Automatic locking device and automatic locking method for aircraft long stringer

Abstract

The present invention discloses an automatic locking device and an automatic locking method for an aircraft stringer. The device comprises the following steps: a second rotating shaft is arranged on a supporting seat, and the supporting seat is slidably fitted on a guide column. Thus, when a clamping head is used to clamp the aircraft stringer, a clamping driving mechanism is used to drive the joint seat to move backward in a direction parallel to the guide column, while the clamping head rotates around the second rotating shaft, so that the front end of the clamping head clamps and fixes the middle connecting surface of the aircraft stringer. Then, the clamping driving mechanism is continued to be used to drive the joint seat to move backward in a direction parallel to the guide column. Since the front end of the clamping head has contacted with the middle connecting surface of the aircraft stringer and cannot rotate any further, at this time, the joint seat, the clamping head and the supporting seat can only be driven to move backward as a whole and compress the first spring, so that the front end of the clamping head is finally contacted with the second side surface of the aircraft stringer, and the first side surface of the aircraft stringer can be positioned by driving the bottom plate forward by the linear driving mechanism so as to contact the skin.

Description

Technical Field

[0001] The invention relates to a clamp, in particular to an automatic locking device and an automatic locking method for an aircraft long stringer. Background Art

[0002] The long stringer is an important load-bearing part of the aircraft wall panel. In the traditional aircraft wall panel assembly process, manual clamps are mainly used to position and clamp the long stringer. Due to its structural characteristics, the long stringer parts often require more clamping points. Manual work increases the workload of operators, reduces production efficiency, and makes it difficult to ensure assembly quality. This requires automated assembly fixtures to achieve automatic clamping of the long stringer, improve production efficiency and product assembly quality.

[0003] like Figure 1 The figure is a schematic diagram of the structure of an existing aircraft stringer. The aircraft stringer is in a Z shape, including a middle connecting surface 1, and the two ends of the middle connecting surface 1 are respectively provided with a first side surface 2 and a second side surface 3, the first side surface 2 and the second side surface 3 are respectively located on both sides of the middle connecting surface 1, and the end of the second side surface 3 is also provided with a bent portion 4 bent toward the direction of the middle connecting surface 1.

[0004] The Chinese patent application with publication number CN103332299A discloses an aircraft Z-shaped long stringer clamp, including a clamping head assembly, a guide plate assembly, a travel guide device, a motor, and an electric cylinder. The clamping head assembly is fixedly connected to the travel guide device through a connecting seat and is located at the front end of the electric cylinder. The motor is fixed to the rear end of the electric cylinder, and the clamping device connecting seats are installed at both ends of the side of the electric cylinder; the guide plate assembly is located on the side of the travel guide device; the clamping head assembly includes a connecting seat, a connecting shaft, a clamping arm, a clamping fixed seat, a clamping push rod, and a clamping screw. Rod, clamping fixed rod, cylinder, clamping plate, force sensor spring, spring guide column, guide column, force sensor, force sensor seat, clamping fixed plate, clamping push shaft, clamping head support column, travel guide device includes travel guide device guide block, travel guide device guide rod; the clamping arm is located at one end of the clamping fixed rod and is connected to the clamping fixed rod through the clamping fixed shaft, and is fixedly connected to the clamping push rod through the clamping push shaft, and the other end of the clamping push rod is connected to the cylinder piston rod through the spring compression sleeve; the clamping plates are respectively fixed on both sides of the clamping fixed rod The clamping plate is symmetrically installed on the outside of the two clamping plates, one end of which is fixedly connected to the clamping plate and the other end is connected to the connecting seat; the clamping seat is located in the clamping arm and is fastened to the clamping plate through the clamping pin; one end of the spring guide column is installed in the end hole of the cylinder, and the other end is connected to the guide seat, and the sensor spring is sleeved on the spring guide column; the force sensor is fixed on the force sensor seat; the connecting seat is located at one end of the force sensor seat; the guide column is located between the force sensor seat and the guide seat, and the two guide columns are installed diagonally; the motor and the electric cylinder are connected The electric cylinder piston rod is connected through a coupling to drive the clamping head to move along the guide rod of the travel guide device; the electric cylinder and the guide block of the travel guide device are fixedly connected through the electric cylinder piston connecting seat; the guide plate assembly is composed of a guide plate pad, a guide plate positioning block, and a guide plate end block. The guide plate is located on the side of the clamping head assembly, and one end is fixedly connected to the guide plate positioning block and the guide plate pad and installed on the side of the travel guide device. The guide plate end block is fixed on the guide plate pad, and a long guide groove with an angle is provided on the guide plate; the clamping head assembly moves along the guide groove under the guiding action of the guide column.

[0005] The aircraft Z-type stringer clamp adopts an adjustment spring to adjust the clamping of the clamping arm, so that the clamp can clamp stringers of various thicknesses, has good applicability, and can detect the contact force between the stringer and the skin to ensure the assembly quality. However, the Z-type stringer has three surfaces, namely the middle connecting surface 1, the first side surface 2 and the second side surface 3. In use, the front end surface of the clamping and fixing seat of the aircraft Z-type stringer clamp can press and fix the first side surface 2 of the aircraft stringer to make it contact with the skin, and the clamping arm can press and fix the middle connecting surface 1 on the clamping and fixing seat. That is, although the aircraft Z-type stringer clamp is provided with clamping arms on both sides of the clamping and fixing seat, for the Z-type stringer, it can only realize the clamping and positioning of two mutually perpendicular surfaces, and cannot realize the clamping and positioning of all surfaces at the same time. In addition, the aircraft Z-type stringer clamp also has the disadvantages of large overall size and complex structure. It cannot be installed on the cardboard in the existing tooling, and needs to be installed on a specially manufactured cardboard, which is inconvenient to use. Summary of the invention

[0006] In view of this, an object of the present invention is to provide an automatic locking device and an automatic locking method for an aircraft stringer, which can simultaneously clamp and position all surfaces of the aircraft stringer, provide a better clamping effect, and facilitate the assembly of the skin and the corner piece.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] The present invention firstly proposes an automatic locking device for an aircraft long stringer, comprising a base plate slidably mounted on a linear guide rail and a linear drive mechanism for driving the base plate to slide along the linear guide rail;

[0009] The front end of the bottom plate is provided with a positioning structure for positioning the aircraft stringer, the positioning structure includes an intermediate positioning surface for positioning the intermediate connecting surface, a first positioning surface for positioning the first side surface, and a second positioning surface for positioning the second side surface, the second positioning surface is located at the rear side of the first positioning surface;

[0010] The bottom plate is provided with a clamping mechanism for clamping and fixing the aircraft long stringer on the positioning structure; the clamping mechanism includes a clamping seat, a clamping head and a clamping driving mechanism for driving the clamping head to move, and the clamping seat is fixedly mounted on the bottom plate or the clamping seat and the bottom plate are integrated;

[0011] The clamping drive mechanism comprises a joint seat and a support seat, the joint seat is provided with a first rotating shaft, the support seat is provided with a second rotating shaft; the tail end of the clamping head is rotatably fitted on the first rotating shaft, the clamping head is provided with a waist-shaped circular hole, and the waist-shaped circular hole is fitted on the second rotating shaft; the first rotating shaft and the second rotating shaft are parallel to each other;

[0012] The clamping seat is provided with a guide column perpendicular to the second rotating shaft, the support seat is slidably mounted on the guide column, the front and rear ends of the guide column are respectively provided with a front stop wall and a rear stop wall, a first spring sleeved on the guide column is provided between the rear stop wall and the support seat, and the front stop wall is limitedly matched with the support seat;

[0013] The clamping seat is provided with a clamping head driving mechanism for driving the joint seat to move along a direction parallel to the guide column and thereby driving the clamping head to move.

[0014] Furthermore, the front end of the clamping head is provided with an intermediate clamping end head for clamping and fixing the intermediate connecting surface on the intermediate positioning surface and a rear end clamping end head for clamping and fixing the second side surface on the second positioning surface.

[0015] Furthermore, rollers are respectively provided on the middle clamping end head and the rear end clamping end head.

[0016] Furthermore, the clamping head includes a middle section, and the front and rear ends of the middle section are respectively provided with a front section and a rear section bent toward the same side, the end of the rear section is rotatably fitted on the first rotating shaft, and the waist-shaped circular hole is arranged at a position of the rear section close to the middle section; the middle clamping end and the rear end clamping end are both arranged at the end of the front section.

[0017] Furthermore, the linear guide rail comprises a linear slide rail (25) and a slider (24) arranged on the base plate (5), and the slider (24) and the linear slide rail (25) are slidably matched.

[0018] Further, the linear drive mechanism includes a linear drive cylinder, a front end face of a piston rod of the linear drive cylinder is provided with a first screw hole and a connecting rod threadedly engaged with the first screw hole, a through hole parallel to the linear slide rail is provided on the base plate, the front end of the connecting rod passes through the through hole and is limitedly engaged with the base plate, a locking nut for locking its position and an adjusting nut located on the front side of the locking nut are provided at the rear end of the connecting rod, and a second spring sleeved on the connecting rod is provided between the adjusting nut and the base plate.

[0019] Furthermore, the chuck driving mechanism comprises a chuck driving cylinder, and a piston rod of the chuck driving cylinder is fixedly connected to the joint seat.

[0020] Furthermore, a second screw hole and a cylinder joint threadedly matched with the second screw hole are provided on the front end face of the piston rod of the chuck driving cylinder, a dovetail block is provided at the front end of the cylinder joint, and a dovetail groove matched with the dovetail block is provided at the rear end of the joint seat.

[0021] Furthermore, a joint mounting groove is provided at the front end of the joint seat, the first rotating shaft is arranged between the two side walls of the joint mounting groove, and a mounting groove is provided on the clamping seat, and waist-shaped guide holes are correspondingly provided on the two side walls of the mounting groove, the joint seat is located in the mounting groove, and the two ends of the first rotating shaft respectively extend into the corresponding waist-shaped guide holes; a supporting mounting groove is provided on the supporting seat, and the second rotating shaft is arranged between the two side walls of the supporting mounting groove.

[0022] Furthermore, the guide column is parallel to the linear guide rail.

[0023] Furthermore, a flexible pad is provided on the second positioning surface.

[0024] The present invention also proposes an automatic locking method for an aircraft long stringer using the above-mentioned automatic locking device for an aircraft long stringer, comprising the following steps:

[0025] 1) Bottom plate forward positioning: using a linear drive mechanism to drive the bottom plate to move forward along the linear guide rail, so that the position of the first positioning surface should exceed the theoretical skin inner surface by about 1 mm;

[0026] 2) Locking the long stringer: positioning the aircraft long stringer on the positioning structure, using the clamping head driving mechanism to drive the joint seat to move backward in a direction parallel to the guide column, so that the clamping head rotates around the second rotating shaft, and the clamping mechanism is closed, until the front end of the clamping head contacts the middle connecting surface of the aircraft long stringer, the clamping head driving mechanism continues to drive the joint seat to move backward in a direction parallel to the guide column, driving the clamping head and the supporting seat to move backward as a whole in a direction parallel to the guide column, until the front end of the clamping head contacts the second side surface of the aircraft long stringer;

[0027] 3) Fitting the long stringer to the skin: adjusting the position of the bottom plate to control the contact force between the long stringer and the skin of the aircraft;

[0028] 4) Loosening the long stringer: After the connection between the long stringer and the skin is completed, the clamping head driving machine is used to drive the joint seat to move forward in a direction parallel to the guide column, so that the clamping head rotates around the second rotating shaft, so that the clamping mechanism is opened;

[0029] 5) Bottom plate retreat: The bottom plate is driven to move backward along the linear guide rail by a linear drive mechanism.

[0030] Further, the linear drive mechanism comprises a linear drive cylinder, a front end surface of a piston rod of the linear drive cylinder is provided with a first screw hole and a connecting rod threadedly matched with the first screw hole, a through hole parallel to the linear slide rail is provided on the bottom plate, a front end of the connecting rod passes through the through hole and is limitedly matched with the bottom plate, a locking nut for locking its position and an adjusting nut located at the front side of the locking nut are provided at the rear end of the connecting rod, and a second spring sleeved on the connecting rod is provided between the adjusting nut and the bottom plate;

[0031] In the step 3), the position of the second spring on the connecting rod is adjusted to control the compression amount of the second spring, thereby controlling the contact force between the aircraft stringer and the skin.

[0032] The beneficial effects of the present invention are:

[0033] The automatic locking device for aircraft stringers of the present invention is provided with a second rotating shaft on a supporting seat, and the supporting seat is slidably mounted on a guide column. Thus, when the aircraft stringer is clamped by a clamping head, the clamping driving mechanism is used to drive the joint seat to move backward in a direction parallel to the guide column, while the clamping head rotates around the second rotating shaft, so that the front end of the clamping head clamps and fixes the middle connecting surface of the aircraft stringer, and then the clamping driving mechanism is continued to drive the joint seat to move backward in a direction parallel to the guide column. Since the front end of the clamping head has been in contact with the middle connecting surface of the aircraft stringer, it cannot rotate any further. At this time, the joint seat, the clamping head and the supporting seat can only be driven to move backward as a whole and compress the first spring, so that the front end of the clamping head is finally in contact with the second side of the aircraft stringer, and the first side of the aircraft stringer can be positioned by driving the bottom plate forward through the linear drive mechanism to make it contact with the skin; in this way, the automatic locking device for aircraft stringers of the present invention can realize the positioning and clamping and fixing of the three surfaces of the aircraft stringer through a special structural design, that is, it can bypass the curved part of the aircraft stringer and clamp and position all surfaces of the aircraft stringer at the same time, so that the clamping effect is better and the assembly of the skin and the corner piece is convenient.

[0034] By arranging a first connecting rod threadably connected to the piston rod of the linear drive cylinder, and arranging a locking nut for locking its position and an adjusting nut for adjusting the compression amount of the second spring on the connecting rod, the second spring applies a forward elastic pressure to the base plate. In this way, when the linear drive cylinder is used to drive the base plate to move forward so that the first side surface of the aircraft stringer is in contact with the skin, the contact force between the first side surface of the aircraft stringer and the skin can be adjusted by adjusting the compression amount of the second spring to meet the precise assembly requirements between the aircraft stringer and the skin. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to make the purpose, technical solution and beneficial effects of the present invention clearer, the present invention provides the following drawings for illustration:

[0036] Figure 1 It is a structural schematic diagram of an existing aircraft long stringer;

[0037] Figure 2 It is a structural schematic diagram of an embodiment of an automatic locking device for an aircraft long stringer of the present invention;

[0038] Figure 3 It is a schematic diagram of the structure of the linear guide;

[0039] Figure 4 is a structural schematic diagram of the clamping mechanism;

[0040] Figure 5 is a three-dimensional diagram of the clamping mechanism;

[0041] Figure 6 is a schematic diagram of the structure of the base plate;

[0042] Figure 7 It is a structural schematic diagram of the clamping seat;

[0043] Figure 8 It is a structural schematic diagram of the connector seat;

[0044] Fig. 9 It is a structural schematic diagram of the support seat;

[0045] Fig.10 It is a schematic diagram of the structure of the clamping head;

[0046] Fig.11 A diagram showing the state of use of the automatic locking device for aircraft stringers of this embodiment for clamping and positioning aircraft stringers;

[0047] Description of reference numerals:

[0048] 1-middle connecting surface; 2-first side surface; 3-second side surface; 4-bending part; 5-bottom plate; 6-middle positioning surface; 7-first positioning surface; 8-second positioning surface; 9-clamping seat; 10-clamping head; 10a-middle section; 10b-front section; 10c-rear section; 10d-roller; 11-joint seat; 12-support seat; 13-first rotating shaft; 14-second rotating shaft; 15-waist-shaped circular hole; 16-guide column; 17-front baffle wall; 18-rear baffle wall; 19-first spring; 20-middle clamping end; 21-rear clamping end; 22-flexible pad; 23-positioning block; 24-slider; 25-linear slide rail; 26-linear drive cylinder; 27-connecting rod; 28-through hole; 29-locking nut; 30-adjusting nut; 31-second spring; 32-chuck driving cylinder; 33-cylinder joint; 34-dovetail slot; 35-joint mounting slot; 36-mounting slot; 37-waist-shaped guide hole; 38-support mounting slot; 39-aircraft long stringer; 40-skin. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as limiting the present invention; the terms "first", "second", and "third" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance. In addition, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0051] like Figure 2 , which is a schematic diagram of the structure of an embodiment of the automatic locking device for aircraft long stringers of the present invention. The automatic locking device for aircraft long stringers of this embodiment comprises a base plate 5 slidably mounted on a linear guide rail and a linear drive mechanism for driving the base plate 5 to slide along the linear guide rail. Specifically, the linear guide rail of this embodiment comprises a linear slide rail 25 and a slider 24 disposed on the base plate 5. A positioning block 23 for locating the installation position of the slider 24 is provided on the base plate 5. The slider 24 slidably cooperates with the linear slide rail 25 to guide the moving direction of the base plate 5. The linear drive mechanism of this embodiment includes a linear drive cylinder 26, a first screw hole and a connecting rod 27 threadedly matched with the first screw hole are provided on the front end face of the piston rod of the linear drive cylinder 26, a through hole 28 parallel to the linear slide 23 is provided on the bottom plate 5, the front end of the connecting rod 27 passes through the through hole 28 and is limitedly matched with the bottom plate 5, a locking nut 29 for locking its position and an adjusting nut 30 located in front of the locking nut 29 are provided at the rear end of the connecting rod 27, and a second spring 31 sleeved on the connecting rod 27 is provided between the adjusting nut 30 and the bottom plate 5. Specifically, the axes of the connecting rod 27 and the linear drive cylinder 26 are parallel to the linear slide 23.

[0052] The front end of the bottom plate 5 of this embodiment is provided with a positioning structure for positioning the aircraft stringer, the positioning structure includes an intermediate positioning surface 6 for positioning the intermediate connection surface 1, a first positioning surface 7 for positioning the first side surface 2 and a second positioning surface 8 for positioning the second side surface 3, the second positioning surface 8 is located at the rear side of the first positioning surface 7, so that the aircraft stringer can be positioned and placed on the positioning structure, which is convenient for accurate clamping and positioning. A flexible pad 22 is provided on the second positioning surface 8 of this embodiment.

[0053] The base plate 5 of this embodiment is provided with a clamping mechanism for clamping and fixing the aircraft long stringer on the positioning structure; the clamping mechanism includes a clamping seat 9, a clamping head 10 and a clamping driving mechanism for driving the clamping head 10 to move, and the clamping seat 9 is fixedly mounted on the base plate 5 or the clamping seat 9 and the base plate 5 are integrated. The clamping seat 9 of this embodiment is separately arranged from the base plate 5, and the clamping seat 9 is fixedly mounted on the base plate 5, so that the entire clamping mechanism can move synchronously with the base plate 5 along the linear guide rail.

[0054] The clamping drive mechanism of this embodiment includes a joint seat 11 and a support seat 12. The joint seat 11 is provided with a first rotating shaft 13, and the support seat 12 is provided with a second rotating shaft 14. The tail end of the clamping head 10 is rotatably fitted on the first rotating shaft 13, and the clamping head 10 is provided with a waist-shaped circular hole 15, which is fitted on the second rotating shaft 14. The first rotating shaft 13 and the second rotating shaft 14 are parallel to each other. A guide column 16 perpendicular to the second rotating shaft 14 is provided on the clamping seat 9, and the support seat 12 is slidably mounted on the guide column 16. The front and rear ends of the guide column 16 are respectively provided with a front baffle wall 17 and a rear baffle wall 18. A first spring 19 is provided between the rear baffle wall 18 and the support seat 12, and the front baffle wall 17 is limitedly fitted with the support seat 12. A clamping head driving mechanism is provided on the clamping seat 9 for driving the joint seat 11 to move in a direction parallel to the guide column 16 and thereby driving the clamping head 10 to move. The guide column 16 of this embodiment is parallel to the linear guide rail.

[0055] The chuck driving mechanism of this embodiment includes a chuck driving cylinder 32, and the piston rod of the chuck driving cylinder 32 is fixedly connected to the joint seat 11. Specifically, the front end surface of the piston rod of the chuck driving cylinder 32 of this embodiment is provided with a second screw hole and a cylinder joint 33 threadedly matched with the second screw hole, the front end of the cylinder joint 33 is provided with a dovetail clamping block, and the rear end of the joint seat 11 is provided with a dovetail clamping groove 34 matched with the dovetail clamping block. The dovetail clamping groove 34 is perpendicular to the guide column 16, so that the threaded connection structure between the cylinder joint 33 and the piston rod of the chuck driving cylinder 32 can be used to adjust the position of the joint seat 11 in a direction parallel to the guide column 16, and the position of the joint seat 11 in a direction perpendicular to the guide column 16 can be adjusted by the matching position relationship between the dovetail clamping groove 34 and the dovetail clamping block. In this way, the position of the joint seat 11 can be accurately controlled, and finally the clamping position of the clamping head 10 is made more accurate.

[0056] Specifically, the front end of the joint seat 11 of this embodiment is provided with a joint installation groove 35, the first rotating shaft 13 is arranged between the two side walls of the joint installation groove 35, and the clamping seat 9 is provided with a mounting groove 36, and the two side walls of the mounting groove 36 are correspondingly provided with waist-shaped guide holes 37, the joint seat 11 is located in the mounting groove 36, and the two ends of the first rotating shaft 13 extend into the corresponding waist-shaped guide holes 37. The support seat 12 of this embodiment is provided with a support installation groove 38, and the second rotating shaft 14 is arranged between the two side walls of the support installation groove 38.

[0057] Furthermore, the front end of the clamping head 10 of this embodiment is provided with an intermediate clamping end head 20 for clamping and fixing the intermediate connection surface 1 on the intermediate positioning surface 6 and a rear end clamping end head 21 for clamping and fixing the second side surface 3 on the second positioning surface 8. Preferably, rollers 10d are respectively provided on the intermediate clamping end head 20 and the rear end clamping end head 21 to reduce the friction between the front end of the clamping head 10 and the intermediate connection surface and the second side surface of the aircraft stringer, so as to prevent the clamping head 10 from scratching the surface of the aircraft stringer.

[0058] Furthermore, the clamping head 10 of the present embodiment includes a middle section 10a, and the front and rear ends of the middle section 10a are respectively provided with a front section 10b and a rear section 10c bent toward the same side, the end of the rear section 10c is rotatably fitted on the first rotating shaft 13, and the waist-shaped circular hole 15 is arranged at a position of the rear section 10c close to the middle section 10a; the middle clamping end 20 and the rear end clamping end 21 are both arranged at the end of the front section 10b.

[0059] The automatic locking device for the aircraft stringer of this embodiment is provided with a second rotating shaft on the supporting seat, and the supporting seat is slidably mounted on the guide column. Thus, when the clamping head is used to clamp the aircraft stringer, the clamping driving mechanism is used to drive the joint seat to move backward in a direction parallel to the guide column, while the clamping head rotates around the second rotating shaft, so that the front end of the clamping head clamps and fixes the middle connecting surface of the aircraft stringer, and then the clamping driving mechanism is continued to drive the joint seat to move backward in a direction parallel to the guide column. Since the front end of the clamping head has been in contact with the middle connecting surface of the aircraft stringer, it cannot rotate any further. At this time, the joint seat, the clamping head and the supporting seat can only be driven to move backward as a whole and compress the first spring, so that the front end of the clamping head is finally in contact with the second side of the aircraft stringer, and the first side of the aircraft stringer can be positioned by driving the bottom plate forward through the linear drive mechanism to make it contact with the skin; in this way, the automatic locking device for aircraft stringers of the present invention can realize the positioning and clamping and fixing of the three surfaces of the aircraft stringer through a special structural design, that is, it can bypass the curved part of the aircraft stringer and clamp and position all surfaces of the aircraft stringer at the same time, so that the clamping effect is better and the assembly of the skin and the corner piece is convenient.

[0060] In this embodiment, a first connecting rod threadedly connected to the piston rod of the linear drive cylinder is provided on the piston rod of the linear drive cylinder, and a locking nut for locking its position and an adjusting nut for adjusting the compression amount of the second spring are provided on the connecting rod. The second spring applies a forward elastic pressure to the base plate. In this way, when the base plate is driven forward by the linear drive cylinder to make the first side surface of the aircraft stringer contact and cooperate with the skin, the contact force between the first side surface of the aircraft stringer and the skin can be adjusted by adjusting the compression amount of the second spring to meet the precise assembly requirements between the aircraft stringer and the skin.

[0061] The specific implementation of the aircraft long string automatic locking method of this embodiment is described in detail below in conjunction with the above-mentioned aircraft long string automatic locking device.

[0062] The automatic locking method of the aircraft long stringer of this embodiment includes the following steps:

[0063] 1) Bottom plate forward positioning: The bottom plate 5 is driven forward along the linear guide rail by a linear drive mechanism, so that the position of the first positioning surface 7 should exceed the theoretical skin inner surface by about 1 mm;

[0064] 2) Locking the long stringer: Position the long stringer of the aircraft on the positioning structure, use the clamping head driving mechanism to drive the joint seat 11 to move backward in a direction parallel to the guide column 16, and rotate the clamping head 10 around the second rotating shaft 14 to close the clamping mechanism, until the front end of the clamping head 10 contacts the middle connecting surface 1 of the long stringer of the aircraft, the clamping head driving mechanism continues to drive the joint seat 11 to move backward in a direction parallel to the guide column 16, and drives the clamping head 10 and the supporting seat 12 to move backward as a whole in a direction parallel to the guide column 16, until the front end of the clamping head 10 contacts the second side surface 3 of the long stringer of the aircraft;

[0065] 3) Fitting the long stringer to the skin: adjusting the position of the bottom plate 5 to control the contact force between the long stringer and the skin of the aircraft; specifically, in this embodiment, adjusting the position of the second spring 31 on the connecting rod 27 to control the compression amount of the second spring 31, thereby controlling the contact force between the long stringer and the skin of the aircraft;

[0066] 4) Loosen the long stringer: After the connection between the long stringer and the skin is completed, the clamping head driving machine drives the joint seat 11 to move forward in a direction parallel to the guide column 16, so that the clamping head 10 rotates around the second rotating shaft 14, so that the clamping mechanism is opened;

[0067] 5) Bottom plate retreat: The linear drive mechanism is used to drive the bottom plate 5 to move backward along the linear guide rail.

[0068] The above-described embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or changes made by those skilled in the art based on the present invention are within the protection scope of the present invention. The protection scope of the present invention shall be subject to the claims.

Claims

1. An automatic locking device for an aircraft long stringer, characterized in that: It comprises a base plate (5) slidably mounted on a linear guide rail and a linear drive mechanism for driving the base plate (5) to slide along the linear guide rail; the linear drive mechanism comprises a linear drive cylinder (26); a first screw hole and a connecting rod (27) threadedly engaged with the first screw hole are provided on the front end surface of the piston rod of the linear drive cylinder (26); a through hole (28) parallel to the linear guide rail is provided on the base plate (5); a front end of the connecting rod (27) passes through the through hole (28) and is limitedly engaged with the base plate (5); a locking nut (29) for locking its position and an adjusting nut (30) located in front of the locking nut (29) are provided at the rear end of the connecting rod (27); a second spring (31) sleeved on the connecting rod (27) is provided between the adjusting nut (30) and the base plate (5); A positioning structure for positioning the aircraft stringer is provided at the front end of the bottom plate (5), the positioning structure comprising an intermediate positioning surface (6) for positioning the intermediate connecting surface (1), a first positioning surface (7) for positioning the first side surface (2), and a second positioning surface (8) for positioning the second side surface (3), the second positioning surface (8) being located at the rear side of the first positioning surface (7); The base plate (5) is provided with a clamping mechanism for clamping and fixing the aircraft stringer on the positioning structure; the clamping mechanism comprises a clamping seat (9), a clamping head (10) and a clamping drive mechanism for driving the clamping head (10) to move; the clamping seat (9) is fixedly mounted on the base plate (5) or the clamping seat (9) and the base plate (5) are integrally formed; The clamping drive mechanism comprises a joint seat (11) and a support seat (12); the joint seat (11) is provided with a first rotating shaft (13), and the support seat (12) is provided with a second rotating shaft (14); the tail end of the clamping head (10) is rotatably fitted on the first rotating shaft (13), the clamping head (10) is provided with a waist-shaped circular hole (15), and the waist-shaped circular hole (15) is fitted on the second rotating shaft (14); the first rotating shaft (13) and the second rotating shaft (14) are parallel to each other; The clamping seat (9) is provided with a guide column (16) perpendicular to the second rotating shaft (14); the support seat (12) is slidably mounted on the guide column (16); a front stop wall (17) and a rear stop wall (18) are respectively provided at the front and rear ends of the guide column (16); a first spring (19) sleeved on the guide column (16) is provided between the rear stop wall (18) and the support seat (12); and the front stop wall (17) is limitedly engaged with the support seat (12); The clamping seat (9) is provided with a chuck driving mechanism for driving the joint seat (11) to move in a direction parallel to the guide column (16) and thereby driving the clamping head (10) to move; the chuck driving mechanism comprises a chuck driving cylinder (32), and the piston rod of the chuck driving cylinder (32) is fixedly connected to the joint seat (11).

2. The automatic locking device for an aircraft stringer according to claim 1, characterized in that: The front end of the clamping head (10) is provided with an intermediate clamping end head (20) for clamping and fixing the intermediate connecting surface (1) on the intermediate positioning surface (6) and a rear end clamping end head (21) for clamping and fixing the second side surface (3) on the second positioning surface (8); rollers are respectively provided on the intermediate clamping end head (20) and the rear end clamping end head (21).

3. The automatic locking device for an aircraft stringer according to claim 2, characterized in that: The clamping head (10) comprises a middle section (10a), and the front and rear ends of the middle section (10a) are respectively provided with a front section (10b) and a rear section (10c) bent towards the same side, the end of the rear section (10c) is rotatably fitted on the first rotating shaft (13), and the waist-shaped circular hole (15) is arranged at a position of the rear section (10c) close to the middle section (10a); the middle clamping end head (20) and the rear clamping end head (21) are both arranged at the end of the front section (10b).

4. The automatic locking device for an aircraft stringer according to claim 1, characterized in that: A second screw hole and a cylinder joint (33) threadably matched with the second screw hole are provided on the front end surface of the piston rod of the chuck driving cylinder (32); a dovetail clamping block is provided at the front end of the cylinder joint (33); and a dovetail clamping groove (34) matched with the dovetail clamping block is provided at the rear end of the joint seat (11).

5. The automatic locking device for aircraft long stringers according to claim 1, characterized in that: The front end of the joint seat (11) is provided with a joint installation groove (35), the first rotating shaft (13) is arranged between the two side walls of the joint installation groove (35), and the clamping seat (9) is provided with a installation groove (36), and the two side walls of the installation groove (36) are correspondingly provided with waist-shaped guide holes (37), the joint seat (11) is located in the installation groove (36), and the two ends of the first rotating shaft (13) respectively extend into the corresponding waist-shaped guide holes (37); the support seat (12) is provided with a support installation groove (38), and the second rotating shaft (14) is arranged between the two side walls of the support installation groove (38).

6. The automatic locking device for aircraft long stringers according to claim 1, characterized in that: The guide column (16) is parallel to the linear guide rail; a flexible pad (22) is provided on the second positioning surface (8); the linear guide rail comprises a linear slide rail (25) and a slider (24) provided on the base plate (5), and the slider (24) is slidably engaged with the linear slide rail (25).

7. An automatic locking method for an aircraft long stringer using the automatic locking device for an aircraft long stringer according to any one of claims 1 to 6, characterized in that: The steps include: 1) Bottom plate forward positioning: using a linear drive mechanism to drive the bottom plate (5) to move forward along the linear guide rail, so that the position of the first positioning surface (7) should exceed the theoretical skin inner surface by 1 mm; 2) Locking the long stringer: positioning the aircraft long stringer on the positioning structure, using the clamping head driving mechanism to drive the joint seat (11) to move backward in a direction parallel to the guide column (16), so that the clamping head (10) rotates around the second rotation axis (14), so that the clamping mechanism is closed, and after the front end of the clamping head (10) contacts the middle connecting surface (1) of the aircraft long stringer, the clamping head driving mechanism continues to drive the joint seat (11) to move backward in a direction parallel to the guide column (16), driving the clamping head (10) and the supporting seat (12) to move backward as a whole in a direction parallel to the guide column (16), until the front end of the clamping head (10) contacts the second side surface (3) of the aircraft long stringer; 3) Fitting the long stringer to the skin: adjusting the position of the bottom plate (5), adjusting the position of the second spring (31) on the connecting rod (27), controlling the compression amount of the second spring (31), and thereby controlling the contact force between the long stringer and the skin of the aircraft; 4) Loosening the long stringer: after the connection between the aircraft long stringer and the skin is completed, the clamping head driving machine drives the joint seat (11) to move forward in a direction parallel to the guide column (16), so that the clamping head (10) rotates around the second rotating shaft (14), so that the clamping mechanism opens; 5) Bottom plate retreat: The bottom plate (5) is driven to move backward along the linear guide rail by a linear drive mechanism.

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