Several aerostructure component flip adaptive holding assemblies and methods of implementing the same

Abstract

The application discloses several aviation large component overturning self-adaptive holding assemblies and implementation methods thereof, belongs to the technical field of aircraft component machining, and designs special tooling of different components to replace the original tension belt mode for fixing, and adopts a modular design mode, designs a unified mounting interface between all holding assemblies and an overturning frame, and all the holding assemblies can be mounted on the overturning frame, so that quick switching in use is realized. Through the design of an adjusting mechanism on the holding assembly, self-adaptive holding according to the component posture can be realized.

Description

Technical Field

[0001] This invention belongs to the field of aircraft component processing technology, specifically involving several large aerospace components with adaptive holding components for flipping and their implementation methods. Background Technology

[0002] During the precision machining and flipping of fuselage components, the components need to be securely connected to the flipping frame. Due to the different shape and structural features of various components, the securing components used vary. Currently, the securing method involves directly binding the components with tension straps, with only a small number of components using tooling for securing. Furthermore, the rapid switching between different securing components results in long operation times, high operational difficulty, high complexity, and a high risk factor, significantly impacting production line efficiency and the safety of components and personnel. Additionally, components from different aircraft batches have different spatial attitudes upon entering the flipping station, making proper securing impossible. Forced securing can cause excessive assembly stress or deformation to the components, damaging the product and affecting subsequent assembly, and in severe cases, even posing a safety hazard to the aircraft. Summary of the Invention

[0003] To overcome the shortcomings of existing holding methods and components, this invention provides several adaptive holding components for the flipping of large aircraft components and their implementation methods. These components provide holding fixtures for the flipping of different aircraft components, improve the reliability of aircraft component holding, enhance the holding efficiency of different components, coordinate the attitude adaptation between the component attitude and the holding components, and reduce the stress of holding assembly.

[0004] The objective of this invention is achieved through the following technical solution:

[0005] Several types of aerospace large component flipping adaptive holding components include a flipping frame, in which a first linear guide rail is provided, and in which a forward fuselage frame beam clamping holding component, a forward fuselage outward extension shaft holding component, a mid-fuselage forward section forward frame outward extension shaft holding component, a mid-fuselage forward section rear frame outward extension shaft holding component, and a mid-fuselage rear section outward extension shaft holding component are slidably arranged.

[0006] Preferably, the front fuselage frame beam clamping and holding assembly includes a front clamping assembly section and a rear clamping assembly section. The front clamping assembly section is mounted on the flipping frame and a second linear guide rail is mounted on the front clamping assembly section. A first slider is mounted on the rear clamping assembly section. The rear clamping assembly section can move relative to the front clamping assembly section and is locked by a second fixing pin. The rear clamping assembly section adopts an open design and is divided into upper and lower ends. The upper end is used to install the back clamping mechanism for pressing the back frame beam, and the lower end is used to install the belly clamping mechanism for pressing the belly frame beam.

[0007] Preferably, the back-end clamping mechanism includes a first trapezoidal lead screw, a lead screw nut, a wedge block, a vertical guide block, a frame clamping block, and a rubber pad; the lead screw nut is fixed to the upper rear end of the clamping assembly, the first trapezoidal lead screw is connected to the wedge block, and the wedge block is pushed forward by the feed of the first trapezoidal lead screw. The wedge block is connected to the frame clamping block through the dovetail groove of the inclined surface. Due to the limiting effect of the vertical guide block, the frame clamping block can only move in the vertical direction, thereby realizing the clamping and loosening of the back-end.

[0008] Preferably, the belly clamping mechanism includes a handwheel, a second trapezoidal lead screw, a guide rod, and a belly clamping block. The second trapezoidal lead screw and the guide rod are located at the lower rear end of the clamping assembly. One end of the second trapezoidal lead screw and the guide rod is connected to the belly clamping block, and the other end of the second trapezoidal lead screw is connected to the handwheel. The clamping assembly is fixed to the belly through the feeding of the second trapezoidal lead screw.

[0009] Preferably, the front fuselage extension shaft retaining assembly includes a first base, which is mounted on the flip frame via a second slider and its position is fixed by a second guide rail clamp; an extension shaft fixing assembly is installed at the front end of the first base.

[0010] Preferably, the extended shaft fixing assembly includes a first vertical adjusting screw, a pressure cap, a first universal ball mount, a first universal ball, a horizontal adjusting screw, an extended shaft connecting shaft, and a vertical adjusting screw. The pressure cap is directly mounted on the first base by screws. The upper and lower vertical adjusting screws are connected to the first universal ball mount through threaded holes on the pressure cap. The horizontal adjusting screw passes through the first base and the first universal ball mount, and the end of the horizontal adjusting screw adjusts the horizontal position of the extended shaft connecting shaft. The horizontal adjusting screw is threadedly connected to the first universal ball mount. The first universal ball is installed in the universal ball mount, and the extended shaft connecting shaft directly contacts the first universal ball. The first universal ball acts as a guide and bearing during the adjustment of the connecting shaft position.

[0011] Preferably, the mid-fuselage front frame extension shaft holding assembly includes a second base, a mid-fuselage front frame extension shaft, a third fixing pin, a first clamp, and a first adaptive adjustment assembly. The second base is mounted on the flip frame via the third fixing pin, and its position is fixed via the second clamp. One end of the mid-fuselage front frame extension shaft is connected to the fuselage front frame, and the other end of the mid-fuselage front frame extension shaft is connected to the second base via the first adaptive adjustment assembly.

[0012] Preferably, the mid-fuselage front section rear frame extension shaft fixing assembly includes a third base, a second clamp, a mid-fuselage rear section rear frame extension shaft, and a second adaptive adjustment assembly. The third base is connected to the flip frame through the second clamp. One end of the mid-fuselage rear section rear frame extension shaft is connected to the fuselage front frame, and the other end of the mid-fuselage rear section rear frame extension shaft is connected to the third base through the second adaptive adjustment assembly.

[0013] Preferably, the first, second, and third adaptive adjustment components each include an upper adjusting screw, an upper end cover, an upper pressure block, a left end cover, a left adjusting screw, a right adjusting screw, a right end cover, a second universal ball, a second universal ball U-shaped mounting base, a lower end cover, a lower adjusting screw, and a rear limiting screw. The upper adjusting screw passes through the upper end cover and connects to the upper pressure block. The two sides of the upper end cover are respectively connected to the left and right end covers. The upper adjusting screw and the right adjusting screw pass through the left and right end covers and connect to the second universal ball U-shaped mounting base. The base panel of the second universal ball U-shaped mounting base is equipped with a second universal ball to support the minor sliding adjustment of the extended shaft and reduce friction. The lower end cover passes through the lower adjusting screw and connects to the second universal ball U-shaped mounting base, pushing the second universal ball U-shaped mounting base to perform adaptive adjustment of its vertical spatial position.

[0014] The implementation method of several large aerospace component flipping adaptive holding components involves the following steps: The product is first loaded into the holding area by an AGV (Automated Guided Vehicle). Operators select the holding component based on the fuselage component type and adjust it to the corresponding holding position. At the position to be clamped at the front of the fuselage, the rear section of the clamping component is first coarsely adjusted to move it to the initial position. The position is then locked using the second fixing pin and the first guide rail clamp. Fine adjustments are then made using the lead screws at both ends. The first trapezoidal lead screw pushes the wedge block to move horizontally. The wedge block, through the movement conversion of the inclined plane pair, drives the frame pressing block to press against the fuselage frame beam. For vertical clamping, the second trapezoidal lead screw and guide rod directly clamp the machine belly. Simultaneous operation of the left and right clamping components secures the front section of the front body component. For the rear section, after the operator roughly adjusts the holding components to the initial position, the holding position is adjusted using four adjusting screws (up, down, left, and right) based on the positional difference between the machine body extension shaft and its connecting shaft, to accommodate the position of the front body component. During the clamping and disassembly process, due to the difference between the AGV's positioning point and the machine body component, the component position can also be finely adjusted using adjusting screws based on the AGV's position.

[0015] The beneficial effects of this technical solution are as follows:

[0016] I. The present invention provides several adaptive holding components for large aerospace components, which replace the original tensioning band method with dedicated tooling for different components. A modular design is adopted, with a unified installation interface between all holding components and the flipping frame. All holding components can be installed onto the flipping frame, enabling rapid switching during use. By adding an adjustment mechanism to the holding components, adaptive holding that can be adjusted according to the component's attitude is achieved.

[0017] II. The several adaptive holding components for large aircraft components provided by this invention standardize the holding methods during the aircraft component flipping process, reduce the operational intensity during flipping, decrease the probability of flipping-related failures, and achieve reliable constraint on components during flipping, with a fully self-locking constraint process. It can meet the requirements for rapid switching between different components and the holding components. The position of the holding components can be adjusted according to the component's location and adaptively adjusted according to attitude requirements, reducing the possibility of component deformation during the process and minimizing assembly stress. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the adaptive holding component.

[0019] Figure 2 This is a schematic diagram of the front fuselage frame beam clamping and holding assembly structure.

[0020] Figure 3 This is a schematic diagram of the forward fuselage extension shaft retaining assembly.

[0021] Figure 4 This is a schematic diagram of the structure of the front frame extension shaft fixing assembly of the mid-fuselage.

[0022] Figure 5 This is a schematic diagram of the structure of the rear frame extension shaft fixing assembly of the front section of the fuselage.

[0023] Figure 6 It is the rear extension shaft retaining assembly of the middle fuselage.

[0024] Figure 7 This is a detailed structural diagram of the adaptive adjustment components 55, 64, and 74.

[0025] In the diagram: 1. Flipping frame; 2. First linear guide rail; 3. Front fuselage frame beam clamping and securing assembly; 4. Front fuselage extension shaft securing assembly; 5. Middle fuselage front section front frame extension shaft securing assembly; 6. Middle fuselage front section rear frame extension shaft securing assembly; 7. Middle fuselage rear section extension shaft securing assembly; 31. First fixing pin; 32. Second linear guide rail; 33. Front section of clamping assembly; 34. Second fixing pin; 35. First guide rail clamp; 36. First slider. 37. Rear section of the clamping assembly; 38. First trapezoidal lead screw; 39. Lead screw nut; 310. Wedge block; 311. Vertical guide block; 312. Mouth frame pressure block; 313. First rubber pad; 314. Handwheel; 315. Second trapezoidal lead screw; 316. Guide rod; 317. Second rubber pad; 318. Abdominal pressure block; 41. First base; 42. Second slider; 43. Second guide rail clamp; 44. First vertical adjusting screw; 45. Pressure 46. ​​Cover; First universal ball mount; 47. First universal ball; 48. Limiting plate; 49. Horizontal adjusting screw; 410. Outer shaft connecting shaft; 411. Second vertical adjusting screw; 51. Second base; 52. Outer shaft of the front frame of the mid-fuselage; 53. Third fixing pin; 54. First clamp; 55. First adaptive adjustment assembly; 61. Third base; 62. Second clamp; 63. Outer shaft of the rear frame of the mid-fuselage; 64. Second Adaptive adjustment assembly; 71. Fourth base; 72. Third slider; 73. Third clamp; 74. Third adaptive adjustment assembly; 81. Upper adjusting screw; 82. Upper end cover; 83. Upper pressure block; 84. Left end cover; 85. Left adjusting screw; 86. Right adjusting screw; 87. Right end cover; 88. Second universal ball; 89. Second universal ball U-shaped mounting base; 810. Lower end cover; 811. Lower adjusting screw; 812. Rear limit screw. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to embodiments, but the implementation of the present invention is not limited thereto.

[0027] Example 1

[0028] like Figures 1-7 As shown, several large aviation components are tilted adaptive holding components, including a tilting frame 1. The tilting frame 1 is provided with a first linear guide rail 2. The first linear guide rail 2 is slidably provided with a forward fuselage frame beam clamping holding component 3, a forward fuselage extension shaft holding component 4, a mid-fuselage forward section front frame extension shaft holding component 5, a mid-fuselage forward section rear frame extension shaft holding component 6, and a mid-fuselage rear section extension shaft holding component 7.

[0029] Example 2

[0030] The difference between this embodiment and Embodiment 1 is that the front fuselage frame beam clamping and holding assembly 3 includes a front clamping assembly 33 and a rear clamping assembly 37. The front assembly is mounted on the flipping frame 1. A second linear guide rail 32 is mounted on the front clamping assembly 33. A first slider 36 is mounted on the rear clamping assembly 37. The rear clamping assembly 37 can move relative to the front clamping assembly 33 and is locked by a second fixing pin 34. The rear clamping assembly 37 adopts an open design and is divided into upper and lower ends. The upper end is used to install the back clamping mechanism for pressing the back frame beam, and the lower end is used to install the belly clamping mechanism for pressing the belly frame beam.

[0031] The back-mounted clamping mechanism includes a first trapezoidal lead screw 38, a lead screw nut 39, a wedge block 310, a vertical guide block 311, a frame pressing block 312, and a rubber pad. The lead screw nut 39 is fixed to the upper end of the rear section 37 of the clamping assembly. The first trapezoidal lead screw 38 is connected to the wedge block 310. The wedge block 310 is pushed forward by the feed of the first trapezoidal lead screw 38. The wedge block 310 is connected to the frame pressing block 312 through the dovetail groove of the inclined surface. Due to the limiting effect of the vertical guide block 311, the frame pressing block 312 can only move in the vertical direction, thereby realizing the clamping and loosening of the back-mounted mechanism.

[0032] The aforementioned mouth frame pressure block 312 is provided with a first rubber pad 313 to reduce the damage that may be caused to the components during the pressing process.

[0033] The belly clamping mechanism includes a handwheel 314, a second trapezoidal lead screw 315, a guide rod 316, and a belly pressing block 318. The second trapezoidal lead screw 315 and the guide rod 316 are located at the lower end of the rear section 37 of the clamping assembly. One end of the second trapezoidal lead screw 315 and the guide rod 316 are connected to the belly pressing block 318, and the other end of the second trapezoidal lead screw 315 is connected to the handwheel 314. The clamping assembly is fixed to the belly through the feeding of the second trapezoidal lead screw 315.

[0034] The abdominal pressure block 318 is provided with a second rubber pad 317 to reduce the damage that may be caused to the components during the pressing process.

[0035] The front fuselage extension shaft holding assembly 4 includes a first base 41, which is mounted on the flip frame 1 via a second slider 42 and its position is fixed by a second guide rail clamp 43; an extension shaft fixing assembly is installed at the front end of the first base 41.

[0036] The extended shaft fixing assembly includes a first vertical adjusting screw 44, a cover 45, a first universal ball mount 46, a first universal ball 47, a horizontal adjusting screw 49, an extended shaft connecting shaft 410, and a vertical adjusting screw. The cover 45 is directly mounted on the first base 41 by screws. The upper and lower vertical adjusting screws are connected to the first universal ball mount 46 through threaded holes on the cover 45. The horizontal adjusting screw 49 passes through the first base 41 and the first universal ball mount 46. The end of the horizontal adjusting screw 49 adjusts the horizontal position of the extended shaft connecting shaft 410. The horizontal adjusting screw 49 is threadedly connected to the first universal ball mount 46. The first universal ball 47 is installed in the universal ball mount. The extended shaft connecting shaft 410 is in direct contact with the first universal ball 47. The first universal ball 47 acts as a guide and bearing during the adjustment of the connecting shaft position.

[0037] The first vertical adjusting screw 44 and the first universal ball mount 46 are respectively designed with male and female slots. The vertical position of the first universal ball mount 46 can be adjusted by the first vertical adjusting screw 44, and the left and right directions are limited by the first base 41. At the same time, the first vertical adjusting screw 44 is self-locking.

[0038] The first universal ball mount 46 has a threaded hole on its side, and the threaded hole on the first base 41 is a strip-shaped hole, which facilitates the adaptive adjustment of the horizontal adjusting screw 49 as the vertical position changes.

[0039] The first universal ball mount 46 is also equipped with a limit plate 48 to prevent the connecting shaft from sliding out during the adjustment of the position.

[0040] The mid-fuselage front frame extension shaft fixing assembly 5 includes a second base 51, a mid-fuselage front frame extension shaft 52, a third fixing pin 53, a first clamp 54, and a first adaptive adjustment assembly 55. The second base 51 is mounted on the flip frame 1 via the third fixing pin 53 and its position is fixed via the second clamp 62. One end of the mid-fuselage front frame extension shaft 52 is connected to the fuselage front frame, and the other end of the mid-fuselage front frame extension shaft 52 is connected to the second base 51 via the first adaptive adjustment assembly 55.

[0041] The mid-fuselage front section rear frame extension shaft fixing assembly 6 includes a third base 61, a second clamp 62, a mid-fuselage rear section rear frame extension shaft 63, and a second adaptive adjustment assembly 64. The third base 61 is connected to the flip frame 1 through the second clamp 62. One end of the mid-fuselage rear section rear frame extension shaft 63 is connected to the fuselage front frame, and the other end of the mid-fuselage rear section rear frame extension shaft 63 is connected to the third base 61 through the second adaptive adjustment assembly 64.

[0042] The rear extension shaft holding assembly 7 of the middle fuselage includes a fourth base 71, a third slider 72, a third clamp 73 and a third adaptive adjustment assembly 74. The fourth base 71 is mounted on the flip frame 1 by the third slider 72 and its position is fixed by the third clamp 73. The other end of the fourth base 71 is connected to the third adaptive adjustment assembly 74.

[0043] The design principle of the first adaptive adjustment component 55 is the same as that of the front fuselage extension shaft fixing component 4. This design principle is applied to the front fuselage front section rear frame extension shaft fixing component, and the first base 41, the second base 51, the third base 61 and the fourth base 71 are designed specifically according to the center of gravity position of the fuselage section and the connection position of the frame beam. The middle fuselage rear section extension shaft fixing component 7 also adopts the design method of the third adaptive adjustment component 74, and the position of the fourth base 71 is designed according to the product center of gravity and the connection position.

[0044] The first adaptive adjustment component 55, the second adaptive adjustment component 64, and the third adaptive adjustment component 74 each include an upper adjusting screw 81, an upper end cover 82, an upper pressure block 83, a left end cover 84, a left adjusting screw 85, a right adjusting screw 86, a right end cover 87, a second universal ball joint 88, a second universal ball joint U-shaped mounting base 89, a lower end cover 810, a lower adjusting screw 811, and a rear limiting screw 812. The upper adjusting screw passes through the upper end cover 82 and connects to the upper pressure block 83. The two sides of the upper end cover 82 are respectively connected to the left end cover 83. The cover 84 and the right end cover 87 are connected. The upper adjusting screw 81 and the right adjusting screw 86 pass through the left end cover 84 and the right end cover 87 respectively and are connected to the second universal ball U-shaped mounting base 89. The base panel of the second universal ball U-shaped mounting base 89 is equipped with a second universal ball 88, which is used to reduce friction when the extended shaft is slightly slidably adjusted. The lower end cover 810 passes through the lower adjusting screw 811 and is connected to the second universal ball U-shaped mounting base 89, pushing the second universal ball U-shaped mounting base 89 to perform adaptive adjustment of its vertical spatial position.

[0045] The upper end cover 82 has a threaded hole, and the position of the upper pressure block 83 can be changed by the upper adjusting bolt to accommodate the fixing of the extended shaft at different heights. The left end cover 84 and the right end cover 87 have elongated through holes, and the left adjusting screw 85 and the right adjusting screw 86 pass through the left end cover 84 and the right end cover 87 respectively to connect with the second universal ball U-shaped mounting base 89. The two side panels of the second universal ball U-shaped mounting base 89 are designed with threaded holes for the left adjusting screw 85 and the right adjusting screw 86 to make adaptive adjustments to the left and right spatial positions.

[0046] The first adaptive adjustment component 55, the second adaptive adjustment component 64 and the third adaptive adjustment component 74 have the same structure, and only the part dimensions differ.

[0047] The implementation method of several large aircraft component flipping adaptive holding components involves the following steps: The product is first loaded into the holding area by an AGV vehicle. The operator selects the holding component based on the fuselage component type and adjusts it to the corresponding holding position. At the position to be clamped at the front of the fuselage, the rear section 37 of the clamping component is first coarsely adjusted to move it to the initial position. The position is then locked using the second fixing pin 34 and the first guide rail clamp 35. Fine adjustments are then made using the lead screws at both ends. The first trapezoidal lead screw 38 pushes the wedge block 310 horizontally. The wedge block 310, through the motion conversion of the inclined plane pair, drives the frame pressing block 312 to clamp the component. The frame beam is vertically pressed, and the second trapezoidal screw 315 and guide rod 316 directly press the belly of the machine. By operating the clamping components on both sides simultaneously, the front section of the front body component is clamped and fixed. For the fixation of the rear section of the machine, after the operator roughly adjusts the holding components to the initial position, the holding position is adjusted according to the position difference between the machine body extension shaft and the extension shaft connecting shaft 410, using the four adjusting screws (up, down, left, and right) to adapt to the position of the front body component. During the holding and disassembly process, since there is a difference between the positioning point of the AGV vehicle and the machine body component, the position of the component can also be finely adjusted according to the position of the AGV vehicle using the adjusting screws.

[0048] The beneficial effects of this technical solution are as follows:

[0049] I. The present invention provides several adaptive holding components for large aerospace components, which use specialized tooling for different components instead of the original tensioning band method for fixation. A modular design is adopted, with a unified installation interface between all holding components and the flipping frame 1. All holding components can be installed onto the flipping frame 1, enabling rapid switching during use. By adding an adjustment mechanism to the holding components, adaptive holding that can be adjusted according to the component's attitude is achieved.

[0050] II. The several adaptive holding components for large aircraft components provided by this invention standardize the holding methods during the aircraft component flipping process, reduce the operational intensity during flipping, decrease the probability of flipping-related failures, and achieve reliable constraint on components during flipping, with a fully self-locking constraint process. It can meet the requirements for rapid switching between different components and the holding components. The position of the holding components can be adjusted according to the component's location and adaptively adjusted according to attitude requirements, reducing the possibility of component deformation during the process and minimizing assembly stress.

[0051] III. Implementation Methods for Adaptive Holding Components for Flipping Major Aircraft Components. This method is designed for holding, clamping, and adaptive positioning of three types of components—the forward fuselage section, the forward mid-fuselage section, and the aft mid-fuselage section—during the finishing and flipping process in aircraft production. It includes a forward fuselage frame beam clamping holding component 3, a forward fuselage extension shaft holding component 4, a forward mid-fuselage section forward frame extension shaft holding component 5, a forward mid-fuselage section aft frame extension shaft holding component 6, and a aft mid-fuselage section extension shaft holding component 7. The holding components are collectively mounted on a flipping frame 1 and connected to the frame via guide rails and sliders. The position of the holding components is changed through a first linear sliding motion, achieving holding of different fuselage sections. Its main working principle is that the holding components are connected to the frame beams and process extension shafts of the fuselage components. The holding components have self-adjusting and self-locking capabilities, and can also adjust the position of the components to adapt to different holding and installation states.

[0052] All holding components are installed in pairs on the left and right sides of the flipping frame 1. A pneumatic normally closed guide rail clamp and a fixing pin are also designed between all holding components and the flipping frame 1 to ensure the holding components are fixed after being moved into place, while also meeting the requirements of double margin design and error prevention for personnel operation. The front fuselage frame beam clamping and holding component 3 includes a clamping device and an external shaft fixing device. The clamping device is divided into front and rear sections, which are connected by a second linear guide rail 32 and can slide relative to each other, and are fixed by a pin. The clamping device adopts an open frame design, and the opening frame pressure block 312 and the belly pressure block 318 are fixed to the front fuselage components through surface contact. The self-locking, clamping, and releasing functions are achieved through the feeding of the first trapezoidal screw 38 and the second trapezoidal screw 315. The abdominal pressing block 318 is directly connected to the feed via the second trapezoidal lead screw 315, and the mouth frame pressing block 312 is directly connected to the feed via the first trapezoidal lead screw 38. A wedge block 310 is also designed to convert the vertical pressing motion of the mouth frame pressing block 312 into the horizontal feeding motion of the first trapezoidal lead screw 38. All outrigger fixing components have adaptive adjustment capabilities in both height and horizontal directions. When the product is held, the holding position can be adaptively adjusted according to the product's position; when the product is disassembled, the product's position can be adaptively adjusted according to the AGV's position. Universal balls are installed on the holding components, and the outrigger is supported by the universal balls. The contact interface for adjusting the horizontal position of the outrigger is designed with sliding friction to facilitate position adjustment. During the holding process, for products requiring holding, the holding components are selected and adjusted to the holding position, while the remaining components are adjusted to a safe position. The holding components undergo initial adjustment and final self-locking according to the product's posture.

[0053] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. Several types of aerospace large component flip-adaptive holding components, characterized in that: The system includes a flip frame (1), a first linear guide rail (2) is provided inside the flip frame (1), and a front fuselage frame beam clamping and fixing assembly (3), a front fuselage extension shaft fixing assembly (4), a mid-fuselage front section front frame extension shaft fixing assembly (5), a mid-fuselage front section rear frame extension shaft fixing assembly (6), and a mid-fuselage rear section extension shaft fixing assembly (7) are slidably arranged inside the first linear guide rail (2). The front fuselage frame beam clamping and holding assembly (3) includes a front clamping assembly section (33) and a rear clamping assembly section (37). The front clamping assembly section is mounted on the flip frame (1). A second linear guide rail (32) is mounted on the front clamping assembly section (33). A first slider (36) is mounted on the rear clamping assembly section (37). The rear clamping assembly section (37) can move relative to the front clamping assembly section (33) and is locked by a second fixing pin (34). The rear clamping assembly section (37) adopts an open design and is divided into upper and lower ends. The upper end is used to install the back clamping mechanism for pressing the back frame beam, and the lower end is used to install the belly clamping mechanism for pressing the belly frame beam. The back-end pressing mechanism includes a first trapezoidal lead screw (38), a lead screw nut (39), a wedge block (310), a vertical guide block (311), and a mouth frame pressing block (312). The lead screw nut (39) is fixed to the upper end of the rear section (37) of the clamping assembly. The first trapezoidal lead screw (38) is connected to the wedge block (310). The wedge block (310) is pushed forward by the feed of the first trapezoidal lead screw (38). The wedge block (310) is connected to the mouth frame pressing block (312) through the dovetail groove of the inclined surface. Due to the limiting effect of the vertical guide block (311), the mouth frame pressing block (312) can only move in the vertical direction to realize the pressing and releasing of the back of the machine. The belly clamping mechanism includes a handwheel (314), a second trapezoidal lead screw (315), a guide rod (316), and a belly pressing block (318). The second trapezoidal lead screw (315) and the guide rod (316) are located at the lower end of the rear section (37) of the clamping assembly. One end of the second trapezoidal lead screw (315) and the guide rod (316) are connected to the belly pressing block (318), and the other end of the second trapezoidal lead screw (315) is connected to the handwheel (314). The fixation of the rear section (37) of the clamping assembly to the belly is achieved by the feeding of the second trapezoidal lead screw (315). The front fuselage extension shaft holding assembly (4) includes a first base (41), which is mounted on the flip frame (1) by a second slider (42) and its position is fixed by a second guide rail clamp (43); the front end of the first base (41) is equipped with an extension shaft fixing assembly. The extended shaft fixing assembly includes a first vertical adjusting screw (44), a cover (45), a first universal ball mount (46), a first universal ball (47), a horizontal adjusting screw (49), an extended shaft connecting shaft (410), and a vertical adjusting screw. The cover (45) is directly installed on the first base (41) by screws. The upper and lower vertical adjusting screws are connected to the first universal ball mount (46) through the threaded holes on the cover (45). The horizontal adjusting screw (49) passes through the first base (41) and the first universal ball mount (46). The end of the horizontal adjusting screw (49) adjusts the horizontal position of the extended shaft connecting shaft (410). The horizontal adjusting screw (49) is threadedly connected to the first universal ball mount (46). The first universal ball (47) is installed in the universal ball mount. The extended shaft connecting shaft (410) is in direct contact with the first universal ball (47). The first universal ball (47) acts as a guide and bearing in the process of adjusting the position of the connecting shaft. The mid-fuselage front frame extension shaft fixing assembly (5) includes a second base (51), a mid-fuselage front frame extension shaft (52), and a first adaptive adjustment assembly (55). One end of the mid-fuselage front frame extension shaft (52) is connected to the fuselage front frame, and the other end of the mid-fuselage front frame extension shaft (52) is connected to the second base (51) through the first adaptive adjustment assembly (55). The mid-fuselage front section rear frame extension shaft fixing assembly (6) includes a third base (61), a mid-fuselage rear section rear frame extension shaft (63), and a second adaptive adjustment assembly (64). One end of the mid-fuselage rear section rear frame extension shaft (63) is connected to the fuselage front frame, and the other end of the mid-fuselage rear section rear frame extension shaft (63) is connected to the third base (61) through the second adaptive adjustment assembly (64). The rear extension shaft retaining assembly (7) of the mid-engine includes a fourth base (71) and a third adaptive adjustment assembly (74), one end of the fourth base (71) being connected to the third adaptive adjustment assembly (74); The first adaptive adjustment component (55), the second adaptive adjustment component (64), and the third adaptive adjustment component (74) all include an upper adjusting screw (81), an upper end cover (82), an upper pressure block (83), a left end cover (84), a left adjusting screw (85), a right adjusting screw (86), a right end cover (87), a second universal ball (88), a second universal ball U-shaped mounting base (89), a lower end cover (810), a lower adjusting screw (811), and a rear limiting screw (812). The upper adjusting screw (81) passes through the upper end cover (82) and connects to the upper pressure block (83). The upper end cover (82) has two sides. The left and right end caps (84 and 87) are connected respectively. The left adjusting screw (85) and the right adjusting screw (86) pass through the left end cap (84) and the right end cap (87) respectively and are connected to the second universal ball U-shaped mounting base (89). The second universal ball (88) is installed on the base panel of the second universal ball U-shaped mounting base (89) to support the micro-sliding adjustment of the extension shaft and reduce friction. The lower end cap (810) passes through the lower adjusting screw (811) and is connected to the second universal ball U-shaped mounting base (89) to push the second universal ball U-shaped mounting base (89) to perform adaptive adjustment of the vertical spatial position.

2. The adaptive holding assembly for flipping large aerospace components according to claim 1, characterized in that: The front frame extension shaft holding assembly (5) of the mid-fuselage front section also includes a third fixing pin (53) and a first clamp (54). The second base (51) is installed on the flip frame (1) by the third fixing pin (53) and the position is fixed by the second clamp (62).

3. The adaptive holding assembly for flipping large aerospace components according to claim 2, characterized in that: The mid-fuselage front section rear frame extension shaft holding assembly (6) also includes a second clamp (62), and the third base (61) is connected to the flip frame (1) through the second clamp (62).

4. The adaptive holding assembly for flipping large aerospace components according to claim 3, characterized in that: The rear extension shaft holding assembly (7) of the middle engine also includes a third slider (72) and a third clamp (73). The fourth base (71) is mounted on the flip frame (1) by the third slider (72) and its position is fixed by the third clamp (73).

5. The implementation method of several aerospace large component flipping adaptive holding components according to any one of claims 1-4, characterized in that: The product is first loaded into the holding area by the AGV vehicle. The operator selects the holding component according to the type of the machine body parts and adjusts the selected holding component to the holding position corresponding to the machine body parts. At the position to be clamped at the front of the machine body, the rear section (37) of the clamping component is first roughly adjusted to move the clamping to the initial position. The position is locked by the second fixing pin (34) and the first guide rail clamp (35). Then, fine adjustment is made by the lead screws at the upper and lower ends. The first trapezoidal lead screw (38) pushes the wedge block (310) to move horizontally. The wedge block (310) drives the mouth frame pressure block (312) to vertically clamp the machine body frame beam through the motion conversion of the inclined plane pair. For directional clamping, the second trapezoidal lead screw (315) and guide rod (316) directly clamp the belly of the machine. By operating the clamping components on both sides simultaneously, the front section of the front body component is clamped and fixed. For fixing the rear section of the machine, after the operator roughly adjusts the holding component to the initial position, the holding position is adjusted according to the position difference between the machine body extension shaft and the extension shaft connecting shaft (410) by using the four adjusting screws on the top, bottom, left, and right to adapt to the position of the front body component. During the holding and disassembly process, since there is a difference between the AGV vehicle positioning point and the machine body component, the position of the component can also be finely adjusted by adjusting the screws according to the position of the AGV vehicle.

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