed on the first supporting seat 31, it is convenient to control the moving direction. The aircraft rescue pallet truck 100 provided by the embodiment of the invention has the advantages of simple structure, low cost, high applicability and high safety, and can be used for quickly rescuing the aircraft with the undercarriage not released or broken and the front wheel damaged.

Alternatively, as shown in fig. 6, 7A and 7B, the locking member 33 is multiple, the multiple locking members 33 are arranged at intervals along the circumferential direction of the second support seat 32, and the locking members 33 are movable along the radial direction of the fixing holes 321 to lock and release the shock strut after the aircraft nose landing gear 201 is broken. For example, the number of the locking members 33 is four, and the four locking members 33 are arranged at equal intervals along the circumferential direction of the second support seat 32.

Specifically, as shown in fig. 7A and 7B, a screw hole is provided on the peripheral wall of the second support seat 32, and the locking member 33 is a locking bolt that is at least partially screw-fitted in the screw hole.

It can be understood that the locking member 33 can be rotated by a wrench so that the locking member 33 can rotate in the threaded hole, and thus one end of the locking member 33 adjacent to the fixing hole 321 can lock the shock-absorbing strut after the aircraft nose landing gear 201 in the fixing hole 321 is broken, so that the situation that the aircraft nose landing gear 201 rocks with the aircraft rescue pallet truck 100 is avoided, and the safety of the aircraft rescue pallet truck 100 during rescue is improved.

In some embodiments, as shown in fig. 3 and 6, the aircraft rescue pallet truck 100 further includes a first fixing lug 322, the first fixing lug 322 is disposed on the second support base 32, and the first fixing lug 322 is used for connecting a first fixing cable (not shown) for fixing the nose landing gear 201 of the aircraft.

Alternatively, as shown in fig. 3 and 6, the first fixing lugs 322 are disposed on the upper surface of the second support seat 32, and the first fixing lugs 322 are multiple, and the multiple first fixing lugs 322 are arranged at intervals along the circumferential direction of the second support seat 32. The first fixing cable has a plurality of first fixing lugs 322 corresponding to the first fixing lugs one by one.

After the broken shock strut of the nose landing gear 201 is locked to the fixing hole 321, one end of the first fixing cable may be fastened to the nose landing gear 201, and the other end of the first fixing cable may be fastened to the first fixing lug 322. Therefore, the aircraft rescue pallet truck 100 provided by the embodiment of the invention can fix the aircraft through the first fixing lug 322 and the first fixing rope, and the safety of the aircraft rescue pallet truck 100 during rescue is further improved.

In some embodiments, as shown in fig. 8 and 9, the aircraft rescue pallet car 100 further comprises a second support assembly 4, the second support assembly 4 being removably mounted on the frame 1, the second support assembly 4 having a recess 421 adapted to the contour of the aircraft fuselage 202 to support the aircraft fuselage 202.

It can be understood that, as shown in fig. 8 and 9, the outer contour of the upper surface of the recess 421 is matched with the outer contour of the lower surface of the aircraft body 202, when the aircraft nose landing gear 201 is not released or the shock strut of the aircraft nose landing gear 201 is completely broken, the first support component 3 cannot support and fix the aircraft, so that the lower part of the aircraft body 202 can be supported and fixed by the recess 421 of the second support component 4, thereby improving the applicability of the aircraft rescue pallet truck 100. In addition, when the nose wheel of the aircraft is damaged or the shock strut portion of the nose landing gear 201 of the aircraft is damaged, the second support member 4 needs to be detached from the frame 1, for example, it can be placed at another position of the frame 1 to avoid the second support member 4 interfering with the fixing of the nose landing gear 201 to the first support member 3.

In some embodiments, as shown in fig. 3 and 4, the pallet truck 100 further comprises a second fixing lug 12, the second fixing lug 12 is disposed on the frame 1, and the second fixing lug 12 is used for connecting a second fixing cable (not shown) for fixing the aircraft body 202.

Alternatively, as shown in fig. 3 and 4, the second fixing lug 12 is provided on the upper surface of the frame 1, and the second fixing lug 12 is plural, and the plural second fixing lugs 12 are arranged at intervals along the outer periphery of the frame 1. The second fixing cables are provided with a plurality of second fixing cables, and the second fixing cables correspond to the second fixing lugs 12 one by one.

After the aircraft fuselage is fitted in the recess 421, one end of the second fixing cable may be attached to the aircraft fuselage 202 and the other end of the second fixing cable may be attached to the second fixing lug 12. Therefore, the aircraft rescue pallet truck 100 provided by the embodiment of the invention can fix the aircraft through the second fixing lug 12 and the second fixing rope, and the safety of the aircraft rescue pallet truck 100 during rescue is further improved.

In some embodiments, as shown in fig. 2 and 4, the number of the second support assemblies 4 is multiple, the multiple second support assemblies 4 are arranged at intervals along the length direction (e.g., the left-right direction in fig. 4) of the vehicle frame 1, and the second support assemblies 4 extend along the width direction of the vehicle frame 1.

Further, as shown in fig. 8 and 9, the second support assembly 4 includes a first support bracket 41, a second support bracket 42, and a first adjustment member 43. The first support bracket 41 is detachably mounted on the vehicle frame 1, the lower end of the first adjusting part 43 is connected with the first support bracket 41, the upper end of the first adjusting part 43 is connected with the second support bracket 42 for adjusting the distance between the first support bracket 41 and the second support bracket 42, and the recess 421 is formed on the upper surface of the second support bracket 42.

Specifically, as shown in fig. 8 and 9, each of the second support assemblies 4 includes two first adjustment parts 43, and the two first adjustment parts 43 are arranged on both sides of the first support frame 41 in the width direction of the vehicle frame 1.

As shown in fig. 8 and 9, the first adjusting member 43 includes a first adjusting sleeve 431, a first adjusting rod 432, and an adjusting nut 433, the first adjusting sleeve 431 is mounted on the first support frame 41, a lower end of the first adjusting rod 432 is screw-fitted in the first adjusting sleeve 431, an upper end of the first adjusting rod 432 is screw-fitted in a fitting sleeve 422 mounted on the second support frame 42, the adjusting nut 433 is screw-fitted on the first adjusting rod 432, and the adjusting nut 433 is rotatably and non-translatably provided on the first adjusting sleeve 431 in an up-down direction to adjust a distance between the first support frame 41 and the second support frame 42 by rotating the adjusting nut 433.

It can be understood that when the adjusting nut 433 is rotated, the adjusting nut 433 can only rotate along the axial direction of the first adjusting sleeve 431, and the adjusting nut 433 can drive the first adjusting rod 432 to ascend and descend, thereby adjusting the distance between the first supporting frame 41 and the second supporting frame 42.

Preferably, as shown in fig. 8 and 9, the second support assembly 4 further comprises a first guide sleeve 44 and a second guide sleeve 45. The first guide sleeve 44 is installed on the first support, and the second guide sleeve 45 is installed on the second support and slidably sleeved with the first guide sleeve 44 in the up-down direction. When the first adjusting component 43 adjusts the distance between the first supporting frame 41 and the second supporting frame 42, the first adjusting component 43 can be guided by the first guide sleeve 44 and the second guide sleeve 45, so that the first supporting frame 41 and the second supporting frame 42 can only move in the up-and-down direction, and the stability of the second supporting assembly 4 during adjustment is improved. In the example shown in fig. 8, one second support bracket 42 corresponds to two first support brackets 41, two first guide sleeves 44 and two second guide sleeves 45, it being understood that one second support bracket 42 may also correspond to three or more first support brackets 41, one, three or more first guide sleeves 44 and two second guide sleeves 45.

In some embodiments, as shown in fig. 1 to 5, the aircraft rescue pallet car 100 further includes a slide rail 11, the slide rail 11 is disposed on the frame 1, a length direction of the slide rail 11 is substantially parallel to a length direction of the frame 1, and the first support frame 41 is position-adjustably fitted in the slide rail 11 along the length direction of the slide rail 11.

Specifically, there are two slide ways 11, and the two slide ways 11 are arranged at intervals along the width direction of the frame 1.

Optionally, as shown in fig. 8, the first support frame 41 has a slider 411 below, and the slider 411 is slidably fitted in the slide way 11, so that the first support frame 41 is position-adjustably fitted in the slide way 11 along the length direction of the slide way 11.

Alternatively, as shown in fig. 4, the first support frame 41 has a rolling body below, and the rolling body is rotatably fitted in the slide 11, so that the first support frame 41 is position-adjustably fitted in the slide 11 along the length of the slide 11.

In some embodiments, as shown in fig. 2 to 4, the number of the second support assemblies 4 is three, one of the second support assemblies is detachably mounted in front of the first support assembly 3, the remaining two are detachably mounted behind the first support assembly 3, a fixing sleeve 13 for temporarily mounting the second support frame 42 and a fixing frame 14 for placing the first adjusting member 43 are provided on the upper surface of the front portion of the vehicle frame 1, and a storage space 15 for storing the first support frame 41 detached from the vehicle frame 1 is provided on the upper surface of the rear portion of the vehicle frame 1.

It will be appreciated that when it is desired to stow the second support assembly 4, as shown in figure 3, the parts of the second support assembly 4 can be disassembled and reassembled to the frame 1. Specifically, the engaging sleeve 422 of the second supporting frame 42 can be engaged with the fixed sleeve 13, the first adjusting member 43 can be placed transversely on the fixed frame 14, and the first supporting frame 41 can be placed transversely in the storage space 15.

Therefore, when the second support assembly 4 is required to support the aircraft body 202, the aircraft rescue pallet truck 100 of the embodiment of the invention can quickly assemble all parts of the second support assembly 4, thereby improving the flexibility and portability of the aircraft rescue pallet truck 100 in use and shortening the rescue preparation time of the aircraft rescue pallet truck 100.

In some embodiments, as shown in fig. 3 and 10, the aircraft rescue pallet truck 100 further comprises a towing bracket 5 and a second adjusting member 6, a rear end of the towing bracket 5 (e.g., a left end of the towing bracket 5 in fig. 10) is pivotally connected to the frame 1, a front end of the towing bracket 5 (e.g., a right end of the towing bracket 5 in fig. 10) is adapted to be connected to a trailer, and the second adjusting member 6 is mounted on the towing bracket 5 for adjusting a height of the front end of the towing bracket 5.

It is to be understood that the airplane rescue pallet 100 according to the embodiment of the present invention is a non-powered vehicle, and when the airplane rescue pallet 100 needs to haul an airplane, it may be connected to a trailer through a front end of the towing bracket 5 to tow the airplane rescue pallet 100 and the airplane through the trailer. However, when the front end of the traction frame 5 is connected to the trailer, the height of the front end of the traction frame 5 needs to be adjusted so that the front end of the traction frame 5 is connected to the hook of the trailer. The height of the front end of the traction frame 5 of the aircraft rescue pallet truck 100 according to the embodiment of the invention can be adjusted by the second adjusting component 6, so that the aircraft rescue pallet truck 100 is connected with a trailer, and the flexibility of the aircraft rescue pallet truck 100 in use is improved.

Specifically, as shown in fig. 10, the second adjusting member 6 includes a telescopic member 61, a swing frame 62, and support wheels 21 mounted on the swing frame 62. The swing frame 62 is swingably mounted on the traction frame 5 in the front-rear direction (left-right direction in fig. 10), a first end of the telescopic member 61 (right end of the telescopic member 61 in fig. 10) is pivotably connected to the traction frame 5, and a second end of the telescopic member 61 (left end of the telescopic member 61 in fig. 10) is pivotably connected to the swing frame 62 to change the height of the front end of the traction frame 5 by adjusting the length of the telescopic member 61.

Alternatively, as shown in fig. 10, the swing frame 62 is a triangular bracket, a first end of the swing frame 62 is pivotally connected to the support wheel 21, a second end of the swing frame 62 is pivotally connected to the traction frame 5, and a third end of the swing frame 62 is pivotally connected to the right end of the telescopic member 61.

Specifically, as shown in fig. 10, the telescopic member 61 includes a second adjustment lever 611, a third adjustment lever 612 and a second adjustment sleeve 613, a first end of the second adjustment lever 611 (e.g., a right end of the second adjustment lever 611 in fig. 10) is pivotally connected to the traction frame 5, a second end of the second adjustment lever 611 (e.g., a left end of the second adjustment lever 611 in fig. 10) is threadedly engaged in the first end of the second adjustment sleeve 613, a first end of the third adjustment lever 612 (e.g., a right end of the third adjustment lever 612 in fig. 10) is threadedly engaged in the second end of the second adjustment sleeve 613, and a second end of the third adjustment lever 612 (e.g., a left end of the third adjustment lever 612 in fig. 10) is pivotally connected to the swing frame 62.

It will be appreciated that when it is desired to adjust the length of the telescopic member 61, the second adjusting sleeve 613 may be rotated to screw the second adjusting rod 611 and the third adjusting rod 612 into or out of the second adjusting sleeve 613, thereby adjusting the length of the telescopic member 61.

For example, as shown in fig. 10, when the height of the front end of the traction frame 5 needs to be raised, the second adjusting sleeve 613 is rotated to screw the second adjusting rod 611 and the third adjusting rod 612 out of the second adjusting sleeve 613, and the third adjusting rod 612 pushes the swing frame 62 to swing counterclockwise to the left. Because the supporting wheel 21 contacts with the ground, the swing frame 62 will continue to swing counterclockwise with the supporting wheel 21 as a pivot, so as to drive the front end of the traction frame 5 to tilt upward, thereby increasing the height of the front end of the traction frame 5.

An airplane rescue pallet truck according to some specific examples of the invention is described below with reference to fig. 1 to 10.

As shown in fig. 1 to 10, an airplane rescue pallet truck 100 according to an embodiment of the present invention includes a truck frame 1, a traction frame 5, wheels 2, support wheels 21, a first support assembly 3, and a second support assembly 4.

As shown in fig. 6 and 7, the first support assembly 3 includes a first support seat 31, a second support seat 32, a locking member 33, a first fixing lug 322, and a first fixing cable. The second support assembly 4 includes a first support frame 41, a second support frame 42, a first adjustment part 43, a first guide 44 and a second guide 45, and the first adjustment part 43 includes a first adjustment sleeve 431, a first adjustment rod 432 and an adjustment nut 433.

As shown in fig. 6 and 7, the frame 1 is provided with a second fixing lug 12, a second fixing rope, a slideway 11, a fixing sleeve 13, a fixing frame 14 and a storage space 15. The traction frame 5 is provided with a second adjusting component 6, the second adjusting component 6 comprises a telescopic component 61, a swinging frame 62 and a supporting wheel 21, and the telescopic component 61 comprises a second adjusting rod 611, a third adjusting rod 612 and a second adjusting sleeve 613.

As shown in fig. 1 to 7, the number of the wheels 2 is plural, and the plural wheels 2 are arranged in an array below the frame 1. The first supporting component 3 is arranged in the middle of the frame 1. The lower end of the first supporting seat 31 is detachably connected with the upper end of the frame 1, the lower end of the second supporting seat 32 is connected with the upper end of the first supporting seat 31, and the second supporting seat 32 can axially rotate along the first supporting seat 31. A fixing hole 321 is formed above the second support seat 32 for inserting a broken shock strut of the nose landing gear 201 of the aircraft.

As shown in fig. 7A and 7B, the number of the locking members 33 is four, and the four locking members 33 are arranged at equal intervals along the circumferential direction of the second support seat 32. The peripheral wall of the second support seat 32 is provided with four threaded holes along the radial direction thereof, four locking pieces 33 are in one-to-one correspondence with the four threaded holes, and part of the locking pieces 33 are in threaded fit in the threaded holes. It will be appreciated that the retaining member 33 can be rotated by a wrench to rotate the retaining member 33 within the threaded bore so that the end of the retaining member 33 adjacent the fixing aperture 321 can lock the shock strut in the fixing aperture 321 after the aircraft nose landing gear 201 has been broken.

As shown in fig. 6, the first fixing lugs 322 are disposed on the upper surface of the second support seat 32, and the first fixing lugs 322 are plural, and the plural first fixing lugs 322 are arranged at intervals along the circumferential direction of the second support seat 32. The first fixing cable has a plurality of first fixing lugs 322 corresponding to the first fixing lugs one by one. After the broken shock strut of the nose landing gear 201 is locked to the fixing hole 321, one end of the first fixing cable may be fastened to the nose landing gear 201, and the other end of the first fixing cable may be fastened to the first fixing lug 322.

As shown in fig. 5, there are two slide ways 11, the slide way 11 is disposed on the frame 1, and the length direction of the slide way 11 is substantially parallel to the length direction of the frame 1. The lower end of the first supporting frame 41 is provided with a sliding block 411, and the sliding block 411 is in sliding fit in the slideway 11, so that the first supporting frame 41 is in position-adjustable fit in the slideway 11 along the length direction of the slideway 11.

As shown in fig. 8 and 9, the first adjusting sleeve 431 is installed on the first support frame 41, the lower end of the first adjusting rod 432 is screw-fitted in the first adjusting sleeve 431, the upper end of the first adjusting rod 432 is screw-fitted in the fitting sleeve 422 installed on the second support frame 42, the adjusting nut 433 is screw-fitted on the first adjusting rod 432, and the adjusting nut 433 is rotatably and non-translatably provided on the first adjusting sleeve 431 in the up-down direction to adjust the distance between the first support frame 41 and the second support frame 42 by rotating the adjusting nut 433.

It can be understood that when the adjusting nut 433 is rotated, the adjusting nut 433 can only rotate along the axial direction of the first adjusting sleeve 431, and the adjusting nut 433 can drive the first adjusting rod 432 to ascend and descend, thereby adjusting the distance between the first supporting frame 41 and the second supporting frame 42.

As shown in fig. 8 and 9, the first guide sleeve 44 is mounted on the first support 41, and the second guide sleeve 45 is mounted on the second support and slidably sleeved with the first guide sleeve 44 in the up-down direction. When the first adjusting part 43 adjusts the distance between the first support bracket 41 and the second support bracket 42, the first adjusting part 43 can be guided by the first guide sleeve 44 and the second guide sleeve 45.

As shown in fig. 8 and 9, the upper surface of the second support frame 42 has a recess 421 adapted to the contour of the aircraft fuselage 202 to support the aircraft fuselage 202, and when the aircraft nose landing gear 201 is not released or the shock strut of the aircraft nose landing gear 201 is completely broken, the first support assembly 3 cannot support and fix the aircraft, so that the lower part of the aircraft fuselage 202 can be supported and fixed by the recess 421 of the second support assembly 4, thereby improving the applicability of the aircraft rescue pallet truck 100.

As shown in fig. 4, the second support members 4 are three, one of which is detachably mounted on the right side of the second support member 4, and the remaining two of which are detachably mounted on the left side of the first support member 3. It will be appreciated that when it is desired to stow the second support assembly 4, the parts of the second support assembly 4 can be disassembled and reassembled to the vehicle frame 1. For example, the engaging sleeve 422 of the second supporting frame 42 can be engaged with the fixed sleeve 13, the first adjusting member 43 can be placed transversely on the fixed frame 14, and the first supporting frame 41 can be placed transversely in the storage space 15. Therefore, when the second support assembly 4 is required to support the aircraft body 202, the aircraft rescue pallet truck 100 of the embodiment of the invention can quickly assemble all parts of the second support assembly 4, thereby improving the flexibility and portability of the aircraft rescue pallet truck 100 in use and shortening the rescue preparation time of the aircraft rescue pallet truck 100.

As shown in fig. 3 and 4, the second fixing lug 12 is provided on the upper surface of the frame 1, and the second fixing lug 12 is plural, and the plural second fixing lugs 12 are arranged at intervals along the outer periphery of the frame 1. The second fixing cables are provided with a plurality of second fixing cables, and the second fixing cables correspond to the second fixing lugs 12 one by one. After the aircraft fuselage is fitted in the recess 421, one end of the second fixing cable may be attached to the aircraft fuselage 202 and the other end of the second fixing cable may be attached to the second fixing lug 12.

As shown in fig. 1 to 5 and 10, a rear end of the traction frame 5 is pivotally connected to the frame 1, and a front end of the traction frame 5 is adapted to be connected to a trailer.

As shown in fig. 10, the right end of the second adjustment lever 611 is pivotally connected to the traction frame 5, the left end of the second adjustment lever 611 is threadedly engaged in the left end of the second adjustment sleeve 613, the right end of the third adjustment lever 612 is threadedly engaged in the right end of the second adjustment sleeve 613, and the left end of the third adjustment lever 612 is pivotally connected to the swing frame 62. The swing frame 62 is a triangular bracket, a first end of the swing frame 62 is pivotally connected with the support wheel 21, a second end of the swing frame 62 is pivotally connected with the traction frame 5, and a third end of the swing frame 62 is pivotally connected with the left end of the third adjusting rod 612.

As shown in fig. 10, when the height of the front end of the traction frame 5 needs to be raised, the second adjusting sleeve 613 is rotated to screw the second adjusting rod 611 and the third adjusting rod 612 out of the second adjusting sleeve 613, and the third adjusting rod 612 pushes the swing frame 62 to swing counterclockwise to the left. Because the supporting wheel 21 contacts with the ground, the swing frame 62 will continue to swing counterclockwise with the supporting wheel 21 as a pivot, so as to drive the front end of the traction frame 5 to tilt upward, thereby increasing the height of the front end of the traction frame 5.

Therefore, the aircraft rescue pallet truck 100 provided by the embodiment of the invention has the advantages of simple structure, low cost, high applicability and high safety, and can rescue the aircraft with the undercarriage not released or broken and the front wheel damaged.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the present disclosure, the terms "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" and the like mean that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.