Patent Publication Number: US-7581603-B2

Title: Omni-directional aircraft and ordinance handling vehicle

Description:
CROSS REFERENCE TO RELATED APPLICATION 
   This application is based upon provisional application 60/628,415 filed on Nov. 15, 2004, the priority of which is claimed. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention relates generally to a wheeled vehicle designed to turn about a vertical axis. In particular, the invention relates to powered utility riding vehicles of the type useful for military and naval aircraft servicing operations. 
   2. Description of the Prior Art 
   Conventional tow vehicles for aircraft, often called tractors, are typically configured with two axles, one in front, the other in the rear. The rear axle is fixed to the vehicle and provides motive force; two additional wheels are located at the front end of the vehicle, each being steerable and connected together to provide steering of the vehicle. Since there is a distance between the fixed rear drive wheels and the axis of the steerable wheels at the front end of the vehicle, a turning radius is required that far exceeds the space actually occupied by the vehicle itself. The longer the distance between the front and rear axles, the larger is the turning radius that is required to change direction of the vehicle. A large turning radius makes maneuvering around crowded airfields and naval vessels difficult and often dangerous. Operators are required to look over their shoulders in order to back up, and congestion is commonplace. A need exists for a service vehicle that requires less square footage for its footprint and less maneuvering space so that operator and aircraft safety are enhanced. 
   3. Identification of Objects of the Invention 
   A primary object of the invention is to provide a service vehicle that has enhanced maneuverability for towing or pushing aircraft and for handling munitions or ordinance, such as for securing missiles or bombs to the underside of military aircraft wings. 
   Another object of the invention is to provide a service vehicle that can turn on the spot and be of the smallest physical size relative to the space it occupies. 
   Another object of the invention is to provide a service vehicle which reduces the risk of accidents which result in damage or injury to equipment or operating personnel. 
   SUMMARY OF THE INVENTION 
   The features identified above, as well as other features of the invention are incorporated in a vehicle that, due to a combination of its characteristics including its shape and the configuration of its drive wheels, provides unique maneuverability and efficiency. When the vehicle is combined with a radial movable hitch to its circular frame, such combination provides for free circumferential attachment to and movement of other vehicles for transport of such vehicles with minimal space required for maneuverability and safety of operation. Such vehicles include tow bars adapted for moving aircraft. 
   The vehicle according to one embodiment of the invention has a frame with a perfectly round outer surface about its perimeter with no external appendages. That outer surface is characterized as a perfect, unobstructed smooth circle defined by a vertical axis of the vehicle. The vehicle has two independent drive wheels located on a horizontal axis which intersects the vertical axis. Each wheel is at exactly the same distance from the vertical axis, with each wheel having the capability to move independently and at infinitely variable speeds in either direction. Thus, the vehicle is capable to move in any direction by rotating the axis of the drive wheels perpendicular to the desired direction of travel. By applying motive force to the wheels in the appropriate direction and speed, the vehicle can turn and move in any direction perpendicular to the axis of the drive wheels within the area covered by its circumference. Rotating about the vertical axis to any radial position without changing its original footprint, the vehicle requires a true zero turning or maneuvering radius, and thus requires only the space that it occupies in which to maneuver in any direction. The “footprint” is the area on the ground below the vehicle when it is at rest. 
   One embodiment of the invention is a vehicle capable of pulling single or multiple pieces of equipment such as trailers or various sized objects such as aircraft. In this configuration as a tow vehicle or tractor, the vehicle is equipped with a smooth outer ring including upper and lower rails which support a trolley. The trolley includes a plurality of precision wheels or rollers that are rotatably coupled to the upper and lower rails of the outer ring and enable the trolley to move freely around the entire circumference of the outer rim of the vehicle. The trolley can be rotated either manually, or through the use of a motor, for positioning the trolley to the desired position at any point about the circumference of the vehicle prior to connection to the object to be moved. Attached to the trolley via a hitch is a pivoting arm that can be quickly removed or stored in the vertical position perpendicular to the ground when not in use, or when required, lowered to a position approximately parallel to the ground where it may then be attached to an airplane. The connecting arm is capable of movement about an arc vertically from its pivot point, but not laterally relative to the pivot point. 
   When the connecting arm is then connected to the object to be moved, and after the axis of the tow vehicle drive wheels is positioned (by operator action) perpendicular to the desired direction of movement, the tow vehicle exerts a pushing or pulling motive force against the object (e.g., airplane) being towed or pushed. The direction of travel of the towed or pushed object can be changed by adjusting the angle of the connecting arm or hitch relative to the direction of travel of the axis of the tow vehicle drive wheels. This is accomplished by rotating the axis of the drive wheels of the tow vehicle radially to any desired angle relative to the object being towed or pulled and then exerting forward or reverse power to the drive wheels. Because the trolley assembly to which the connecting arm is attached is capable of movement freely about the circumference of the tow vehicle, the angle of the connecting arm or hitch can constantly be adjusted to achieve the desired direction of travel of the object being pulled or pushed. This changing of relative angle and direction does not transmit any stress to the object being pushed or pulled, because the speeds of the drive wheels are continuously variable from zero to maximum and the trolley and arm move about the circumference of the tow vehicle with very little, if any, friction. 
   The arrangement of a substantially outer circular shape of a vehicle with a smooth and unobstructed outer perimeter in combination with two independently variable speed bi-directional drive wheels located on a single axis through the exact center of the vehicle and a hitch that is free to move about the full circumference of the vehicle results in a tow vehicle characterized by the ability to move omni-directionally about a given point, change directions with zero maneuvering room beyond the physical footprint of the vehicle, and push or pull other mobile vehicles with precise control. Such characteristics reduce the operating space on the ground required to move or handle an object being manipulated, thus increasing operating efficiency. Safety is increased because the operator of such a vehicle, positioned directly at the center of the tow vehicle, can always be facing the direction the vehicle is moving, never having to back up or look backwards. 
   Whether pushing or pulling another object such as an aircraft the field of vision of the operator of the tow vehicle is always facing the direction of movement of the vehicle. In operation, the operator rotates the axis of the drive wheels until it is perpendicular to the direction of the desired travel by rotating one wheel in one direction and the other in the opposite direction. Once the desired drive axle orientation is reached (perpendicular to the desired direction of travel), both wheels are given power equally, causing the vehicle to move in the direction perpendicular to the drive wheel axis of the tow vehicle axle. The vehicle being towed or pushed is then steered in the new direction and the angular attitude between the tow vehicle and the steering axle of the vehicle being towed or pushed automatically comes into an appropriate geometry as the radial hitch travels about the perimeter of the tow vehicle. 
   The maneuvering characteristic of the omni-directional vehicle equally lends itself to use where precision  2 ,  3 , or  4  axis indexing, i.e., detailed positioning, of the vehicle is required. For example, the omni-directional vehicle is well suited for precisely positioning ordinance to be loaded on an aircraft wing. Thus, in another embodiment of the invention, the vehicle may include a turret assembly, rotatably mounted on the vehicle frame. The turret assembly preferably includes an articulated arm which can be extended to carry a weapon or folded when not in use. The vehicle has a turret motor drive to rotate the turret. The omni-directional vehicle can rotate in place in one direction while the turret is simultaneously rotated in the opposite direction (with respect to the vehicle frame) at the same rate. This action allows the arm and supported weapon to remain motionless over the ground while the vehicle changes heading. The weapon can then be translated over the ground a given distance at the new heading. Alternatively, weapon can be rotated by rotating the turret while the vehicle remain stationary over the ground or moves linearly. In an alternate embodiment, the ODV may not include a turret, but the ordinance handling arm may be rotatively mounted to the ODV body such that it rotates about the vertical axis. 
   In a preferred embodiment, the vehicle includes both the circumferential trolley hitch assembly  42  with towbar  48  and an articulated ordinance handling arm  60  for maximum versatility. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention is described in detail hereinafter on the basis of the embodiments represented in the accompanying figures, in which: 
       FIG. 1  is a horizontal cross section along lines  1 - 1  of  FIG. 2  looking down into one embodiment of an Omni-Directional Vehicle (ODV) according to the invention showing major drive components, a circular rail about the frame of the ODV, and a trolley hitch assembly rotatably mounted on the rail; 
       FIG. 2  is a side view of the ODV of  FIG. 1  showing a hitch-mounted aircraft towbar, a rotatable turret assembly and an ordinance handling arm folded in a stowed position; 
       FIG. 3  is a top view of the ODV of  FIG. 2  showing the operator&#39;s seat and control levers; 
       FIG. 4  is a detailed side cross section of the ODV frame and circular trolley rail of the vehicle of  FIG. 1  showing the trolley hitch assembly and a typical portion of the turret mount assembly; 
       FIG. 5  is a detailed top cross section of the ODV frame and circular trolley rail of the vehicle of  FIG. 1  showing the trolley hitch assembly and a typical portion of the turret mount assembly; 
       FIGS. 6 and 7  are plan view illustrations of the ODV pushing an airplane such that airplane is caused to turn while being pushed; 
       FIG. 8  is a side view of the ODV of  FIG. 2  showing the ordinance handling arm extended for use and carrying ordinance; 
       FIG. 9  is a top view of the ODV of  FIG. 8  showing the operator&#39;s seat and control levers; 
       FIGS. 10 ,  11  and  12  are plan view illustrations of the ODV of  FIG. 9  attaching a weapon to the underside of an airplane wing, showing the ability of the ODV to change headings while keeping the weapon stationary over ground and to translate in any heading; and 
       FIG. 13  is an alternate embodiment of the ODV of  FIG. 1 , showing hydraulic drive and motion components in place of electric drive and motion components. 
   

   DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION 
     FIG. 1  is a horizontal cross section, taken along lines  1 - 1  of  FIG. 2 , of an Omni-Directional Vehicle  10  (hereafter ODV) according to one embodiment of the invention. The ODV  10  includes two drive wheels  12  rotatively mounted on a frame  14  which has an outer perimeter  15  in the shape of a circle. The circular frame  14  has a vertical axis  16  which is perpendicular to the horizontal plane of  FIG. 1 . The drive wheels  12  are mounted along a horizontal axis  18  which is perpendicular to the vertical axis and intersects the vertical axis as shown in  FIG. 1 . Two swivel castor wheels  20  are pivotably mounted to the frame  14  at the rear of the ODV  10 . However, a different number of swivel caster wheels may be mounted at various points along frame  14 . 
   Referring to  FIG. 1 , a power source  22  is mounted on the frame  14 . The power source  22  is preferably a diesel engine which powers a generator  24  similar to a motive drive assembly of a diesel locomotive for train service, for example. However, other sources  22  may be used, including a gasoline internal combustion engine or turbine engine. The generator  24  provides electric power to two separate electric motor assemblies  26 , one for each drive wheel  12 , and optionally to a turret motor  28  and/or other actuators  69  ( FIG. 2 ). Drive motors  26  and turret motor  28  are preferably DC stepper motors or servo motors which allow precise positioning, indexing, and instant starting, stopping and reversing. The speed and direction of rotation of electric motors  26  and the drive wheels  12  driven thereby is controlled by a control system  30  which provides drive current sources based on the desired motion. 
   The control system  30  receives electric power from generator  24  and powers drive motors  26  and turret motor  28  as directed by the control circuitry based on control and feedback inputs. Control inputs preferably include two user-operated hand levers  31  ( FIG. 3 ), one for the operator&#39;s left hand and the other for the operator&#39;s right hand. Feedback inputs include proximity sensors  32  or similar position and/or speed indicators for each of the two drive wheels  12  and a proximity sensor  34  or similar position and/or speed indicator for the turret assembly  36  ( FIG. 2 ). 
   During aircraft movement operations, the turret  36  is held stationary with respect to frame  14 . The left and right control levers  31  operate exactly the same to control the left and right drive wheels  12 , respectively. Each lever and valve has a neutral position, such that when a lever is at such neutral position, a wheel associated with that lever is electrically braked. If a lever is pushed forward away from the operator, the corresponding wheel motor  26  is driven in the forward direction for turning its attached drive wheel  12 . Likewise, if a lever  31  is pulled toward the operator, the corresponding motor  26  and drive wheel  12  are driven in reverse. The greater distance that a lever is moved from its neutral position, the faster the associated wheel motor  26  and drive wheel  12  turn. 
   If both levers  31  are moved in the same direction and amount and at the same time, both drive wheels  12  move at the same speed, thereby causing straight-ahead movement of the ODV  10  over the ground. That movement is perpendicular to the horizontal axis  18 . If the levers  31  are pushed forward or backward at an unequal distance from each other, the lever  31  moved the greater distance will produce a greater speed of rotation, causing the vehicle  10  to turn in the direction of the slower drive wheel  12 . For example, if the right control lever  31  is pushed farther forward than is the left lever  31 , the ODV  10  turns to the left, and vice versa. 
   If the right lever  31  is moved forward and the left lever  31  is moved backward and both lever positions are the same in amount and opposite in direction, the left wheel  12  turns backward and the right wheel  12  turns forward, both at the same rate of rotation. In this instance, the ODV  10  turns in its own space or footprint while its footprint generally remains stationary over ground, i.e., the ODV rotates about the vertical axis  16 . (The footprint over the ground is the area of the ground beneath the vehicle.) The counter-clockwise rotation described above becomes a clockwise rotation when the right wheel  12  rotates backward at the same rate as the forward rotation of the left wheel  12 . Thus, the ODV  10  can change its heading while generally not moving or varying its footprint over the ground. If the ODV  10  does not interfere with any object on the ground at one heading, it will not likely interfere with any object at any heading because the ODV footprint generally does not change during rotation. 
   The two drive wheels  12  are preferably located in the exact center axis  18  of the vehicle  10 . Two additional swivel wheels or castors  20  are ideally mounted at the rear of the vehicle  10 . The rear castors  20  provide support for balancing the weight of the vehicle, supporting the power source  22  and other ballast weight (as required to counterbalance a loaded ordinance handling arm) to keep the frame  14  substantially level. The swivel castors  20  are mounted on the frame  14  at positions so as not to protrude from the outer circumference of the vehicle when the vehicle is turning about vertical axis  16  in order to prevent contact with other objects while the ODV  10  is spinning. When the ODV  10  moves forward, the castors  20  may trail outside the ODV circumference without any substantial obstruction effect. Although ODV  10  is illustrated as having two swivel casters  20 , any number of swivel castors may be employed at varying points along the frame  14 , depending on the weight distribution and application of vehicle. 
     FIG. 1  shows a circular trolley rail or ring  38  is mounted to the frame  14  with a plurality of mounting spacers  40  or by other suitable means. The trolley rail  38  provides a smooth running surface for one or more movable trolley hitch assemblies  42 . Trolley hitch assembly  42  has a plurality of rollers  44  located inboard of the rail  38  and rollers  46  located outboard of the rail  38  which rotatably capture rail  38  with substantially no looseness. The trolley hitch assembly  42  is the point of quick-couple attachment for the aircraft towbar assembly  48  ( FIG. 2 ). The trolley hitch assembly  42  is preferably arranged and designed to freely rotate about circular rail  38 , although it may be rotated by powered assemblies with electric or hydraulic motors, for example. 
     FIGS. 2 and 3  are side and top views, respectively, of the ODV  10  according to a preferred embodiment. An aircraft towbar assembly  48  is shown attached to the trolley hitch assembly  42 . The towbar  48  and trolley hitch assembly  42  are preferably designed for quick coupling and uncoupling. A turret assembly  36  is shown rotatably mounted to the ODV frame  14 . The turret  36  rotates about the vertical axis  16 . The rotation of turret  36  relative to frame  14  is preferably controlled by turret motor  28  (see  FIG. 1 ) which has a rotor which engages a race or circular rack (not shown) mounted to an inside of turret  36 , although other mechanisms may be used. The turret motor  28  is in turn controlled by control system  30  (see  FIG. 1 ). The turret  36  is shown generally having a conic frustum shape, although other shaped turrets may be used.  FIGS. 2 and 3  also show rollers  45  which rotatably engage a race portion  47  (see  FIGS. 4-5 ) of ODV frame  14  along outer perimeter  15 . The rollers  45  are intervaled along the perimeter of turret  36  and provide a bearing mechanism between the turret  36  and ODV frame  14 . The number and size of the rollers are dependent on the expected turret loads. However, other suitable bearing arrangements may be used. A seat  50  for the operator is mounted on top of the turret  36 , preferably in a location which coincides with or is near to vertical axis  16 . 
     FIG. 4  is a side view cross section of the trolley rail  38  and its attachment to the vehicle frame  14  with spacers  40  placed around the frame perimeter  15 . Trolley hitch assembly  42  has a plurality of rollers  44  positioned inboard of the trolley rail  38  and a plurality of rollers  46  positioned outboard of the rail  38 . Both the inboard and outboard side of rail  38  has rollers positioned at both the top and bottom of the rail  38 , usually in sets. In other words, the rollers are preferably positioned with a number of upper and lower roller pairs  44  set inboard of the rail  38  and generally an equal number of upper and lower roller pairs  46  set outboard of the rail  38 . The rollers  44 ,  46  rotatably capture rail  38  with substantially no vertical or horizontal looseness. The mounting positions of the rollers  44 ,  46  match the curvature of the rail  38 , thus allowing the trolley hitch assembly  42  to rotate smoothly with minimal friction and resistance about rail  38 . The number and size of rollers  44 ,  46  may vary depending on the expected maximum loads. The rollers  44 ,  46  bear loads in both the horizontal and vertical directions and thus may be equipped with bearings to provide smooth rotation of the trolley hitch assembly  42  with respect to the ODV frame  14  while under load. The smooth trolley hitch movement reduces stress on the vehicles being moved, such as aircraft that typically have delicate landing gear. 
     FIG. 5  illustrates the trolley hitch assembly  42  from a top view. The two roller pairs  44  located inboard of the rail  38  and one roller pair  46  located outboard of the rail trap the rail with substantially no looseness.  FIGS. 4 and 5  also show turret rollers  45  which rotatably engage a race portion  47  of ODV frame  14  along outer perimeter  15 . The rollers  45  are preferably intervaled along the perimeter of turret  36  and provide a bearing mechanism between the turret  36  and ODV frame  14  for smooth rotation under load. The number and size of the rollers are dependent on the expected turret loads. Alternatively, plain bearings, cams, or other suitable devices may be used in place of rollers  44 ,  45 ,  46 . 
   Referring to  FIGS. 6-7 , the trolley hitch assembly  42  is preferably able to freely rotate about trolley ring  38  during aircraft movement operations. The operator of the ODV  10  in this configuration positions the vehicle relative to the aircraft towbar assembly  48  (and aircraft  52 ) attached to trolley hitch assembly  42  by keeping the ODV  10  behind the towbar  48 . The motion is similar to backing up a vehicle with a towed trailer, except the operator is facing in the direction of motion. In other words, the towbar assembly  48 /aircraft  52  is coupled to the trolley hitch assembly  42  at the front of ODV  10 , and the operator is able to steer the aircraft  52  by slightly turning the vehicle to the right or the left. If the trolley hitch assembly  42  is allowed to get too far from the front center of the ODV  10 , its tendency is to pass down the side of the vehicle to the rear causing a jack-knife situation. In this case, the operator must “turn into the trolley” to regain a position firmly behind the trolley hitch assembly  42 . An operator is able to quickly maneuver the towbar  48  in the same manner that a window washer expertly wields a squeegee. 
     FIGS. 6 and 7  illustrate the ODV  10  pushing an airplane  52  by rotating the drive wheels  12  of the ODV such that the forward direction of the ODV  10  is depicted by the arrow F. The forward direction F is perpendicular to the horizontal axis  18  running through the drive wheels  12 . In  FIG. 6 , the arrow F is directed to the airplane&#39;s right side of centerline  54 ; with both wheels moving forward, the trolley hitch assembly  42  tends to move to the right side of ODV  10  and the nosewheel  56  of the airplane  52  is turned to the right, causing the airplane  52  to turn toward the right, i.e., to move in a counter clockwise arc when viewed from above, as it is pushed rearward.  FIG. 7  shows the opposite maneuver. ODV  10  forward motion F is directed to the aircraft&#39;s left side of centerline  54 , causing the opposite movement of the nosewheel  56  and a clockwise rotation of the airplane as it is pushed rearward. In this manner, the ODV  10  is capable of controlling the direction of movement of the airplane  52  in a smooth, uninterrupted manner. Because the drive wheels  12  of the ODV are continuously variable, it is possible to move at only creeping speeds up through maximum travel speeds without changes in gears or interrupting the movement of the airplane  52 . 
   Referring back to  FIGS. 2 and 3 , the ODV according to one embodiment has an ordinance handling mechanism  60  attached to the top of turret assembly  36 . Preferably, the ordinance handling mechanism  60  is articulated so that it may be folded to minimize the ODV footprint when its use is not required. For example, the ordinance handling mechanism  60  may consist of two trunnion assemblies  62 , each pivotably carried by a stand  64  mounted to the turret  36 . The stands  64  and/or trunnion assemblies  62  are outfitted with actuators  69  to control pivoting of the trunnion assemblies  62 . The actuators  69  are preferably electric and capable of incremental and precise positioning, but other actuators, for example, hydraulic actuators may be used. As actuators are well known in the art, they are not discussed further herein. Attached to the forward end of each trunnion assembly  62  is a lower arm  66  which terminates in a hinge  68 . The two hinges  68  are pivotably attached to a U-shaped upper arm assembly  70 . The distal end of the upper arm assembly  70  terminates in a holding tool or cradle  72  which is designed and arranged to accommodate a particular weapon. The cradle  72  may also have its position controlled by an actuator  69 , preferably am electric actuator. A U-shaped counterweight assembly  74  is attached to the rear ends of the trunnion assemblies  62  to balance the weight of a weapon held in cradle  72 . A recess  76  in the conic frustum-shaped turret  36  may be provided to accommodate the counterweight assembly  74  if necessary. The ordinance handling mechanism is preferably disposed such that the operator&#39;s seat  50  is located within the U-shaped upper arm assembly  70  when the upper arm assembly is folded in the stowed position as shown. The upper arm assembly  70  may optionally have a length adjustment mechanism  78 . 
     FIGS. 8 and 9  are side and top views, respectively, of the ODV  10  illustrated in  FIGS. 2-3  showing the ordinance loading mechanism  60  in an unfolded operating position. Each hinge  68  is designed so that mating ends of lower arm  66  and upper arm  70  abut when the arms are linearly aligned so that upper arm  70  is supported when extended. The towbar assembly  48  is preferably removed from trolley hitch assembly  42  for munitions handling operations. 
   Referring to  FIGS. 2 ,  3 ,  8 , and  9 , although a U-shaped upper arm assembly  70  is described and illustrated, other configurations such as Y-shaped, yoke, wishbone, or other suitably shaped arms may be used. Furthermore, ordinance handling mechanisms  60  which do not pivot as such, for example, a scissors jack assembly, piston jack, etc., may be used as appropriate. In an alternate embodiment (not illustrated), the ODV does not contain a movable turret. Rather, an ordinance handling mechanism which itself rotates about vertical axis  16  is mounted to a fixed ODV body, cab, or frame. 
   Referring to  FIGS. 10-12 , a sequence for loading a bomb on to the underside of a wing of aircraft  52  using ODV  10  is illustrated. In  FIG. 10 , a bomb  80  is carried by ordinance loading mechanism  60 . The ODV  10  is moved forward in the direction labeled F by moving both drive wheels  12  forward at the same rate of rotation to position bomb  80  under receptacle  82 . In  FIG. 11 , bomb  80  is laterally misaligned from receptacle  82 . The ODV  10  rotates counterclockwise by driving the right wheel  12  forward and left wheel backward at the same rates of rotation. Simultaneously, turret  36  is rotated clockwise with respect to the ODV frame  14  by turret motor  28  (see  FIG. 1 ) at the same rate of rotation as the ODV over ground. Thus, weapons handling mechanism  60  remains stationary over the ground. Control system  30  uses feedback sensors  32  on drive wheels  12  and feedback sensors  34  on the turret to control the drive wheel motors  26  and turret motor  28  so that turret  36  remains motionless during the operation (see  FIG. 1 ). In  FIG. 12 , ODV  10  is facing perpendicular to ordinance handling mechanism  60 . Both drive wheels  12  are now moved slowly forward at the same speed to move bomb  80  laterally in direction L with respect to aircraft  52 . Next, bomb  80  is laterally aligned with receptacle  82 . The process described with respect to  FIG. 11  is now reversed so that ODV  10  rotates clockwise while turret  36  rotates counterclockwise at the same rate. In other words, ODV rotates clockwise “under” turret  36 , which is held stationary over ground. ODV  10  is rotated until it is aligned in the forward direction with ordinance loading mechanism  60  as shown in  FIG. 10 . The ODV is now driven forward until bomb  80  is perfectly aligned with receptacle  82  for attachment thereto. 
   The control system  30  ( FIG. 1 ) is preferably computer controlled and includes appropriate position, speed and/or acceleration sensors for feedback. The control system may include additional inputs, such as strain gauges or optical sensors mounted on the ordinance loading mechanism  60  for determining distance and relative bearing of the bomb  80  to the receptacle  82 . Unequal wheel speeds and turret rotation allow for sophisticated and variable positioning of bomb  80 . An infinite number of complex combinations of motions may be accurately repeated. In the preferred embodiment, drive wheel motors  26 , turret motor  28  and ordinance handling mechanism  60  actuators  69  are all electric devices capable of precise positioning and centrally controlled by control system  30 . Control system  30  is preferably designed and arranged to be programmed, much like numerically controlled (CNC) machines, to perform repetitive tasks requiring precise motion control of numerous degrees of freedom. An operator could set the control system  30  to a learning mode, which would record the motions of the vehicle during a particular task. Then, an operator could later execute the recorded sequence of motions to exactly repeat the task. For example, programs corresponding to loading and unloading sequences for particular missiles, bombs, or other devices at particular receptacles of particular aircraft can be created, stored and executed to partially automate and speed the ordinance handling processes, while significantly reducing chances of error or mishap. As motion control systems are well known in the prior art, they are not discussed further herein. 
     FIG. 13  illustrates an alternate embodiment of the vehicle  10 ′ according to the invention. The ODV  10 ′ of  FIG. 13  is identical to the ODV  10  of  FIG. 1 , except that the power source  22  drives a hydraulic pump  97  instead of an electric generator  24 . Electric drive motors  26  are replaced by hydraulic motors  99 , and electric turret motor  28  is replaced by hydraulic motor  98 . Preferably, electric ordinance handling mechanism  60  actuators  69  ( FIG. 2 ) are replaced by hydraulic actuators (not shown). The hydraulic pump  97  provides balanced pressurized hydraulic fluid to the two separate hydraulic motor assemblies  99 , one for each drive wheel  12 , and optionally to the turret motor  98  and/or other actuators. The speed and direction of rotation of hydraulic motors  99  and the drive wheels  12  driven thereby is controlled by a control system  30 ′ which ports hydraulic fluid to the hydraulic components. The control system  30 ′ receives powered hydraulic fluid from pump  97  and ports the fluid to hydraulic drive motors  99  and turret motor  98  as directed by the control circuitry based on control and feedback inputs. 
   Although ODV  10  is described herein as adapted for handling aircraft and ordinance, the vehicle may be suitable for use anywhere where precise  2 ,  3 ,  4 , or more axis positioning is required. The invention thus includes as embodiments vehicles which may substitute for smaller cranes, boom trucks, cherry pickers, etc. 
   The Abstract of the disclosure is written solely for providing the United States Patent and Trademark Office and the public at large with a means by which to determine quickly from a cursory inspection the nature and gist of the technical disclosure, and it represents solely a preferred embodiment and is not indicative of the nature of the invention as a whole. 
   While some embodiments of the invention have been illustrated in detail, the invention is not limited to the embodiments shown; modifications and adaptations of the above embodiment may occur to those skilled in the art. Such modifications and adaptations are in the spirit and scope of the invention as set forth herein: