JP4023235B2 - Air restraint trolley and airplane restraint transfer device - Google Patents

Description

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

Claims (5)

Aircraft restraint that restrains an airplane with a restrained rod at the center of the airplane so that it does not leave the deck while maintaining movement in the rail direction of the groove-shaped guide rail laid on the deck of the airplane-mounted ship In the dolly,
A restraint carriage body having a first arm and a second arm, which are supported by the guide rail so as to be movable in the rail direction and are not removable, and facing each other with the rail center of the guide rail in between;
A restraining bar capable of opening and closing a restraining area formed between the first arm and the second arm, and restraining the restrained bar so as not to leave the restraining area by closing the restraining area;
The restraint rod is provided on the first arm side with respect to the rail center in the restraint carriage main body and prevents the restrained rod being restrained from moving toward the first arm side, A plurality of first centering pins that allow movement toward the center of the rail;
The restraint rod is provided on the second arm side with respect to the rail center of the restraint carriage main body, and the restrained rod is prevented from moving toward the second arm side while the restraint rod is A plurality of second centering pins that allow movement toward the center of the rail;
A restraint carriage for an airplane characterized by comprising: A plurality of first urging members capable of urging each of the plurality of first centering pins in a protruding direction protruding from one side surface of the restraining cart body;
A plurality of second urging members capable of urging each of the plurality of second centering pins in a protruding direction protruding from one side surface of the restraining cart body;
With
Each first centering pin is configured so as to be able to protrude and retract with respect to one side surface of the restraining carriage and to be non-rotatable about an axis, and a first slope facing the first arm side at a tip portion of each first centering pin Each of the first centering pins against the urging force of the first urging member when the constrained bar abuts against the first inclined surface of each first centering pin from the first arm side. Each configured to be immersed in one side of the restraint cart body,
Each second centering pin is configured to be able to appear and retract with respect to one side surface of the restraining carriage and to be non-rotatable about the axis, and the second centering pin is directed to the tip of the second centering pin and facing the second arm side. Each of the second centering pins has an urging force of the second urging member when the restrained bar hits the second inclined surface of the second centering pin from the second arm side. 2. The restraint carriage for an airplane according to claim 1, wherein the restraint carriage is configured to be immersed in one side surface of the restraint carriage main body. The constraining bar is closed by the constraining bar so that the bar to be constrained is held between the constraining bar and one side surface of the constraining cart body while maintaining a state in which the bar is movable in the longitudinal direction of the constraining region. The restraint carriage for airplanes according to claim 1 or 2 characterized by becoming. In a restraint transfer device for an airplane that transports an airplane having a restrained rod at the center of the airplane in the rail direction of a groove-shaped guide rail laid on the deck, while keeping the restraint with respect to the deck of the airplane-mounted ship ,
An airplane restraint carriage according to any one of claims 1 to 3,
A transfer vehicle body;
A self-propelled motor provided in the transfer vehicle;
Drive wheels linked to the output shaft of the self-propelled motor;
A wheel holding unit that is provided in the transfer vehicle main body and holds the steering wheel in the airplane so as to lift;
A restraint transfer device for an airplane, comprising: An engagement pin provided in the transfer vehicle body and engageable with the guide rail;
The restraint transfer apparatus for airplanes of Claim 4 characterized by the above-mentioned.

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