A multi-point coordinated aircraft hoist

Abstract

The application belongs to the technical field of aircraft static test, and particularly relates to a multi-point coordinated aircraft lifting device. The device comprises a first upper frame, a second upper frame and a third upper frame, a front landing gear is fixedly installed in the first upper frame, a left main landing gear is fixedly installed in the second upper frame, and a right main landing gear is fixedly installed in the third upper frame. A first double-position control cylinder assembly, a second double-position control cylinder assembly and a third double-position control cylinder assembly are installed on the first upper frame, the second upper frame and the third upper frame respectively. A full-floating support assembly comprises a first full-floating support assembly, a second full-floating support assembly and a third full-floating support assembly. A coordinated loading control system is used for controlling the double-position control cylinder assemblies to realize aircraft lifting.

Description

Technical Field

[0001] This application belongs to the field of aircraft static testing technology, and specifically relates to a multi-point coordinated aircraft lifting device. Background Technology

[0002] Traditional aircraft lifting methods rely on adhesive tape on the fuselage and wings. This method requires attaching sufficient tape to selected lifting points on the fuselage and wings, with multiple lifting devices connected to different points, and then manually operated step-by-step under unified command. Due to difficulties in coordinating multiple lifting devices, inconsistent lifting speeds at different points, and challenges in controlling the aircraft's attitude, there is a risk of collision with the supporting frame, and the lifting process is lengthy. Furthermore, the lifting process of some devices is not limited to vertical movement; after reaching the full aircraft support height, the azimuth or lateral installation position may be inaccurate. Due to limitations in the movement trajectory of the lifting devices, accurate position adjustment is difficult, and the upper support clamps are challenging, resulting in a lengthy adjustment process. For heavier aircraft, there is also the risk of tape detachment or structural instability due to overload. Because protective measures are difficult to implement, such incidents can cause serious damage to the aircraft, and the lengthy lifting process further increases the probability of these risks, posing a significant safety hazard.

[0003] Therefore, it is desirable to have a technical solution to overcome or at least mitigate one of the aforementioned defects of the prior art. Summary of the Invention

[0004] The purpose of this application is to provide a multi-point coordinated aircraft lifting device to solve at least one problem existing in the prior art.

[0005] The technical solution of this application is:

[0006] A multi-point coordinated aircraft lifting device, comprising:

[0007] The upper frame includes a first upper frame, a second upper frame, and a third upper frame. The front landing gear is fixedly installed inside the first upper frame, the left main landing gear is fixedly installed inside the second upper frame, and the right main landing gear is fixedly installed inside the third upper frame.

[0008] A dual-position control actuator assembly includes a first dual-position control actuator assembly, a second dual-position control actuator assembly, and a third dual-position control actuator assembly. The first dual-position control actuator assembly is mounted on the first upper frame along the spanwise direction, the second dual-position control actuator assembly is mounted on the second upper frame along the heading direction, and the third dual-position control actuator assembly is mounted on the third upper frame along the heading direction.

[0009] The fully floating support components include a first fully floating support component, a second fully floating support component, and a third fully floating support component, wherein...

[0010] The first fully floating support component includes a first lifting platform and a first ball bearing platform mounted on the first lifting platform, the first ball bearing platform being used for docking and assembly with the first upper frame;

[0011] The second fully floating support assembly includes a second lifting platform and a second ball bearing platform mounted on the second lifting platform, the second ball bearing platform being used for docking and assembly with the second upper frame;

[0012] The third fully floating support component includes a third lifting platform and a third ball bearing platform installed on the third lifting platform. The third ball bearing platform is used for docking and assembly with the third upper frame.

[0013] A coordinated loading control system is used to control the dual-position control actuator assembly to lift the aircraft.

[0014] In at least one embodiment of this application, the upper frame includes a rectangular base plate and four columns disposed on the rectangular base plate. A connecting plate is disposed between adjacent columns. The connecting plate extends inward to have a double-ear connecting portion, which is connected to the landing gear support rod with bolts.

[0015] In at least one embodiment of this application,

[0016] The first dual-position control actuator assembly includes a first-layer crossbeam and a second-layer crossbeam, wherein the first-layer crossbeam is connected to the aircraft loading frame, the middle part of the second-layer crossbeam is connected to the first upper frame, and the first-layer crossbeam and the second-layer crossbeam are connected by two parallel position control actuators.

[0017] The second dual-position control actuator assembly includes a first-layer crossbeam, a second-layer crossbeam, and a third-layer crossbeam. The first-layer crossbeam is connected to the aircraft loading frame, and the third-layer crossbeam is connected to the second upper frame via a pull plate. The first-layer crossbeam and the second-layer crossbeam are connected via a pull plate, and the second-layer crossbeam and the third-layer crossbeam are connected via two parallel position control actuators.

[0018] The third dual-position control actuator assembly includes a first-layer crossbeam, a second-layer crossbeam, and a third-layer crossbeam. The first-layer crossbeam is connected to the aircraft loading frame, and the third-layer crossbeam is connected to the third upper frame via a pull plate. The first-layer crossbeam and the second-layer crossbeam are connected via a pull plate, and the second-layer crossbeam and the third-layer crossbeam are connected via two parallel position control actuators.

[0019] In at least one embodiment of this application,

[0020] The first dual-position control actuator assembly is equipped with a first manual hoist protection unit, which is located between the first layer crossbeam and the second layer crossbeam of the first dual-position control actuator assembly.

[0021] The second dual-position control actuator assembly is equipped with a second manual hoist protection unit, which is located between the second and third crossbeams of the second dual-position control actuator assembly.

[0022] The third dual-position control actuator assembly is equipped with a third manual hoist protection unit, which is located between the second and third crossbeams of the third dual-position control actuator assembly.

[0023] In at least one embodiment of this application, an attitude monitoring system is also included. The attitude monitoring system collects aircraft attitude monitoring data in real time through a measurement system, displays changes in aircraft attitude in real time, and issues a risk warning when the attitude change exceeds the limit.

[0024] In at least one embodiment of this application, a video recording device is also included, which is used to record the aircraft lifting process.

[0025] The invention has at least the following beneficial technical effects:

[0026] The multi-point coordinated aircraft lifting device of this application ensures the safety, accuracy, and efficiency of lifting the entire aircraft through a dual-position control actuator lifting circuit, a manual lifting and protection circuit, a coordinated loading control system, an attitude monitoring system, and fully floating support components. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a multi-point coordinated aircraft lifting device according to one embodiment of this application;

[0028] Figure 2 This is a schematic diagram of a dual-position control actuator assembly equipped with a manual hoist protection unit according to one embodiment of this application;

[0029] Figure 3 This is a schematic diagram of a fully floating support component according to one embodiment of this application;

[0030] Figure 4 This is a control flowchart of a coordinated loading control system according to one embodiment of this application;

[0031] Figure 5 This is a schematic diagram of the coordination control principle of a multi-point coordinated aircraft lifting technology according to one embodiment of this application. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0033] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this application.

[0034] The following is in conjunction with the appendix Figures 1 to 5 This application will be described in further detail.

[0035] This application provides a multi-point coordinated aircraft lifting device, including: an upper frame, a dual-position control actuator assembly, a fully floating support assembly, and a coordinated loading control system.

[0036] Specifically, such as Figure 1As shown, the upper frame includes a first upper frame, a second upper frame, and a third upper frame. The nose landing gear is fixedly installed inside the first upper frame, the left main landing gear is fixedly installed inside the second upper frame, and the right main landing gear is fixedly installed inside the third upper frame. The dual-position control actuator assembly includes a first dual-position control actuator assembly, a second dual-position control actuator assembly, and a third dual-position control actuator assembly. The first dual-position control actuator assembly is mounted on the first upper frame along the spanwise direction, the second dual-position control actuator assembly is mounted on the second upper frame along the heading direction, and the third dual-position control actuator assembly is mounted on the third upper frame along the heading direction. The fully floating support assembly includes a first fully floating support assembly, a second... The system includes a first fully floating support assembly and a third fully floating support assembly. The first fully floating support assembly includes a first lifting platform and a first ball bearing platform mounted on the first lifting platform, the first ball bearing platform being used for docking and assembly with a first upper frame. The second fully floating support assembly includes a second lifting platform and a second ball bearing platform mounted on the second lifting platform, the second ball bearing platform being used for docking and assembly with a second upper frame. The third fully floating support assembly includes a third lifting platform and a third ball bearing platform mounted on the third lifting platform, the third ball bearing platform being used for docking and assembly with a third upper frame. A coordinated loading control system is used to control the dual-position control actuator assembly to achieve aircraft lifting.

[0037] In one embodiment of this application, the landing gear is fixedly installed inside each upper frame. The upper frame includes a rectangular base plate and columns respectively disposed at the four corners of the rectangular base plate. A connecting plate is provided between adjacent columns. The connecting plate extends inward to a double-ear connecting part. The double-ear connecting part is connected to the double-ear connecting structure on the landing gear support rod with bolts, thereby realizing the fixation of the landing gear.

[0038] In a preferred embodiment of this application, the dual-position control actuator assembly adopts a multi-layer crossbeam structure. The first dual-position control actuator assembly includes two layers of crossbeams: the top first layer is connected to the aircraft loading frame, and the middle of the bottom second layer is connected to the first upper frame. The second and third dual-position control actuator assemblies each include a three-layer crossbeam structure. The top first layer is connected to the aircraft loading frame, and the bottom third layer is connected to the corresponding second or third upper frame via a pull plate. The first and second layers are connected by pull plates, and the second and third layers are connected by two parallel position control actuators. Advantageously, in this embodiment, two pull plates are arranged in parallel between the first and second layers of crossbeams, and two pull plates are also arranged in parallel between the third layer and the upper frame. The pull plates are connected to the corresponding crossbeams using a fixed base and a tightening / loosening screw sleeve.

[0039] In the preferred embodiment of this application, such as Figure 2As shown, each dual-position controlled actuator cylinder assembly is equipped with a manual hoist protection unit. Specifically, the first dual-position controlled actuator cylinder assembly is equipped with a first manual hoist protection unit, which is located between the first and second crossbeams of the first dual-position controlled actuator cylinder assembly; the second dual-position controlled actuator cylinder assembly is equipped with a second manual hoist protection unit, which is located between the second and third crossbeams of the second dual-position controlled actuator cylinder assembly; and the third dual-position controlled actuator cylinder assembly is equipped with a third manual hoist protection unit, which is located between the second and third crossbeams of the third dual-position controlled actuator cylinder assembly.

[0040] This application presents a multi-point coordinated aircraft lifting device, with lifting points located at three relatively rigid landing gear positions. Each lifting point employs a dual-position control actuator as the primary lifting circuit. The dual-position control technology ensures that aircraft lifting can still be completed normally even if one control channel fails. An additional manual hoist circuit is added, lifting synchronously with the position control lifting circuit. This serves as a protective device to prevent sudden aircraft falls due to control system or position control lifting circuit failures, while also allowing for manual lifting independently.

[0041] This application presents a multi-point coordinated aircraft lifting device. The fully floating support assembly's lifting platform enables vertical lifting. A ball bearing platform, rectangular in shape and adapted to the upper frame, is mounted on the lifting platform. A steel plate is installed inside the platform, with multiple ball bearing holes. Ball bearings are installed in these holes, with their bottoms contacting the base plate of the ball bearing platform and their tops protruding from the holes. The rectangular base plate of the upper frame and the ball bearing layer of the ball bearing platform make surface-to-surface contact. The position control actuator is installed corresponding to the aircraft's support mounting position, vertically lifting the aircraft and then mating face-to-face with the lifting platform, significantly reducing the need for in-flight position adjustments.

[0042] This application's multi-point coordinated aircraft lifting device employs a coordinated loading control system for multi-channel coordinated control of position-controlled lifting, ensuring stable aircraft attitude during the lifting process. The coordinated control performs multi-dimensional monitoring of the force and displacement of the lifting circuit to prevent exceedances and limits, and calculates and analyzes the force and displacement changes of the position-controlled device at each lifting point in real time. When exceedances occur, the system performs adaptive coordination, and triggers protection if coordination cannot be completed within a set time.

[0043] In a preferred embodiment of this application, an attitude monitoring system is also included, which can realize visual monitoring and risk warning of aircraft attitude. The system collects aircraft attitude monitoring data in real time through a measurement system, displays changes in aircraft attitude in real time, and issues risk warnings when attitude changes exceed limits.

[0044] In a preferred embodiment of this application, a video recording device is also included, which is used to record the aircraft lifting process.

[0045] In one embodiment of this application, the aircraft lifting process is as follows:

[0046] a) Check if the multi-point coordinated aircraft lifting device is functioning properly;

[0047] b) Measurement and monitoring data;

[0048] c) Adjust the aircraft attitude through each dual-position control actuator assembly, with pitch and roll within 1°;

[0049] d) Real-time measurement and data transmission large-screen attitude monitoring system;

[0050] e) Lift the load at a constant speed and step by step according to the load spectrum, and confirm the stability of the lifting at each step;

[0051] f) During the lifting process, the mechanical protection point follows the position control lifting point in real time;

[0052] g) During the lifting process, the observers on the left and right wings and the rear fuselage observe the distance between the aircraft and the frame throughout the process. If any problems are found, they should be reported to the on-site commander in a timely manner. The on-site commander will monitor the pitch and roll angles of the aircraft in real time. When the angle is greater than 2°, the aircraft attitude will be frozen, the on-site inspection will be carried out, and the lifting will continue after the problem is eliminated.

[0053] h) Once the lifting height is reached, install the vertical support clamps (fully floating support components) for the front landing gear and left and right main landing gear in place;

[0054] i) Position control reduces the aircraft altitude. When the distance between the three upper frames and the support clamps is less than 100mm, the descent speed is reduced until the bottom surfaces of the three landing gear upper frames are in contact with the ball bearing table surface, thus completing the aircraft weight transfer.

[0055] j) Confirm that the upper frames of the nose landing gear and the left and right main landing gear are fixed around the perimeter of the fully floating support assembly;

[0056] k) After installing the downward restraints on the nose landing gear and the lateral and directional restraints on the left and right main landing gears, remove the main landing gear lifting points;

[0057] l) Remove all lifting equipment, adjust the aircraft's attitude, and the lifting operation is complete.

[0058] This application presents a multi-point coordinated aircraft lifting device. By installing a dual-position control actuator lifting circuit at each landing gear position and a backup circuit for manual hoisting, a coordinated loading control system is employed for multi-channel coordinated lifting, ensuring aircraft stability. Simultaneously, the system monitors the force and displacement at each lifting point, issuing risk warnings and freezing the aircraft's attitude upon detecting anomalies. The fully floating support surface and its interface facilitate rapid fixture installation, achieving safe, efficient lifting and precise positioning. This application solves the problems of potential tape detachment or local instability in traditional large aircraft lifting methods, as well as the risks of incoordination between various lifting devices and difficulties in fixture installation, which can lead to test piece damage. It ensures safe, efficient, and precise control during the lifting of the entire aircraft.

[0059] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A multi-point coordinated aircraft lifting device, characterized in that, include: The upper frame includes a first upper frame, a second upper frame, and a third upper frame. The front landing gear is fixedly installed inside the first upper frame, the left main landing gear is fixedly installed inside the second upper frame, and the right main landing gear is fixedly installed inside the third upper frame. A dual-position control actuator assembly includes a first dual-position control actuator assembly, a second dual-position control actuator assembly, and a third dual-position control actuator assembly. The first dual-position control actuator assembly is mounted on the first upper frame along the spanwise direction, the second dual-position control actuator assembly is mounted on the second upper frame along the heading direction, and the third dual-position control actuator assembly is mounted on the third upper frame along the heading direction. The fully floating support components include a first fully floating support component, a second fully floating support component, and a third fully floating support component, wherein... The first fully floating support component includes a first lifting platform and a first ball bearing platform mounted on the first lifting platform, the first ball bearing platform being used for docking and assembly with the first upper frame; The second fully floating support assembly includes a second lifting platform and a second ball bearing platform mounted on the second lifting platform, the second ball bearing platform being used for docking and assembly with the second upper frame; The third fully floating support component includes a third lifting platform and a third ball bearing platform installed on the third lifting platform. The third ball bearing platform is used for docking and assembly with the third upper frame. A coordinated loading control system is used to control the dual-position control actuator assembly to lift the aircraft.

2. The multi-point coordinated aircraft lifting device according to claim 1, characterized in that, The upper frame includes a rectangular base plate and four columns set on the rectangular base plate. A connecting plate is provided between adjacent columns. The connecting plate extends inward to have a double-ear connecting part. The double-ear connecting part is connected to the landing gear support rod with bolts.

3. The multi-point coordinated aircraft lifting device according to claim 2, characterized in that, The first dual-position control actuator assembly includes a first-layer crossbeam and a second-layer crossbeam, wherein the first-layer crossbeam is connected to the aircraft loading frame, the middle part of the second-layer crossbeam is connected to the first upper frame, and the first-layer crossbeam and the second-layer crossbeam are connected by two parallel position control actuators. The second dual-position control actuator assembly includes a first-layer crossbeam, a second-layer crossbeam, and a third-layer crossbeam. The first-layer crossbeam is connected to the aircraft loading frame, and the third-layer crossbeam is connected to the second upper frame via a pull plate. The first-layer crossbeam and the second-layer crossbeam are connected via a pull plate, and the second-layer crossbeam and the third-layer crossbeam are connected via two parallel position control actuators. The third dual-position control actuator assembly includes a first-layer crossbeam, a second-layer crossbeam, and a third-layer crossbeam. The first-layer crossbeam is connected to the aircraft loading frame, and the third-layer crossbeam is connected to the third upper frame via a pull plate. The first-layer crossbeam and the second-layer crossbeam are connected via a pull plate, and the second-layer crossbeam and the third-layer crossbeam are connected via two parallel position control actuators.

4. The multi-point coordinated aircraft lifting device according to claim 3, characterized in that, The first dual-position control actuator assembly is equipped with a first manual hoist protection unit, which is located between the first layer crossbeam and the second layer crossbeam of the first dual-position control actuator assembly. The second dual-position control actuator assembly is equipped with a second manual hoist protection unit, which is located between the second and third crossbeams of the second dual-position control actuator assembly. The third dual-position control actuator assembly is equipped with a third manual hoist protection unit, which is located between the second and third crossbeams of the third dual-position control actuator assembly.

5. The multi-point coordinated aircraft lifting device according to claim 4, characterized in that, It also includes an attitude monitoring system, which collects aircraft attitude monitoring data in real time through a measurement system, displays changes in aircraft attitude in real time, and issues risk warnings when attitude changes exceed limits.

6. The multi-point coordinated aircraft lifting device according to claim 5, characterized in that, It also includes a video recording device for recording the aircraft lifting process.

Images