A wing handover apparatus and a wing handover control method

Abstract

The application relates to an on-wing replacement device and an on-wing replacement control method. The on-wing replacement device comprises a cross-connection mechanism, an operating handle which is detachably arranged on the cross-connection mechanism, a first unit body and a second unit body, and a control unit which is arranged on the cross-connection mechanism and is wirelessly connected with the operating handle. The operating handle controls the first unit body and the second unit body to act through the control unit, so as to realize the transfer and six-degree-of-freedom attitude adjustment of a civil aviation engine. The application provides the on-wing replacement device and the on-wing replacement control method, and the working efficiency of on-wing replacement can be improved, and the safety of personnel and equipment is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of aircraft engine replacement operation technology, and in particular to an on-wing engine replacement control method for an on-wing engine replacement device. Background Technology

[0002] In the field of aero-engines, to ensure the continued airworthiness and safe operation of aircraft, on-wing engine replacement is necessary when an engine malfunctions or reaches its operational limitations. Due to the large weight and size of engines, their complex external layout, and the limited space available for installation on the wing, engine replacement operations are time-consuming and difficult. Currently, the conventional on-wing engine replacement process utilizes a set of guiding fixtures (including a ratchet wrench, tension gauge, and support frame). The ratchet wrench is used to tighten or loosen the fixture chain to lift and lower the engine. Based on practical experience, on-wing engine replacement using these guiding fixtures requires at least eight people working together, resulting in low efficiency, poor reliability, and safety hazards.

[0003] Against this backdrop, how to provide an intelligent on-wing engine replacement device for civil aircraft based on AGV (Automated Guided Vehicle) is an urgent problem to be solved. Summary of the Invention

[0004] To address the aforementioned problems in the prior art, this invention proposes an on-wing generator replacement device and an on-wing generator replacement control method, which can improve the working efficiency of on-wing generator replacement and ensure the safety of personnel and equipment.

[0005] Specifically, this invention proposes an on-wing engine swapping device, applicable to civil aircraft engines, comprising:

[0006] A horizontal connecting mechanism and an operating handle, wherein the operating handle is detachably arranged on the horizontal connecting mechanism;

[0007] The first unit body has one end slidably connected to one end of the transverse connecting mechanism. The first unit body includes a first unit body support, a first pedal, a first drive mechanism, a second drive mechanism, a first lifting mechanism, and a second lifting mechanism. The first drive mechanism and the second drive mechanism are disposed at both ends of the unit body support. The bottom of the first drive mechanism is provided with a first drive steering wheel, and the bottom of the second drive mechanism is provided with a second drive steering wheel. The two ends of the first pedal are respectively connected to the two ends of the first unit body support through the first lifting mechanism and the second lifting mechanism.

[0008] The second unit body has one end slidably connected to the other end of the transverse connection mechanism. The second unit body includes a second unit body support, a second pedal, a third drive mechanism, a fourth drive mechanism, a third lifting mechanism, and a fourth lifting mechanism. The third drive mechanism and the fourth drive mechanism are located at both ends of the second unit body support. The bottom of the third drive mechanism is provided with a third drive steering wheel, and the bottom of the fourth drive mechanism is provided with a fourth drive steering wheel. The two ends of the second pedal are respectively connected to the two ends of the second unit body support through the third lifting mechanism and the fourth lifting mechanism. Multiple adapter connectors are provided on the first pedal and the second pedal, which are suitable for cooperating and fixing with the engine bracket. The engine bracket is used to support the civil aviation engine.

[0009] A control unit is mounted on the transverse connection mechanism. The operating handle is wirelessly connected to the control unit. The operating handle controls the first to fourth drive mechanisms to move through the control unit to realize the transfer of the civil aircraft engine. The control unit is also used to control the first to fourth lifting mechanisms to realize the six-degree-of-freedom attitude adjustment of the civil aircraft engine.

[0010] The sensor assembly includes multiple contact sensors and non-contact displacement sensors, which are disposed on the transverse connection mechanism, the first unit body, and the second unit body, for sensing obstacles, parameter calibration, or position calibration. The control unit obtains monitoring data based on the sensor assembly to perform parameter calibration, position calibration, or adjust the transport path of the on-wing transducer.

[0011] According to one embodiment of the present invention, the first to fourth lifting mechanisms have identical structures, each including a long column and a short column, wherein the long column and the short column are rotatably connected, and the angle between the long column and the short column is adjusted to adjust the end height of the corresponding first pedal or second pedal.

[0012] According to one embodiment of the present invention, the adapter connector is movable along the length direction of the first pedal or the second pedal and is fixed, and the first pedal and the second pedal are connected to the engine bracket through the adapter connector.

[0013] According to one embodiment of the present invention, the transverse connection mechanism includes a mechanism body and a plurality of universal wheels disposed at the bottom of the mechanism body.

[0014] The present invention also provides an on-wing engine swapping control method, applicable to the aforementioned on-wing engine swapping equipment, the on-wing engine swapping control method comprising the following steps:

[0015] S1, Install the civil aircraft engine onto the engine mount;

[0016] S2, by controlling the operation handle to move the first drive mechanism to the fourth drive mechanism, the wing engine replacement device is moved to the front end of the engine bracket, so that the center line of the wing engine replacement device coincides with that of the engine bracket;

[0017] S3, control the first drive mechanism to the fourth drive mechanism to move by the operating handle, so that the first unit body and the second unit body move closer together, and so that the multiple adapter connectors cooperate and fix with the engine bracket;

[0018] S4, the operation handle is used to coordinate the operation of the first drive mechanism to the fourth drive mechanism, so that the on-wing generator can reach the designated position;

[0019] S5, perform parameter calibration and / or position calibration using the contact sensor and non-contact displacement sensor;

[0020] S6, by coordinating the operation of the first lifting mechanism to the fourth lifting mechanism and the first drive mechanism to the fourth drive mechanism through the operating handle, the six degrees of freedom attitude of the civil aircraft engine is adjusted;

[0021] S7 completed the on-wing engine replacement operation.

[0022] According to an embodiment of the present invention, the movement of the on-wing transceiver device in steps S2 and S4 includes:

[0023] Moving along the X direction, the control unit controls the first to fourth drive wheels to move in the same direction as the X direction, and controls the first to fourth drive wheels to move at the same speed.

[0024] Moving along the Z direction, the control unit controls the first to fourth drive wheels to move in the same direction as the Z direction, and controls the first to fourth drive wheels to move at the same speed.

[0025] Rotating around the Y direction, the first drive steering wheel to the fourth drive steering wheel are controlled by the control unit to rotate clockwise or counterclockwise along the Y direction by a set angle, and the first drive steering wheel to the fourth drive steering wheel are controlled to rotate at a set speed;

[0026] Wherein, the X direction is the length direction of the first unit body and the second unit body; the Z direction is the length direction of the transverse connecting mechanism; and the Y direction is perpendicular to the X and Z directions.

[0027] According to one embodiment of the present invention, the process of moving the wing-mounted generator further includes:

[0028] The control unit monitors the specific location of obstacles using the sensor assembly, and adjusts the transport path of the on-wing power exchange device to avoid obstacles based on the displacement data of the on-wing power exchange device and the monitoring data of the sensor assembly.

[0029] According to one embodiment of the present invention, the process of adjusting the six-degree-of-freedom attitude of the civil aircraft engine includes:

[0030] The control unit, based on the Jacobian matrix conversion, decomposes the target spatial position and attitude of the civil aviation engine into the motion strokes of the first unit and the second unit along the X, Y, and Z coordinate axes.

[0031] By synchronously driving the first lifting mechanism to the fourth lifting mechanism and the first driving mechanism to the fourth driving mechanism through the control unit, their linkage motion is achieved, so as to realize the precise adjustment of the six degrees of freedom attitude of the civil aviation engine;

[0032] The aircraft heading is defined as the X-axis of the coordinate system, the vertical direction as the Y-axis, the span as the Z-axis, the rotation around the X-axis as angle α, the rotation around the Y-axis as angle β, and the rotation around the Z-axis as angle γ.

[0033] According to one embodiment of the present invention, the first to the fourth lifting mechanisms are respectively configured to form horizontal included angles ∠11, ∠12, ∠21, and ∠22;

[0034] The α-angle roll attitude adjustment process includes:

[0035] The control unit synchronously controls the first and second lifting mechanisms of the first unit body to make the horizontal angle ∠11=∠12;

[0036] Synchronously control the third and fourth lifting mechanisms of the second right unit to make the horizontal included angle ∠21 = ∠22;

[0037] Adjusting the height difference between the first unit and the second unit to achieve the α-angle roll attitude adjustment of the civil aircraft engine;

[0038] The β-angle deflection attitude adjustment process includes:

[0039] The control unit synchronously controls the first to fourth drive wheels to rotate clockwise or counterclockwise along the Y-axis at a set speed to achieve the adjustment of the β-angle deflection attitude of the civil aviation engine.

[0040] The pitch attitude adjustment process at the γ angle includes:

[0041] The control unit synchronously controls the first lifting mechanism of the first unit and the third lifting mechanism of the second unit to make the horizontal angle ∠11=∠21; and synchronously controls the second lifting mechanism of the first unit and the fourth lifting mechanism of the second unit to make the horizontal angle ∠12=∠22.

[0042] Adjusting the difference in horizontal tilt angle between the first unit and the second unit enables the pitch attitude adjustment of the civil aviation engine at the γ angle.

[0043] According to one embodiment of the present invention, the process of adjusting the six-degree-of-freedom attitude of the civil aircraft engine further includes:

[0044] The control unit detects the safe stress environment during the wing-engine replacement process. The sensor assembly includes a force sensor mounted on the adapter connector. The force sensor monitors torque in various directions and feeds it back to the control unit.

[0045] The present invention provides an on-wing engine replacement device and an on-wing engine replacement control method, which controls a first unit and a second unit through a control unit to realize the transfer and six-degree-of-freedom attitude adjustment of civil aircraft engines, thereby improving the work efficiency of on-wing engine replacement and ensuring the safety of personnel and equipment.

[0046] It should be understood that the above general description and the following detailed description of the invention are exemplary and illustrative, and are intended to provide further explanation of the invention as described in the claims. Attached Figure Description

[0047] The accompanying drawings are included to provide further explanation of the invention. They are incorporated into and constitute a part of this application. The drawings illustrate embodiments of the invention and, together with this specification, serve to explain the principles of the invention.

[0048] In the attached image:

[0049] Figure 1 A schematic diagram of the structure of an on-wing generator switching device according to an embodiment of the present invention is shown.

[0050] Figure 2 A diagram illustrating the usage state of an on-wing generator switching device according to an embodiment of the present invention is shown.

[0051] Figure 3 yes Figure 2 A schematic diagram of the structure of the first unit in the diagram.

[0052] Figure 4 yes Figure 3 A schematic diagram of the second lifting mechanism.

[0053] Figure 5 yes Figure 2A schematic diagram of the transverse connection mechanism.

[0054] Figure 6 This illustrates the state of the on-wing engine replacement device and engine bracket adaptation according to an embodiment of the present invention. Figure 1 .

[0055] Figure 7 This illustrates the state of the on-wing engine replacement device and engine bracket adaptation according to an embodiment of the present invention. Figure 2 .

[0056] Figure 8 A bottom view of a wing-mounted generator according to an embodiment of the present invention is shown.

[0057] Figure 9 A schematic diagram of the structure of an on-wing generator switching device according to an embodiment of the present invention is shown.

[0058] Figure 10 A flowchart of an on-wing engine switching control method according to an embodiment of the present invention is shown.

[0059] Figure 11 A schematic diagram of coordinate system calibration for an on-wing engine switching control method according to an embodiment of the present invention is shown. Detailed Implementation

[0060] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0061] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. 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.

[0062] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0063] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0064] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0065] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.

[0066] Figure 1 A schematic diagram of the structure of an on-wing generator switching device according to an embodiment of the present invention is shown. Figure 2 A diagram illustrating the usage state of an on-wing generator switching device according to an embodiment of the present invention is shown. Figure 3 yes Figure 2 A schematic diagram of the structure of the first unit in the diagram. Figure 8A bottom view of an on-wing engine replacement device according to an embodiment of the present invention is shown. As shown, the present invention provides an on-wing engine replacement device 100 suitable for civil aircraft engines. The on-wing engine replacement device 100 mainly includes a transverse connection mechanism 101, an operating handle 102, a first unit 103, a second unit 104, a control unit 105, and a sensor assembly.

[0067] The operating handle 102 is detachably arranged on the horizontal connecting mechanism 101 for easy access by the operator.

[0068] One end of the first unit body 103 is slidably connected to one end of the transverse connecting mechanism 101. The first unit body 103 includes a first unit body support 106, a first pedal 107, a first drive mechanism 108, a second drive mechanism 109, a first lifting mechanism 110, and a second lifting mechanism 112. The first drive mechanism 108 and the second drive mechanism 109 are located at both ends of the unit body support. The bottom of the first drive mechanism 108 is provided with a first drive steering wheel 113, and the bottom of the second drive mechanism 109 is provided with a second drive steering wheel 114. The two ends of the first pedal 107 are respectively connected to the two ends of the first unit body support 106 through the first lifting mechanism 110 and the second lifting mechanism 112.

[0069] One end of the second unit 104 is slidably connected to the other end of the transverse connecting mechanism 101. The second unit 104 includes a second unit support 115, a second pedal 115, a third drive mechanism 116, a fourth drive mechanism 117, a third lifting mechanism 118, and a fourth lifting mechanism 119. The third drive mechanism 116 and the fourth drive mechanism 117 are located at both ends of the second unit support 115. The bottom of the third drive mechanism 116 is provided with a third drive steering wheel 120, and the bottom of the fourth drive mechanism 117 is provided with a fourth drive steering wheel 121. The two ends of the second pedal 115 are connected to the two ends of the second unit support 115 through the third lifting mechanism 118 and the fourth lifting mechanism 119, respectively. Multiple adapter connectors 135 are provided on the first pedal 107 and the second pedal 115, suitable for fixing with the engine bracket 200, which is used to support civil aviation engines.

[0070] Control unit 105 is mounted on transverse connection mechanism 101. Operating handle 102 is wirelessly connected to control unit 105. Operating handle 102 controls the operation of first drive mechanism 108 to fourth drive mechanism 117 via control unit 105 to realize the transfer of civil aircraft engine. Control unit 105 is also used to control the operation of first lifting mechanism 110 to fourth lifting mechanism 119 to realize six-degree-of-freedom attitude adjustment of civil aircraft engine.

[0071] The sensor assembly includes multiple contact sensors and non-contact displacement sensors. The contact and non-contact displacement sensors are mounted on the transverse connection mechanism 101, the first unit 103, and the second unit 104, and are used for obstacle detection, parameter calibration, or position calibration. The control unit 105 obtains monitoring data based on the sensor assembly to perform parameter calibration, position calibration, or adjust the transport path of the on-wing transceiver 100.

[0072] Preferably, the first unit 103 and the second unit 104 have identical structures and are symmetrically arranged on the transverse connecting mechanism 101. The first lifting mechanism 110 to the fourth lifting mechanism 119 have identical structures. Figure 4 yes Figure 3 A schematic diagram of the second lifting mechanism. (Reference) Figure 3 and Figure 4 The second lifting mechanism 112 includes a long support column 122 and a short support column 123, which are rotatably connected. Adjusting the angle between the long support column 122 and the short support column 123 adjusts the end height of the corresponding first pedal 107. Similarly, adjusting the first lifting mechanism 110, the third lifting mechanism 118, or the fourth lifting mechanism 119 adjusts the end height of the corresponding first pedal 107 / second pedal 115.

[0073] Specifically, guide rails 124 and supports 125 are bolted to the first unit support 106. In this embodiment, two parallel guide rails 124 and two supports 125 are provided at one end of the first unit support 106. The second lifting mechanism 112 includes two long supports 122, two short supports 123, and a drive motor 126. The long supports 122 and short supports 123 are rotatably connected via a rotating shaft 128. The bottom ends of the two long supports 122 are provided with pulleys 127, and the two long supports 122 are slidably connected to the two guide rails 124 via the pulleys 127, so as to realize the free sliding of the long supports 122 along the guide rails 124. The other end of the long supports 122 is rotatably connected to the end of the first pedal 107. One end of the short supports 123 is connected to the rotating shaft 128 provided on the long supports 122. The other ends of the two short supports 123 are rotatably connected to the two supports 125 via pins. Furthermore, the drive motor 126 is mounted on the short support column 123. The drive motor 126 is used to drive the bottom end of the long support column 122 to slide on the guide rail 124, thereby raising and lowering the end of the first pedal 107. It is easy to understand that the bottom end of the long support column 122 of the second lifting mechanism 112 is connected to the guide rail 124 with a single degree of freedom, and the bottom end of the short support column 123 is hinged to the support 125. By sliding the bottom end of the long support column 122 back and forth on the guide rail 124, the angle between the long support column 122 and the short support column 123 is changed, thereby adjusting the horizontal height of the top of the long support column 122, and thus raising and lowering the end of the first pedal 107. In fact, a connecting rod 129 is provided at the end of the first pedal 107. The top of the long support 122 is rotatably connected to the connecting rod 129 through a ball bearing 130. The first pedal 107 and the first unit support 106 are formed into a parallelogram mechanism by the second lifting mechanism 112, which is conducive to realizing the on-wing engine change attitude adjustment of civil aviation engines and has sufficient degree of freedom.

[0074] Preferably, the second lifting mechanism 112 further includes a coupling 131, a trapezoidal screw 132, a trapezoidal nut 133, and a shaft flange 134. The drive motor 126 is connected to the trapezoidal screw 132 via the coupling 131, and the trapezoidal nut 133 is fixed to the long support column 122 via the shaft flange 134. The trapezoidal nut 133 is mounted on the trapezoidal screw 132, and the two are threaded together. When the drive motor 126 is started, it drives the trapezoidal screw 132 to rotate via the coupling 131, causing the trapezoidal nut 133 to move the bottom end of the long support column 122 on the guide rail 124. In other words, the rotational motion output by the drive motor 126 is converted into linear motion of the trapezoidal nut 133, causing the bottom end of the long support column 122 to move on the guide rail 124, thereby adjusting the height of the end of the first pedal 107. As is easily understood, the control unit 105 adjusts the attitude of the first pedal 107 by controlling the first lifting mechanism 110 and the second lifting mechanism 112 at both ends of the first unit support 106. By adjusting the attitude of the first pedal 107 and the second pedal 115 of the first unit 103 and the second unit 104, the attitude of the civil aircraft engine on the wing can be adjusted.

[0075] Preferably, a limit switch 144 is provided on the guide rail 124 to prevent the second lifting mechanism 112 from experiencing travel risks.

[0076] Better, refer to Figure 3 The adapter connector 135 is movable and fixed along the length of the first pedal 107 or the second pedal 115. The first pedal 107 and the second pedal 115 are connected to the engine bracket 200 via the adapter connector 135. In this example, two adapter connectors 135 are provided on the first pedal 107 near the engine bracket 200. The adapter connectors 135 are fixed in place with lifting holes on the engine bracket 200 to facilitate the transfer of civil aviation engines and power transmission during on-wing engine replacement. The position of the adapter connector 135 on the first pedal 107 is adjustable to accommodate different models of engine brackets 200, improving the versatility of on-wing engine replacement.

[0077] Figure 5 yes Figure 2 A schematic diagram of the transverse connection mechanism is shown. The transverse connection mechanism 101 includes a mechanism body 136, casters 137, and guide grooves 138. Multiple sets of casters 137 are provided at the bottom of the mechanism body 136. In this embodiment, three sets of casters 137 are provided at the bottom of the mechanism body 136, and the three sets of casters 137 are basically located at the three vertices of an equilateral triangle, avoiding the risk of the transverse connection mechanism 101 tipping over and allowing it to operate independently. Furthermore, guide grooves 138 are provided at both ends of the mechanism body 136. Combined with... Figure 3As shown, a slide rail assembly 139 is provided on the first unit body 103, and the slide rail assembly 139 interacts and cooperates with the guide groove 138. In this embodiment, one end of the mechanism body 136 is provided with four sets of guide grooves 138, and guide bearings are installed on the guide grooves 138. The slide rail assembly 139 is provided with four slide rails, corresponding to the four sets of guide grooves 138, for realizing the assembly or disassembly of the transverse connecting mechanism 101 with the first unit body 103 and the second unit body 104.

[0078] Preferably, the control unit 105 is housed within the mechanism body 136. A bellows cover 140 is provided on the top of the mechanism body 136 to prevent foreign objects from entering the control unit 105. The control unit 105 provides power and related signal processing to the on-wing engine replacement equipment 100. The power supply can provide power to all drive mechanisms and lifting mechanisms of the first unit 103 and the second unit 104. This power supply can be an external power source or a built-in battery to meet the engine replacement operation under different working conditions. The control unit 105 can collect operational data during the on-wing engine replacement process and transmit it to external devices. The operational data includes data on the carrying capacity of the civil aircraft engine, on-wing engine replacement positioning, position calibration, parameter calibration, attitude adjustment, safety warnings, obstacle recognition, and avoidance paths. Intelligent control and human-machine interaction during the on-wing engine replacement process are achieved through the control unit 105.

[0079] Preferably, an emergency stop switch 141 and a running indicator light 142 are provided on the main body 136. The emergency stop switch 141 is used to implement emergency operation of the on-wing power exchange equipment 100, and the running indicator light 142 is used to indicate the operating status of the on-wing power exchange equipment 100. By way of example and not limitation, the emergency stop switch 141 and the running indicator light 142 may also be provided on the first unit body 103 and the second unit body 104.

[0080] Preferably, a sensor 143 is provided on the side of the cross-connecting mechanism 101 for monitoring surrounding obstacles or positioning of the cross-connecting mechanism 101. The sensor 143 may be a laser sensor 143.

[0081] Preferably, the operating handle 102 is designed on the left side of the transverse connecting mechanism 101, and adopts a convenient hanging design for easy access by operators. The operating handle 102 has a touch screen that can display the operating status of the wing-mounted engine replacement equipment 100. Operators can use the handle to perform ground-based transfer and wing-mounted engine replacement operations for civil aircraft engines.

[0082] Figure 10 A flowchart of an on-wing engine switching control method according to an embodiment of the present invention is shown. Figure 6 This illustrates the state of the on-wing engine replacement device and engine bracket adaptation according to an embodiment of the present invention. Figure 1 . Figure 7This illustrates the state of the on-wing engine replacement device and engine bracket adaptation according to an embodiment of the present invention. Figure 2 . Figure 9 A schematic diagram of an on-wing power exchange device according to an embodiment of the present invention is shown. As shown, the present invention also provides an on-wing power exchange control method, applicable to the aforementioned on-wing power exchange device 100. The on-wing power exchange control method includes the following steps:

[0083] S1, Install the civil aircraft engine onto the engine bracket 200;

[0084] S2, by operating the handle 102, the first drive mechanism 108 to the fourth drive mechanism 117 are controlled to move the wing-mounted engine replacement device 100 to the front end of the engine mount 200, so that the wing-mounted engine replacement device coincides with the centerline of the engine mount 200. (Reference) Figure 6 As the wing-mounted engine replacement device 100 moves to the front end of the engine bracket 200, the first unit 103 and the second unit 104 are arranged in parallel on both sides of the engine bracket 200.

[0085] S3, by operating the handle 102, the first drive mechanism 108 to the fourth drive mechanism 117 are controlled to move, causing the first unit 103 and the second unit 104 to move closer together, so that the multiple adapter connectors 135 can be fixed to the engine bracket 200. (Reference) Figure 6 and Figure 7 The first unit 103 and the second unit 104 move closer to each other, align the adapter connector 135 with the lifting hole of the engine bracket 200, and insert it into the lifting hole so that the two are fixed together.

[0086] S4, by coordinating the operation of the operating handle 102 to control the actions of the first drive mechanism 108 to the fourth drive mechanism 117, the on-wing engine replacement equipment 100 is brought to a designated position. This designated position is usually a suitable location directly below the wing of the aircraft to facilitate the engine replacement operation.

[0087] S5, parameter calibration and / or position calibration are performed using contact sensors and non-contact displacement sensors, including parameter calibration using non-contact displacement sensors on the first unit 103 and the second unit 104, and / or position calibration using non-contact displacement sensors that are aligned with the corresponding limit blocks on the aircraft wing.

[0088] S6, by operating the handle 102, the first lifting mechanism 110 to the fourth lifting mechanism 119 and the first drive mechanism 108 to the fourth drive mechanism 117 are coordinated to adjust the six-degree-of-freedom attitude of the civil aircraft engine.

[0089] S7 completed the on-wing engine replacement operation.

[0090] Preferably, the movement of the on-wing transceiver 100 in steps S2 and S4 includes:

[0091] Moving along the X direction, the first drive steering wheel 113 to the fourth drive steering wheel 121 are controlled to move in the same direction as the X direction by the control unit 105, and the first drive steering wheel 113 to the fourth drive steering wheel 121 are controlled to move at the same speed.

[0092] Moving along the Z direction, the first drive steering wheel 113 to the fourth drive steering wheel 121 are controlled to move in the same direction as the Z direction by the control unit 105, and the first drive steering wheel 113 to the fourth drive steering wheel 121 are controlled to move at the same speed.

[0093] Rotating around the Y direction, the first drive wheel 113 to the fourth drive wheel 121 are controlled by the control unit 105 to rotate clockwise or counterclockwise along the Y direction by a set angle, and the first drive wheel 113 to the fourth drive wheel 121 are controlled to rotate at a set speed.

[0094] Among them, reference Figure 6 , Figure 7 and Figure 2 The X direction is the length direction of the first unit 103 and the second unit 104; the Z direction is the length direction of the transverse connecting mechanism 101; and the Y direction is perpendicular to the X and Z directions.

[0095] Preferably, the movement of the wing-mounted generator 100 also includes:

[0096] By monitoring the specific location of obstacles using sensor components, the control unit 105 adjusts the transport path of the on-wing transceiver 100 to avoid obstacles based on the displacement data of the on-wing transceiver 100 and the monitoring data of the sensor components. For example, force sensors arranged on the on-wing transceiver 100 can detect whether a collision with an obstacle has occurred, and transmit the data acquired by the force sensors to the control unit 105, which then controls the on-wing transceiver 100 to stop.

[0097] Preferably, the process of adjusting the six-degree-of-freedom attitude of a civil aircraft engine includes:

[0098] The control unit 105 uses the Jacobian matrix to convert the target spatial position and attitude of the civil aircraft engine into the motion strokes of the X, Y, and Z coordinate axes of the first unit 103 and the second unit 104.

[0099] The control unit 105 synchronously drives the first lifting mechanism 110 to the fourth lifting mechanism 119 and the first drive mechanism 108 to the fourth drive mechanism 117 to make them move in tandem, so as to achieve precise adjustment of the six degrees of freedom attitude of the civil aviation engine.

[0100] Figure 11A schematic diagram of coordinate system calibration for an on-wing engine switching control method according to an embodiment of the present invention is shown. As shown in the figure, the aircraft heading is calibrated as the X-axis of the coordinate system, the aircraft vertical direction is calibrated as the Y-axis of the coordinate system, the aircraft span is calibrated as the Z-axis of the coordinate system, the rotation around the X-axis of the aircraft coordinate system is α angle, the rotation around the Y-axis of the aircraft coordinate system is β angle, and the rotation around the Z-axis of the aircraft coordinate system is γ angle.

[0101] Better, refer to Figure 9 The first lifting mechanism 110 to the fourth lifting mechanism 119 are respectively set to form horizontal angles ∠11, ∠12, ∠21, and ∠22. Generally, the angle between the short support column 123 of each lifting mechanism and the ground is defined as its own horizontal angle.

[0102] The α-angle roll attitude adjustment process includes:

[0103] The control unit 105 synchronously controls the first lifting mechanism 110 and the second lifting mechanism 112 of the first unit body 103 to make the horizontal included angle ∠11=∠12;

[0104] Synchronously control the third lifting mechanism 118 and the fourth lifting mechanism 119 of the second right unit body to make the horizontal included angle ∠21=∠22;

[0105] Adjust the height difference between the first unit 103 and the second unit 104 so that the horizontal included angle ∠11=∠12≠∠21=∠22, so as to realize the α-angle roll attitude adjustment of the civil aircraft engine;

[0106] The β-angle deflection attitude adjustment process includes:

[0107] The control unit 105 synchronously controls the first drive wheel 113 to the fourth drive wheel 121 to rotate clockwise or counterclockwise along the Y-axis at the same time, and to match the set speed, so as to realize the β-angle deflection attitude adjustment of the civil aviation engine.

[0108] The pitch attitude adjustment process at the γ angle includes:

[0109] The control unit 105 synchronously controls the first lifting mechanism 110 of the first unit 103 and the third lifting mechanism 118 of the second unit 104 to make the horizontal angle ∠11=∠21; and synchronously controls the second lifting mechanism 112 of the first unit 103 and the fourth lifting mechanism 119 of the second unit 104 to make the horizontal angle ∠12=∠22.

[0110] Adjust the difference in horizontal tilt angle between the first unit 103 and the second unit 104 so that the horizontal included angle ∠11=∠21≠∠12=∠22, so as to realize the pitch attitude adjustment of the γ angle of the civil aircraft engine.

[0111] Preferably, the process of adjusting the six-degree-of-freedom attitude of a civil aircraft engine is as follows:

[0112] The pose adjustment of the civil aircraft engine α, β, γ angle rotation is performed in advance by visually using the touch screen interface of the operating handle 102. After the angle adjustment is in place, the translation adjustment in the X, Y, Z directions is performed.

[0113] When the adjusted engine attitude value is within the tolerance range of the theoretical attitude value, the attitude adjustment is completed at the wing-mounted engine replacement equipment 100.

[0114] Preferably, the process of adjusting the six-degree-of-freedom attitude of a civil aircraft engine also includes:

[0115] The control unit 105 detects the safe stress environment during wing-mounted engine replacement. The sensor assembly includes force sensors mounted on the adapter connector 135. These force sensors monitor torque in various directions and feed it back to the control unit 105. In other words, during attitude adjustment, the control unit 105 monitors the torque on each axis and the values ​​from the three-dimensional force sensors in real time and feeds them back to the control unit 105. When a sudden change occurs in the force or torque in a certain direction, the control unit 105 adjusts according to a predetermined algorithm to maintain a balance of forces on the first unit 103 and the second unit 104.

[0116] Preferably, after completing step S7, the first lifting mechanism 110 is adjusted to the fourth lifting mechanism 119 and lowered to the lowest point, and the on-wing generator replacement equipment 100 is transferred away from the on-wing generator replacement station by operating handle 102.

[0117] The present invention provides an on-wing engine switching device and an on-wing engine switching control method, which have the following functions:

[0118] a) Achieve six-degree-of-freedom attitude adjustment of civil aircraft engines during wing-mounted engine replacement;

[0119] b) Enable free transfer of civil aircraft engines on the ground;

[0120] c) Achieve obstacle identification and avoidance during the ground transport of civil aircraft engines;

[0121] d) To provide safety warnings during engine replacement on the wing of aircraft and prevent collisions;

[0122] e) To achieve on-wing engine replacement information collection and data transmission;

[0123] f) Achieve artificial intelligence control throughout the entire process of engine replacement on the wing.

[0124] The present invention provides an on-wing engine switching device and an on-wing engine switching control method, the main features of which are as follows:

[0125] a) It replaces the conventional guiding tooling method, avoiding collisions with obstacles during the replacement process;

[0126] b) Use a lifting mechanism to replace manual hoisting operations to improve the accuracy and efficiency of on-wing engine replacement;

[0127] c) Four sets of lifting mechanisms increase the flexibility of the engine replacement equipment and enable the adjustment of the six degrees of freedom attitude of civil aircraft engines;

[0128] d) Deploy sensor components to enable obstacle identification, alarm, and avoidance during the transport of civil aircraft engines;

[0129] e) Design compatible connectors to accommodate engine brackets of different sizes.

[0130] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. An on-wing engine swapping device, applicable to civil aircraft engines, comprising: A horizontal connecting mechanism and an operating handle, wherein the operating handle is detachably arranged on the horizontal connecting mechanism; The first unit body has one end slidably connected to one end of the transverse connecting mechanism. The first unit body includes a first unit body support, a first pedal, a first drive mechanism, a second drive mechanism, a first lifting mechanism, and a second lifting mechanism. The first drive mechanism and the second drive mechanism are disposed at both ends of the unit body support. The bottom of the first drive mechanism is provided with a first drive steering wheel, and the bottom of the second drive mechanism is provided with a second drive steering wheel. The two ends of the first pedal are respectively connected to the two ends of the first unit body support through the first lifting mechanism and the second lifting mechanism. The second unit body has one end slidably connected to the other end of the transverse connection mechanism. The second unit body includes a second unit body support, a second pedal, a third drive mechanism, a fourth drive mechanism, a third lifting mechanism, and a fourth lifting mechanism. The third drive mechanism and the fourth drive mechanism are located at both ends of the second unit body support. The bottom of the third drive mechanism is provided with a third drive steering wheel, and the bottom of the fourth drive mechanism is provided with a fourth drive steering wheel. The two ends of the second pedal are respectively connected to the two ends of the second unit body support through the third lifting mechanism and the fourth lifting mechanism. Multiple adapter connectors are provided on the first pedal and the second pedal, which are suitable for cooperating and fixing with the engine bracket. The engine bracket is used to support the civil aviation engine. A control unit is mounted on the transverse connection mechanism. The operating handle is wirelessly connected to the control unit. The operating handle controls the first to fourth drive mechanisms to move through the control unit to realize the transfer of the civil aircraft engine. The control unit is also used to control the first to fourth lifting mechanisms to realize the six-degree-of-freedom attitude adjustment of the civil aircraft engine. The sensor assembly includes multiple contact sensors and non-contact displacement sensors, which are disposed on the transverse connection mechanism, the first unit body, and the second unit body, for sensing obstacles, parameter calibration, or position calibration. The control unit obtains monitoring data based on the sensor assembly to perform parameter calibration, position calibration, or adjust the transport path of the on-wing transducer.

2. The on-wing generator replacement device as described in claim 1, characterized in that, The first to fourth lifting mechanisms have the same structure, each including a long column and a short column. The long column and the short column are rotatably connected. Adjusting the angle between the long column and the short column adjusts the end height of the corresponding first or second pedal.

3. The on-wing generator replacement device as described in claim 1, characterized in that, The adapter connector is movable along the length of the first pedal or the second pedal and is fixed, and the first pedal and the second pedal are connected to the engine bracket through the adapter connector.

4. The on-wing generator replacement device as described in claim 1, characterized in that, The transverse connection mechanism includes a mechanism body and multiple sets of omnidirectional wheels disposed at the bottom of the mechanism body.

5. A method for controlling on-wing engine swapping, applicable to the on-wing engine swapping device as described in claim 1, characterized in that, The on-wing engine switching control method includes the following steps: S1, Install the civil aircraft engine onto the engine mount; S2, by controlling the operation handle to move the first drive mechanism to the fourth drive mechanism, the wing engine replacement device is moved to the front end of the engine bracket, so that the center line of the wing engine replacement device coincides with that of the engine bracket; S3, control the first drive mechanism to the fourth drive mechanism to move by the operating handle, so that the first unit body and the second unit body move closer together, and so that the multiple adapter connectors cooperate and fix with the engine bracket; S4, the operation handle is used to coordinate the operation of the first drive mechanism to the fourth drive mechanism, so that the on-wing generator can reach the designated position; S5, perform parameter calibration and / or position calibration using the contact sensor and non-contact displacement sensor; S6, by coordinating the operation of the first lifting mechanism to the fourth lifting mechanism and the first drive mechanism to the fourth drive mechanism through the operating handle, the six degrees of freedom attitude of the civil aircraft engine is adjusted; S7 completed the on-wing engine replacement operation.

6. The on-wing engine swapping control method as described in claim 5, characterized in that, The movement of the on-wing transceiver device in steps S2 and S4 includes: Moving along the X direction, the control unit controls the first to fourth drive wheels to move in the same direction as the X direction, and controls the first to fourth drive wheels to move at the same speed. Moving along the Z direction, the control unit controls the first to fourth drive wheels to move in the same direction as the Z direction, and controls the first to fourth drive wheels to move at the same speed. Rotating around the Y direction, the first drive steering wheel to the fourth drive steering wheel are controlled by the control unit to rotate clockwise or counterclockwise along the Y direction by a set angle, and the first drive steering wheel to the fourth drive steering wheel are controlled to rotate at a set speed; Wherein, the X direction is the length direction of the first unit body and the second unit body; the Z direction is the length direction of the transverse connecting mechanism; and the Y direction is perpendicular to the X and Z directions.

7. The on-wing engine swapping control method as described in claim 6, characterized in that, The process of moving the on-wing generator replacement equipment also includes: The control unit monitors the specific location of obstacles using the sensor assembly, and adjusts the transport path of the on-wing power exchange device to avoid obstacles based on the displacement data of the on-wing power exchange device and the monitoring data of the sensor assembly.

8. The on-wing engine swapping control method as described in claim 5, characterized in that, The process of adjusting the six-degree-of-freedom attitude of the aforementioned civil aircraft engine includes: The control unit, based on the Jacobian matrix conversion, decomposes the target spatial position and attitude of the civil aviation engine into the motion strokes of the first unit and the second unit along the X, Y, and Z coordinate axes. By synchronously driving the first lifting mechanism to the fourth lifting mechanism and the first driving mechanism to the fourth driving mechanism through the control unit, their linkage motion is achieved, so as to realize the precise adjustment of the six degrees of freedom attitude of the civil aviation engine; The aircraft heading is defined as the X-axis of the coordinate system, the vertical direction as the Y-axis, the span as the Z-axis, the rotation around the X-axis as angle α, the rotation around the Y-axis as angle β, and the rotation around the Z-axis as angle γ.

9. The on-wing engine swapping control method as described in claim 8, characterized in that, The first to the fourth lifting mechanisms are respectively set to form horizontal included angles ∠11, ∠12, ∠21, and ∠22; The α-angle roll attitude adjustment process includes: The control unit synchronously controls the first and second lifting mechanisms of the first unit body to make the horizontal angle ∠11=∠12; Synchronously control the third and fourth lifting mechanisms of the second right unit to make the horizontal included angle ∠21 = ∠22; Adjusting the height difference between the first unit and the second unit to achieve the α-angle roll attitude adjustment of the civil aircraft engine; The β-angle deflection attitude adjustment process includes: The control unit synchronously controls the first to fourth drive wheels to rotate clockwise or counterclockwise along the Y-axis at a set speed to achieve the adjustment of the β-angle deflection attitude of the civil aviation engine. The pitch attitude adjustment process at the γ angle includes: The control unit synchronously controls the first lifting mechanism of the first unit and the third lifting mechanism of the second unit to make the horizontal angle ∠11=∠21; and synchronously controls the second lifting mechanism of the first unit and the fourth lifting mechanism of the second unit to make the horizontal angle ∠12=∠22. Adjusting the difference in horizontal tilt angle between the first unit and the second unit enables the pitch attitude adjustment of the civil aviation engine at the γ angle.

10. The on-wing engine swapping control method as described in claim 8, characterized in that, The process of adjusting the six-degree-of-freedom attitude of the aforementioned civil aircraft engine also includes: The control unit detects the safe stress environment during the wing-engine replacement process. The sensor assembly includes a force sensor mounted on the adapter connector. The force sensor monitors torque in various directions and feeds it back to the control unit.

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