Abstract:
The instant invention describes a remotely controlled vehicle towing device which allows an individual the ability to tow vehicles, such as airplanes or RV/trailers, without the aid of another person. The tow vehicle comprises a chassis constructed and arranged to hold the internal compartments that make the device function. The device further comprises independent drives which allow for dual speed functionality wherein each of the wheels, or continuous wheel tracks, may be powered at different levels or speeds. The dual speed design allows the device to turn in a variety of directions, including semicircle or turns in the shape of arcs, not achievable by many of the cited prior art references. A main control unit may be utilized to coordinate all functionality. A hand-held remote control device allows the device to be operated remotely.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
       [0001]    This application claims priority under 35 USC 119(e) to the U.S. Provisional Application 61/443,012, filed on Feb. 15, 2011, entitled “TUGBOT”, the contents of which are herein incorporated by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to a device capable of moving large vehicles, and more particularly to a remotely operated, electric vehicle which is capable of moving a large transportation vehicle, such as an aircraft, or other moving vehicles. 
       BACKGROUND OF THE INVENTION 
       [0003]    Moving small aircraft along the ground, whether around the airfield or in a hanger, is frequently necessary when the aircraft needs to be serviced or when not in use. While it is possible to use the airplane&#39;s own power to move it from place to place, doing so presents safety issues for those moving the plane. In addition, added wear and stress is placed on the motor while undertaking such short operations. To overcome such problems, aircraft tugs have been invented. Aircraft tugs typically require a user to operate the tugs at the site where the airplane is resting. Having someone available to operate the tug and/or assist in the training of small aircraft owners in the operation of these tugs increases cost. Aviation tugs are typically secured to the axle of the front wheel of a small aircraft to move the aircraft without use of the aircraft engines. Once secured, moving the attached aircraft is limited to forward/backward motions without increasing the risk of damage to the landing gear. Many aviation tugs, therefore, fail to provide sharp turning radii which are typically required in crowded airfields and for reducing the risk of airplane damage. 
       DESCRIPTION OF THE PRIOR ART 
       [0004]    Aircraft tow vehicles are known in the art. For example, U.S. Pat. No. 4,917,564 describes an aircraft towing vehicle which firmly grips the nose wheel of an aircraft as it is received, without endangering components of the nose wheel undercarriage disposed immediately above, and without the need for the vehicle operator to preposition the nose wheel gripping system, whether with a computer or otherwise. Further, the &#39;564 invention is described as capable of pressure-locking the nose wheel in its secured position on the towing vehicle after the wheel has been fully engaged. Pressure locking is possible because of the clamping force applied to one or more moveable members which are capable of engaging the periphery of the wheel, irrespective of its precise location, so that neither differences in the nominal wheel diameters, nor differences in the diameter of a given wheel size, such as due to wear, affects the clamping force that is applied and, therefore, the tightness of the grip. 
         [0005]    U.S. Pat. No. 4,950,121 describes an aircraft tug attached to the nose-wheel tire assembly of an airplane. A tire capturing mechanism comprising a pivoting capture arm and a transversally adjustable crossbar opens to allow positioning of the capturing mechanism around and beneath the portion of the tire that is not in contact with the runway surface. After tire capture is accomplished, the capturing mechanism is elevated off the runway surface by a lifting mechanism, so that the entire portion of the weight of the airplane supported by the tire is borne by the aircraft tug. A universal tire clamping mechanism is employed to secure the tire firmly to the capturing mechanism. 
         [0006]    U.S. Pat. No. 5,259,572 describes a vehicle having its own traveling gear for towing an aircraft without a draw tongue. The vehicle has a U-shaped chassis frame recess that is open in the forward direction with a clamping and lifting device arranged therein for the nose-wheels of an aircraft. The clamping and lifting device, which is oscillatingly suspended on the chassis frame, includes a pivoting and lifting ramp, as well as two parallel telescoping arms arranged rigidly on the pivoting and lifting ramp, with telescoping cylinders and with gripping arms, which can be pivoted in and whose nose-wheel contact surfaces are rigidly attached to the gripping arms, and telescopingly adjustable hold-down devices, which are hinged to the support. 
         [0007]    U.S. Pat. No. 5,302,075 describes an aircraft tug assembly for moving an aircraft on the ground. The tug assembly includes a self-propelled chassis responsive to operator control. A cradle assembly is pivotally attached to a front portion of the chassis. The cradle assembly has an adjustable nose-wheel receiving apparatus comprising two lateral arms adjustably engaged with a rear gate to define a nose-wheel receiving corral therebetween, with the corral sizable to accommodate varying sized aircraft nose-wheels. The chassis has a winch, or alternatively a telescoping arm, for pulling an aircraft nose-wheel onto the cradle assembly and into the corral. An optional front gate may be used to enclose the nose-wheel within the corral. Hydraulic actuators lift the cradle assembly with the nose-wheel thereon so the tug assembly may move the aircraft without starting the aircraft engine. 
         [0008]    U.S. Pat. No. 5,480,274 describes an aircraft tug without a draw tongue, and having a chassis divided by means of an axially parallel buckling axle. The pickup device for the nose landing gear of an aircraft is arranged within the fork-shaped recess of the chassis, which is formed by the lifting rockers. The pickup device includes a lifting platform, a pendulum tie-bar, telescopic arms with gripping arms, a push-out tie-bar, a crossbar, longitudinal swinging arms, and a pendulum pin. The pendulum tie-bar, the lifting platform with the telescopic arms, including the push-out tie-bar and the longitudinal swinging arms, are connected to the lifting rockers of the chassis rear part via coupling members. The pendulum tie-bar has a pendular mounting. Since the height-adjustable telescopic arms are pivotably linked to the lifting platform and to the pendulum tie-bar, they are able to contribute to the pendular movement. 
         [0009]    U.S. Pat. No. 5,511,926 describes a self-propelled dolly for the movement of aircraft. The dolly includes a pair of laterally spaced apart first ground-engaging wheels. Each wheel is mounted about a portion of a split first axle mounted in a corresponding pair of spaced apart parallel members of a bifurcated chassis portion. The dolly includes one or more second ground-engaging wheels that are mounted on a second chassis portion pivotally connected to the bifurcated chassis portion about a substantially vertical axis. The second ground-engaging wheels provide steering ability to the dolly, and a handle extending from the second chassis portion permits an operator to control the dolly. A motor and drive train is operatively connected to at least one of the ground-engaging wheels. The bifurcated chassis portion is formed in two sections pivotally connected together about a lateral pivot axis at an intermediate location between the first and second wheels. The sections are lowerable and raisable with respect to the ground at their mutually connected ends. A wheel support is mounted on one of the sections and includes a releasable locking mechanism to maintain the sections in the raised position, in which an aircraft with a wheel thereof supported about ground level by the dolly may be maneuvered. 
         [0010]    U.S. Pat. No. 6,352,130 describes a towing apparatus capable of moving aircraft and other work pieces about an airfield or other workspace. The towing apparatus includes a first frame which is rotatable relative to a second frame about a common substantially vertical axis. A wheel assembly is positioned within the first frame and driven by a motor which is also mounted on the first frame. A gripper assembly for engaging the aircraft or other work piece is attached to the second frame. In this manner, the apparatus provides for a towing of aircraft or other work pieces along an axis which is proximate the axis of the wheel assembly. Additionally, it provides for a low center of gravity, significantly enhancing the stability and maneuverability of the apparatus in a towing attitude or a non-towing attitude. 
         [0011]    U.S. Pat. No. 6,896,283 describes an aircraft tug hitch assembly which includes deflectable guide plates providing a converging pocket for mechanically positioning a tow bar eyelet with the hitch lock pin. The hitch includes a lock assembly including a lock pin which is mounted on a slidable piston for operator controlled movement between a raised unlocked position and a lower locked position capturing the tow bar eyelet. An indicator ball carried by the piston is observable by the tug operator when the lock assembly is in the unlocked position, but is not visible in the locked position, thereby confirming hitch status without the need for verbal communication with ground personnel. 
         [0012]    U.S. Pat. No. 6,942,180 describes a tug device for moving small aircraft having front wheels. A portable drill is connected to a drive wheel and a frame is attached to the wheel. The device is compact and easily assembled for use and disassembled for storage. The device includes a pair of drive wheels and is steerable when a locking latch is released. The locking latch provides rigidity to the device under load. 
         [0013]    U.S. Pat. No. 7,726,679 describes an apparatus and method for maneuvering a trailer having jockey wheel assembly comprising a ground engaging wheel rotatably mounted on an axle. The apparatus comprises a link member which is adapted to be pivotally mounted on the jockey wheel assembly adjacent the axle and a lever assembly removably securable to said link and adapted to engage a peripheral surface of the wheel, whereby movement of said lever rotates said wheel. 
         [0014]    United States Patent Application 2006/0278756 describes a tug operable to move an airplane. The airplane includes a wheel, a frame, a wheel supporting the frame for movement over ground, and a retainer assembly supported by the frame and engageable with the airplane wheel to connect the tug and the airplane. The retainer assembly may be configurable in a loading condition, in which the airplane wheel is loaded onto and off of the tug, and in a retaining condition, in which the airplane wheel is retained on the tug. The retainer assembly may include a first wall engageable with a front portion of the airplane wheel to limit movement of the airplane wheel relative to the tug in the direction of the first wall, and a second wall positionable in an engaging position, in which the second wall is engageable with a rear portion of the airplane wheel to limit movement of the airplane wheel relative to the tug in the direction of the second wall, and in a ramp position, in which the second wall provides a ramp portion, the airplane wheel being movable on the ramp portion onto and off of the tug. 
       SUMMARY OF THE INVENTION 
       [0015]    The present invention describes a remotely controlled vehicle towing device which allows an individual the ability to tow vehicles, such as airplanes, recreational vehicles typically used for camping and traveling (RV), or trailers, without the aid of another person. The tow vehicle comprises a chassis constructed and arranged to hold the internal components that make the device function. Coupled to the chassis are independent drive systems which provide the device with dual speed functionality wherein each of the wheels, or continuous wheel tracks, may be powered at different levels or speeds. The dual speed design allows the device to turn in a variety of directions and provide sharp turning radii, including semicircles or turns in the shape of arcs, not achievable by many of the cited prior art references. Additionally, the independent drive systems provide a device having independent steering and ability to rotate 360 degrees about a center line. A hand-held controller allows the device to be operated remotely. The device also contains a lift plate and a mechanism for providing lift. Coupled to the lift plate is a sensor that is constructed and arranged to reduce the speed of the device if a load is placed on the plate. 
         [0016]    Accordingly, it is an objective of the instant invention to provide an improved vehicle towing device. 
         [0017]    It is a further objective of the instant invention to provide an improved vehicle towing device capable of towing an aircraft. 
         [0018]    It is yet another objective of the instant invention to provide an improved vehicle towing device capable of towing an RV or trailer. 
         [0019]    It is a further objective of the instant invention to provide a vehicle towing device having independent drive systems. 
         [0020]    It is yet another objective of the instant invention to provide a vehicle towing device having independent drive systems which provides dual speed functionality. 
         [0021]    It is yet another objective of the instant invention to provide a vehicle towing device having independent drive systems which provides independent steering having the capability to turn 360 degrees about itself. 
         [0022]    It is a still further objective of the invention to provide a vehicle towing device which minimizes the side load/stress on an airplane landing gear as the plane is being towed. 
         [0023]    It is a further objective of the instant invention to provide a remotely controlled vehicle towing device. 
         [0024]    It is yet another objective of the instant invention to provide a vehicle towing device which can be operated by a single individual. 
         [0025]    Other objects and advantages of this invention will become apparent from the following description taken in conjunction with any accompanying drawings wherein are set forth, by way of illustration and example, certain embodiments of this invention. Any drawings contained herein constitute a part of this specification and include exemplary embodiments of the present invention and illustrate various objects and features thereof. 
     
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         [0026]      FIG. 1  is a perspective view of an illustrative embodiment of a vehicle towing device in accordance with the instant invention and illustrated as a tugbot; 
           [0027]      FIG. 2  is a perspective view of the upper portion of the tugbot in accordance with the instant invention; 
           [0028]      FIG. 3  illustrates the lower portion, or chassis, of the tugbot in accordance with the instant invention; 
           [0029]      FIG. 4  illustrates the bottom surface of the chassis illustrated in  FIG. 3 ; 
           [0030]      FIG. 5  illustrates the arrangement of various components coupled to the tugbot in accordance with the instant invention; 
           [0031]      FIG. 6  is a perspective view of an illustrative, independent wheel drive system assembly of the tugbot; 
           [0032]      FIG. 7A  is a perspective view of an illustrative embodiment of a gear box in accordance with the instant invention; 
           [0033]      FIG. 7B  is a perspective view of an illustrative embodiment of a gear box flange in accordance with the instant invention; 
           [0034]      FIG. 8  is a perspective view of an illustrative embodiment of a pillow block bearing; 
           [0035]      FIG. 9  is a schematic diagram of perspective view of a hand held remote control device in accordance with the instant invention; 
           [0036]      FIG. 10A  is a perspective view of the lift plate assembly in accordance with the instant invention; 
           [0037]      FIG. 10B  is a perspective view of the upper portion of the lift plate assembly illustrated in  FIG. 10A  in accordance with the instant invention; 
           [0038]      FIG. 11  is an exploded view of an illustrative example of a solenoid operated power lift/gravity down hydraulic unit in accordance with the instant invention; 
           [0039]      FIG. 12  is a hydraulic circuit diagram of the hydraulic unit illustrated in  FIG. 11 ; 
           [0040]      FIG. 13  is a side perspective view of the tugbot in accordance with the instant invention engaged with an airplane; 
           [0041]      FIG. 14  is an end perspective view of the tugbot in accordance with the instant invention engaged with an airplane; 
           [0042]      FIG. 15  illustrates an illustrative embodiment of an assembly for securing a portion of the tugbot to a portion of an airplane; 
           [0043]      FIG. 16  is a perspective view of an illustrative embodiment of a winch assembly in accordance with the instant invention; 
           [0044]      FIG. 17  is a perspective view of an alternative embodiment of the tugbot in accordance with the instant invention for attachment to an RV or trailer; 
           [0045]      FIG. 18  is a perspective view of the vertical structure illustrated in  FIG. 17  for attaching to an RV or trailer; 
           [0046]      FIG. 19A  illustrates the tugboat illustrated in  FIG. 17  engaged with a boat trailer; 
           [0047]      FIG. 19B  illustrates the tugboat illustrated in  FIG. 17  engaged with a boat trailer; 
           [0048]      FIG. 19C  illustrates the tugboat illustrated in  FIG. 17  engaged with an RV; 
           [0049]      FIG. 20  is a front view of an alternative embodiment of the vehicle towing device in accordance with the instant invention and illustrated as a tracbot; 
           [0050]      FIG. 21  is a perspective view of the tracbot; 
           [0051]      FIG. 22  is a second perspective view of the tracbot; 
           [0052]      FIG. 23  is a side perspective view of the tracbot. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0053]    While the present invention is susceptible of embodiment in various forms, there is shown in the drawings and will hereinafter be described a presently preferred, albeit not limiting, embodiment with the understanding that the present disclosure is to be considered an exemplification of the present invention and is not intended to limit the invention to the specific embodiments illustrated. 
         [0054]    Referring to  FIG. 1 , an illustrative embodiment of the vehicle towing device is illustrated herein as a tugbot and shown generally as  10 . The tugbot  10  comprises an upper portion  12  constructed and arranged to enclose a lower support frame  14 .  FIG. 2  is a perspective view of the upper portion  12 . The upper portion  12  has a generally U-shaped configuration having a left arm portion  16  and a right arm portion  18  connected by a middle portion  20  which forms a generally linear instead of curved base of the U shape. The interior portion  22  of the U-shaped configuration is sized and shaped to allow for coupling of the tugbot  10  with a vehicle, such as the front landing wheel of an airplane, or vehicle attachment. Each of the arm portions  16  and  18  are constructed in the same manner and have a first end  24  and a second end  26 , an upper surface  28 , and side walls  30 ,  32  and  34 . The upper surface  28  contains generally planar surfaces,  36  and  38 , angled surfaces  40  and  41 , and a curved surface  42 . The curved surface  42  and open area  44  are constructed to partially enclose wheels. The middle portion  20  contains an upper surface  46  and a plurality of side walls  48 ,  50 ,  52  and  54 . 
         [0055]      FIGS. 3 and 4  illustrate the lower portion or chassis  14  of the tugbot  10 . The chassis  14  is preferably constructed of a single piece of metal, such as steel, and formed with one or more compartments that are constructed and arranged to hold various components of the tugbot  10 . The bottom chassis  14  is constructed and arranged in a similar U-shaped configuration as described for the upper portion. The chassis  14  contains a top surface  53  ( FIG. 3 ) and a bottom surface  55  ( FIG. 4 ), a left chassis support arm  56 , and a right chassis support arm  58  separated by the chassis middle section  60 . Each of the arms  56  and  58  contain a plurality of additional structures, either constructed as part of the main U-shaped configuration or as add-on components coupled to the chassis for support and/or for housing the tugbot  10  function producing components, i.e. motors, batteries, chargers, controllers, and the like. 
         [0056]    For example, the left chassis support arm  56  and the right chassis support arm  58  contain a first planar surface  62  having a front edge  64  which defines the first end  66  of chassis  14 . The first planar surface  62 , illustrated herein as having a generally rectangular shape contains a recessed portion  68  which is constructed and arranged to hold one or more components of the tugboat  10  function producing components. Coupled to the recessed portion  68  is a vertically aligned plate member  70 . Near the front edge  64  is a plate  72  coupled to an L-shaped plate  74  which is part of a caster wheel assembly, (described later). A cylindrical member  76  is constructed and arranged to couple with a caster wheel assembly. 
         [0057]    A second planar surface  78 , illustrated herein as having a generally irregular shape, is constructed and arranged to contain one or more cut-out regions and functions to hold one or more components of the tugboat  10  function producing components. The edge  80  of the second planar surface  78  defines the second end  82  of the chassis  14 . A first opening is sized and shaped to hold and secure a gear box transmission. A second opening  83  may also be included and positioned near edge  80 . Other function producing components can be attached or coupled to the chassis  14 . As illustrated, area  84  bounded by structure  86  and  88  can be used to secure a charging device to the second planar surface  78  of the right chassis support arm  58 . The left chassis support arm  56  contains structure  90  which can be used to secure a second charger. An outwardly arranged structure  92  supported by support element  93  can be used to couple a control device to the chassis. Both the left chassis support arm  56  and the right chassis support arm  58  contain an elongated, generally rectangular member  94  positioned near the inner portions, i.e. closest to the area  97  where the airplane wheel contacts the tugbot  10 . While the rectangular member  94  is illustrated as having a hollow interior  95 , but may include a solid or semi-solid interior. Aligned in a parallel fashion relative to the rectangular member  94  is gear box mount structure  98 . Structure  98  contains opening  99  at one of its ends and can be used in securing the wheels to the gear box. 
         [0058]    The chassis middle section  60  is defined by two vertically aligned plates  100  and  101 . The plates  100  and  101  are arranged in a parallel manner and are coupled to the edge of the left and right chassis arms facing the area  97 . Referring to  FIGS. 3 and 4 , two beam-like structures,  102  and  104  are coupled to the back surface  55  of the chassis  14 . Two parallel arranged plates  106  and  108  divide the chassis middle section  60  into a plurality of open spaces,  107 ,  109 , and  110 , see  FIG. 4 . Attached to the beam  104  are two clamps  112  and  114 . A smaller rectangular member  116  is aligned next to the beam  104  and partially extends into the opening  110 . 
         [0059]    The tugbot  10  in accordance with instant invention distinguishes over the cited prior art in several manners. One of the unique features of the instant invention is the use of independent wheel drive system assemblies. By providing for such features, the tugbot  10  can be maneuvered in various directions not described or contemplated by the cited prior art. By having independent drives, each of the drives can operate at individual speeds, thereby providing a device having dual speed capability. Depending on the need of the user, the two speeds can be the same or different. Differing speeds further provide the tugbot  10  the ability to turn in different radii, such as but not limited to semi-circle or arc turn movement. Such arc turning capability minimizes the side load or side stress placed on the planes landing gear. Moreover, the independent drives provide a device having independent steering, thereby allowing 360 degree steering about itself or a center line.  FIG. 6  is an illustrative embodiment of one of the independent wheel drive system assembly  117  of the tugbot. The maneuvering in various directions is aided by use of a wheel  118 . The wheel  118  is coupled to a gear box transmission  120  through axle  122  and axle hub  124 . The gear box  120  utilizes gearing mechanisms  126 , such as worm gears, to drive the axle and rotate the wheel  118 . Double pillow block bearings  128  and  130  are used to extend the life of the gear box  120  by minimizing the load and reducing the rotational shear on the gear box. The gear box  120  may contain bearings  130  and  132  (not illustrated). A motor  134  is coupled to the gear box  120  through a flange  136  and used to generate the necessary power to rotate the wheel  118 . The motor may further be coupled to a battery and a control unit (not illustrated) which can be designed to control functionality of the device. Each of the components are attached or coupled to a frame using attachment mechanisms, such as, but not limited to, nuts and bolts, clips, or semi-permanent attachment means such as welding. 
         [0060]    Referring to  FIG. 5 , the tugbot  10  is shown with upper portion or cover  12  removed, illustrating a non-limiting arrangement of the internal components of the tugbot. Coupled to the chassis  14  is a first left wheel  144  and a first right wheel  146 . Each of the wheels  144  and  146  are part of a wheel assembly which are identical in nature. Accordingly, while the wheel assembly associated with the first right wheel  144  will be described, such description applies to the wheel assembly associated with the first left wheel  146 . The wheel assembly includes a hub  147  and one or more shafts  148  coupling the wheel  144  to a gear box  150 .  FIG. 7A  is a perspective view of an illustrative example of the gear box  150 . The gear box  150  contains a housing  152  holding one or more gearing mechanisms, such as but not limited to, worm gears (not illustrated). A central opening  154  is sized and shaped to receive an axle shaft which is coupled to the gearing mechanisms through one or more bearings (not illustrated). As illustrated, the central opening  154  allows the axle shaft to pass through the gear box  150  A mounting flange  156  has a first surface  158  for coupling to the gear box housing  152  and a second surface  160 , see  FIG. 7B , for coupling to a motor. Placed between the wheel  144  and the gear box housing  152  is one or more, preferably two, pillow box bearing  162 . Referring to  FIG. 8 , an illustrative example of a pillow block bearing utilized in the wheel drive system assembly  117  is illustrated. The pillow block bearing  162  comprises a rounded member  164  coupled to a generally rectangular member  166 . A central opening  168  is sized and shaped to fit an axel shaft. Openings  170  and  172  are sized and shaped to receive screws for securing the pillow block bearing to another object. The use of pillow block bearings prevents or minimizes load or rotational shear placed on the gear box, thereby preventing, or minimizing, the gear box from being damaged. None of the cited prior art, however, contemplates use of minimizing the wear on the gear box in this manner. 
         [0061]    Coupled to the flange  156  of the gear box  152  of the wheel assembly is a motor  174 , see  FIG. 5 , (motor  176  corresponds to the wheel assembly for the right side of the tugbot  10 ). The motor is preferably a 24V DC motor, however, other types of motors such as combustion motors/engines using hydrocarbons, such as gasoline or diesel, hydraulic motors, or solar power motors may be used. The amount of power to each of the wheel assemblies can be controlled by a main control unit  178  coupled to the chassis  14  through securing devices such as screws, nuts and washers. While the main control unit  178  can be placed anywhere, in a preferred embodiment, the main control unit  178  is secured to the main control unit support structure  92 , see  FIG. 3 . In an illustrative example, the main control unit  178  is a high performance dual channel forward/reverse brushed DC motor controller with USB and encoder inputs manufactured by RoboteQ (Scottsdale, Ariz.), such as model number HDC245 or AX2550. 
         [0062]    The main control unit  178  can be designed to convert command transmitting devices, such as but not limited to an RC radio, analog joystick, wireless modems, and computing devices such as personal computers or microcomputers. The main control unit  178  is designed to interface directly with high power DC motors in computer controlled or remote controlled mobile devices and automated vehicle applications. The main control unit  178  may include a high performance microcomputer and quadrature encoder inputs to perform advanced motion control algorithms in open or close loop modes (speed or position). The main control unit  178  may further contain a high number of analog, pulse, and digital I/Os which can be remapped as command or feedback inputs, limit switches, or other functions. The main control unit preferably contains two motor channels that can be operated either independently or mixed to set direction and rotation of the tugbot  10  by coordinating the motion of each motor. 
         [0063]    To perform the function of moving a vehicle, such as an aircraft, remotely, the main control unit  178  can be designed to receive/transmit signals to a hand-held remote control device  180 . Referring to  FIG. 9 , a perspective view of an illustrative hand-held remote control device is shown. The hand-held remote control device  180  may contain an antenna  181  for sending and receiving signals such as radio waves, a power button  182  to turn on/off the unit, as well as individual vehicle control units, such as joysticks  184 ,  186  which independently control the amount of power to each of the left and right motors and controls the direction of movement of the tugbot  10 . The device may include a steering device, such as a rotatable knob or ball, for providing the same or additional functions. The joysticks or steering device may also be constructed in such a manner that, depending on the direction of turn, more or less power will be generated, thereby increasing/decreasing the speed to each of the wheels. Other devices, such as other joysticks, steering wheels, or buttons may be used in conjunction with, or in place of, the joysticks  184  and  186 . In any configuration, the hand-held remote control device allows the user the ability to operate the tugbot  10  remotely, without being tethered to the vehicle. 
         [0064]    Referring back to  FIG. 5 , batteries  190  and  192  are positioned within the recessed portion  68  located on the left chassis support arm  56  and the right chassis support arm  58 . The positioning of the batteries  190  and  192  provides counter balance support and are electrically coupled, directly or indirectly, to various components of the tugbot  10 , such as the main control unit  178 , the motors  174  and  176 , and other devices that require a power source for operation. Tugbot  10  further contains one or more charging devices  194  with electrical insert  195 , see  FIG. 14 , electrically coupled to each of the batteries  190  and  192 . 
         [0065]    Attached to the middle portion  60  is a lift plate assembly  196  and the necessary hardware to mount the lift plate assembly to the chassis  14 . In addition to the lift plate assembly  196  illustrated in  FIG. 5 , the lift plate assembly  196  can be coupled to lift mechanisms known to one of skill in the art which are designed to provide the lift plate assembly  196  the ability to traverse from a first resting position on the ground to a second position which is elevated from the ground. As an illustrative example, the lifting mechanism may generally include a hydraulic power pack  198  for providing hydraulic lift, such as a power lift and down power unit, see  FIG. 11 , such as a hydraulic RAM, a solenoid starter  199 , and a hydraulic RAM  201 . Referring to  FIG. 10A , the lifting plate assembly  196  comprises a lower plate  203  which is sized and shaped to receive an object, such as the tire of an airplane. A second upper plate  205  is constructed and arranged to hold the lifting mechanism units (hydraulic power lift and down power unit  198 , a solenoid relief  199 , and a solenoid starter  201 ) through structures  207  and  209 , see  FIG. 10B . Lifting plate gussets  211  are positioned at or near the edges of lower plate  203 . One end of the lifting plate gussets  211  is attached to the upper plate  205 . A vehicle stop plate  213  forms a right angle with the lower plate  203  and is used to prevent on object, which enters the lower plate  203 , from contacting the upper plate  205 . Attached to the upper plate  205  is a lifting plate hinge pin  215 . The lifting plate assembly  196  may optionally include sensor  217 . The lift plate may be operated at a distance through the use of a remote control or may be operated through the use of a power switch (not illustrated) which powers the plate to traverse from a first resting position, on the ground, to a second position off the ground. 
         [0066]      FIG. 11  is an exploded view of an illustrative example of a 12V DC solenoid operated power lift/gravity down unit  198  which may be used as a lifting mechanism for the lift plate assembly  196 . The unit  198  includes the following components: a start switch assembly  200 , a 12V DC motor  202 , a valve  204 , a reservoir O-ring  206 , coupling  208 , pump O-ring kit  210 , inlet plumbing kit  212 , a filter  214 , a gear pump assembly  216 , a pump mounting bolt  218 , a reservoir  220  for holding hydraulic fluid, a reservoir screw  222 , a breather  224 , an adjustable relieve valve  226 , a spring and ball assembly  228 , a valve check  230 , a relief valve  232 , a U-valve  234 , a bolt  236 , a U-valve O-ring  238 , a solenoid  240 , a motor brush  242 , a lock washer  244 , and a coil  246 .  FIG. 12  is a hydraulic circuit diagram of the hydraulic unit illustrated in  FIG. 11 . 
         [0067]    Referring back to  FIG. 5 , the chassis  14  contains a left and a right caster wheel assembly  250  comprising a tire  252  constructed of a material that does not mark or mar surfaces, a bearing backing plate  254 , a castor stem  256 , a castor shaft collar  257 , and a castor stem tube  258  all secured to the chassis through castor bracket  259 . Other components not illustrated may include bearings, supports, pins, collars, and support brackets. The chassis  14  may optionally include one or more light sources  260 , such as but not limited to, LED compact work lamps. The light source  260  may be operated at a distance through the use of the remote control or may be manually operated through the use of a light switch  261 . 
         [0068]    In use, the tugbot  10  is designed to allow operation of the device with only a single person.  FIGS. 13  illustrates the tugbot  10  coupled to an airplane  262 . In this position, the tugbot  10  is capable of moving the airplane into a desired location. Referring to  FIG. 14 , a winch assembly cover  264  is illustrated, coupled to the center portion  60  of chassis  14 . The winch assembly cover  264  houses a winch assembly which is coupled to the chassis  14  through a support structure  266 , see  FIG. 5  and mounting plate  268 ,  FIG. 14 . The support structure includes a winch clutch lever  270  and a strap, cable, or rope support device  272 . The winch assembly, illustrated in  FIG. 16 , includes a base support structure  274  and a winch wheel  276  for adjusting the tension of a strap  278 . The winch assembly further includes a gearing mechanism and motor (not illustrated) for providing more or less tension on the strap  278 . The winch assembly  276  may be operated remotely through the use of the remote control or may be operated on site through the use of a power switch (not illustrated). The winch assembly shown herein is an illustrative example only. Other mechanical devices designed to pull in or let out, or otherwise adjust the tension of the strap, cable, or rope known to one of skill in the art can be used. 
         [0069]    Coupled to one end of the winch strap  278  is a securing assembly for securing the winch strap  278  to the aircraft, see for example  FIG. 15 . The securing assembly, illustrated herein comprises a generally U-shaped hook  280  having a first end  282  which is generally V-shaped, a middle portion containing two parallel rod shaped members  284  and  286 , and two generally U-shaped ends  288  and  290 . The U-shaped ends  288  and  290  are constructed and arranged to engage the upper portion of a nose fork assembly  292  of the airplane  262 . The ends  288  and  290  turn inwardly towards a ring  294  which is coupled to the V-shaped first end  282 . The ring  294  is coupled to the winch strap  278  through an attachment member, illustrated herein as a safety hook  296 . While the securing device as illustrated is designed to secure the tugbot  10  to the nose fork assembly, devices securing to the wheel or other potions of the plane can be used, and may include other types of hooks or clasps. 
         [0070]    As illustrated in  FIG. 15 , the wheel  298  of the airplane  262  rests on the lift plate assembly  196 . The lift plate assembly  196  may include an alignment member  300  which allows the user the ability to properly align the wheel onto, for example, the center of the lift plate or along the strongest portion of the plate. In addition, coupled to the lift plate assembly  196 , or other parts of the chassis  14 , is a sensor (see  217  on  FIG. 10A ). The sensor, which may be electrically coupled to the main control unit  178 , is constructed and arranged to sense one or more characteristics, such as load, i.e. the weight of the airplane tire or a person placed on the lift plate, presence of an object, i.e. an ultrasonic sensor which detects the present of an object within the loading zone (lower plate  203 ) of the lifting plate assembly, temperature, light, motion, or the like. Upon sensing a desired presence or load, the sensor which may be electrically coupled to the control unit may send a signal to the control unit so that the power or output voltage driving the tugboat  10  can be cut or reduced. Therefore, if the sensor detects a presence or load, the normal traveling speed of the tugboat of, for example, 10 miles per hour without a load will be cut to 5 miles per hour until the load has been removed. In this manner, the tugbot  10  moves in a safe, secure and controlled manner when an aircraft is attached, thereby minimizes damage, particularly against lateral loads to the aircraft, as it is being transported. The tugbot  10  may include a push button emergency stop (E-stop)  221 , see  FIG. 5 , which instantly cuts power to the device in situations where the tugbot  10  requires instantaneous disablement. 
         [0071]      FIG. 17  illustrates an alternative embodiment of the tugbot, and is generally referenced as tugbot  400 . The tugbot  400  is designed to attach to other non-aviation types vehicle. Such device allows a user to position non-aviation type vehicles within a confined showroom area with limited space or for conventional type tractors to operate easily. The tugbot  400  contains the same internal components, i.e. same drive system components and hydraulic systems, and functions in the same manner as tugbot  10 . While the tugboat  10  was illustrated as engaging aviation devices, i.e. airplanes, the tugbot  400  is designed to engage other vehicles such as RVs. The tugbot  400  incorporates a vertical support structure  410  along the centerline of the lift plate  412 . The vertical structure support  410  supports and provides three different vertically adjustment positions for the receiver post  414  by means of a series of three holes  416  on the support  410  and four holes  418  on the receiver post  414 , see  FIG. 18 . As an illustrative example, the increments of adjustment are 1.25″ vertically. The receiver post  414  is secured with two steel pins aligned through not less than two of the support and receiver post holes simultaneously. A ball hitch, illustrated herein as a multi hitch ball mount  420  is secured into the receiver post  414  with a steel pin. A vehicle, such as a boat  426  or RV or car with trailer  428 , can be driven up to the tongue of a the boat or trailer/RV where the hydraulic system  422  is activated, lifting the plate and the ball hitch to engage the tongue of the trailer to raise the dolly/landing jack clear of the ground for movement. Once the trailer/RV is positioned where it is desired, the hydraulic plate is lowered; and the ball hitch disengages the tongue as the dolly/landing jack contacts the ground, see  FIGS. 19A-C . 
         [0072]      FIGS. 20-23  illustrate an alternative embodiment of the tugbot, illustrated herein as a tracbot  500 . The tracbot  500  contains the same internal components, i.e. same drive system components and hydraulic systems, and functions in a similar manner as tugbot  10  or tugbot  400 . As illustrated in  FIG. 20 , the tracbot  500  contains a chassis  510  which supports each of the independent drive systems. Referring to  FIG. 21 , the right drive system comprises a right side gear box  512  coupled to a right side motor  514 , a right side battery  516 , and a charging device  518 . As described for the tugbot  10 , two pillow block bearings  520  and  522  are used to minimize damage to the gear box  512 .  FIG. 22  illustrates the left side components of tracbot  500 , including a left side gear box  524  coupled to a right side motor  526 , a right side battery  528 , and a main control unit  530 . Two pillow block bearings  532  and  534  coupled to an axle  536  are used to minimize damage to the gear box  524 . 
         [0073]    The tracbot  500  further contains a hydraulic system cover  538  for housing the hydraulic system components, as described previously, for providing lift to a lift plate  540 . A winch system  542 , having the same components as described previously, is coupled to the chassis  510 .  FIG. 23  illustrates the main difference between tugbots  10  and  400  and tracbot  500 . The tracbot  500  is designed to contain a track wheel system, such as a continuous track system  544  in which the vehicle movement is driven by one or more modular plates  546  coupled to a continuous band  548  driven by two or more wheels,  550  and  552 . The continuous band  548  of the tracbot is designed to provide movement in rough weather conditions, such as snow, ice and turf, while not damaging surfaces such as those surfaces associated with aviation hangers or storage areas. The continuous band  548  may contain teeth (not illustrated), such as but not limited to trapezoidal teeth or curvilinear teeth, to aid in maintaining contact with  550  and  552  which align with or secure to teeth  553  of wheel  550 . 
         [0074]    All patents and publications mentioned in this specification are indicative of the levels of those skilled in the art to which the invention pertains. All patents and publications are herein incorporated by reference to the same extent as if each individual publication was specifically and individually indicated to be incorporated by reference. 
         [0075]    It is to be understood that while a certain form of the invention is illustrated, it is not to be limited to the specific form or arrangement herein described and shown. It will be apparent to those skilled in the art that various changes may be made without departing from the scope of the invention and the invention is not to be considered limited to what is shown and described in the specification and any drawings/figures included herein. 
         [0076]    One skilled in the art will readily appreciate that the present invention is well adapted to carry out the objectives and obtain the ends and advantages mentioned, as well as those inherent therein. The embodiments, methods, procedures and techniques described herein are presently representative of the preferred embodiments, are intended to be exemplary and are not intended as limitations on the scope. Changes therein and other uses will occur to those skilled in the art which are encompassed within the spirit of the invention and are defined by the scope of the appended claims. Although the invention has been described in connection with specific preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention which are obvious to those skilled in the art are intended to be within the scope of the following claims.