A wing changing device

Abstract

The application relates to an in-flight engine changing device. The in-flight engine changing device comprises a cross-connect mechanism, a first unit body connected with one end of the cross-connect mechanism, the first unit body comprising a unit body support, a pedal, a driving mechanism and a lifting mechanism, a second unit body connected with the other end of the cross-connect mechanism, the second unit body being completely same in structure with the first unit body, an engine bracket carried by the pedals of the first unit body and the second unit body, and a control unit arranged on the cross-connect mechanism, the control unit being used for controlling the driving mechanism of the first unit body and the second unit body to realize the transfer of a civil aviation engine, and the control unit being also used for controlling the lifting mechanism of the first unit body and the second unit body. The application provides the in-flight engine changing device, which can improve the working efficiency of in-flight engine changing and guarantee the safety of personnel and equipment.

Description

Technical Field

[0001] This invention relates to the field of aircraft engine replacement operation technology, and more particularly to 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 engine replacement device that can improve the efficiency of on-wing engine 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] Transverse connection mechanism;

[0007] The first unit body is connected at one end to one end of the transverse connecting mechanism. The first unit body includes a unit body support, a pedal, a drive mechanism, and a lifting mechanism. The drive mechanism is disposed on the unit body support and is used to drive the first unit body to move. The pedal is connected to the unit body support through the lifting mechanism. The pedal is used to carry the engine bracket, the engine bracket is used to support the civil aviation engine, and the lifting mechanism is used to control the lifting of the pedal.

[0008] The second unit is connected at one end to the other end of the transverse connecting mechanism. The second unit has the same structure as the first unit. The engine bracket is supported by the pedals of the first unit and the second unit.

[0009] A control unit is disposed on the transverse connection mechanism. The control unit is used to control the drive mechanism of the first unit and the second unit to realize the transfer of the civil aircraft engine. The control unit is also used to control the lifting mechanism of the first unit and the second unit to realize the six-degree-of-freedom attitude adjustment of the civil aircraft engine.

[0010] According to one embodiment of the present invention, the driving mechanism includes two identical driving components, which are respectively disposed at the ends of the unit body support member;

[0011] The drive assembly includes a power base, a drive wheel, and a sensor assembly. The drive wheel is located at the bottom of the power base, and the sensor assembly is arranged on the power base for detecting obstacles.

[0012] According to one embodiment of the present invention, the sensor assembly includes a plurality of force sensors and a laser sensor, wherein the force sensors are disposed at the lower part of the power base to be close to the contact surface of the drive wheel.

[0013] According to one embodiment of the present invention, the force sensor includes a front force sensor and a side force sensor. The front force sensor is disposed at the front end of the power base for detecting obstacles in the front direction, and the side force sensors are disposed on both sides of the power base for detecting obstacles on the sides.

[0014] According to one embodiment of the present invention, a first emergency stop switch and a first operation indicator are provided on the top of the power base. The first emergency stop switch is used to perform emergency operation on the first unit, and the first operation indicator is used to indicate the operating status of the first unit.

[0015] According to one embodiment of the present invention, the lifting mechanism includes two identical lifting components, which are respectively disposed at both ends of the unit support member to connect to both ends of the pedal;

[0016] The control unit synchronously controls the lifting assembly to achieve vertical lifting of the civil aircraft engine; the control unit coordinates the control of the lifting assembly to achieve six-degree-of-freedom attitude adjustment of the civil aircraft engine.

[0017] According to one embodiment of the present invention, a guide rail and a support are provided on the unit body support;

[0018] The lifting assembly includes a long column, a short column, and a drive motor. The long column and the short column are connected by a rotating shaft. One end of the long column is slidably connected to the guide rail, and the other end is rotatably connected to the end of the pedal. One end of the short column is connected to the rotating shaft, and the other end is rotatably connected to the support.

[0019] The drive motor is mounted on the short support column, and the drive mechanism is used to drive one end of the long support column to slide on the guide rail, so as to drive the end of the pedal to rise and fall.

[0020] According to one embodiment of the present invention, the lifting assembly further includes a coupling, a trapezoidal screw, a trapezoidal nut, and a shaft flange. The drive motor is connected to the trapezoidal screw via the coupling, the trapezoidal nut is fixed to the long support via the shaft flange, and the trapezoidal nut is disposed on the trapezoidal screw, with the two being threadedly engaged.

[0021] Start the drive motor, which drives the trapezoidal screw to rotate through the coupling, causing the trapezoidal nut to move one end of the long support column on the guide rail.

[0022] According to one embodiment of the present invention, a plurality of adapter connectors are provided on the pedal, the adapter connectors are movable along the length direction of the pedal and are fixed, and the pedal is connected to the engine bracket through the adapter connectors.

[0023] According to one embodiment of the present invention, the cross-connecting mechanism includes a mechanism body, casters and guide grooves, with multiple sets of casters provided at the bottom of the mechanism body and guide grooves provided at both ends of the mechanism body;

[0024] A slide rail assembly is provided on the power base, which interacts and connects with the guide groove.

[0025] According to one embodiment of the present invention, the control unit is disposed within the mechanism body, and a bellows cover is provided on the top of the mechanism body to prevent foreign objects from entering the control system.

[0026] According to one embodiment of the present invention, a second emergency stop switch and a second operation indicator are provided on the mechanism body. The first emergency stop switch is used to perform emergency operation on the on-wing power exchange equipment, and the second operation indicator is used to indicate the operating status of the on-wing power exchange equipment.

[0027] According to one embodiment of the present invention, the on-wing generator also includes an operating handle, which is wirelessly connected to the control unit. The operating handle controls the operation of the first unit body, the second unit body, and the lateral connection mechanism through the control unit.

[0028] The present invention provides an on-wing engine replacement device, 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 efficiency of on-wing engine replacement and ensuring the safety of personnel and equipment.

[0029] It should be understood that the above general description and the following detailed description of the present invention are exemplary and illustrative, and are intended to provide further explanation of the present invention. Attached Figure Description

[0030] 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. In the drawings:

[0031] 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.

[0032] 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.

[0033] Figure 3 yes Figure 2 A schematic diagram of the structure of the first unit in the diagram.

[0034] Figure 4 yes Figure 3 A schematic diagram of the structure of the driving component.

[0035] Figure 5 yes Figure 3 A schematic diagram of the lifting component in the diagram.

[0036] Figure 6 yes Figure 2 A schematic diagram of the transverse connection mechanism. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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 2A diagram illustrating the usage state 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, a first unit 102, a second unit 103, and a control unit 104.

[0044] One end of the first unit 102 is connected to one end of the transverse connection mechanism 101. Figure 3 yes Figure 2 A schematic diagram of the structure of the first unit body is shown. As shown, the first unit body 102 includes a unit body support 105, a pedal 106, a drive mechanism, and a lifting mechanism. The drive mechanism is mounted on the unit body support 105 and is used to drive the first unit body 102 to move. The pedal 106 is connected to the unit body support 105 via the lifting mechanism, and the pedal 106 is used to support the engine bracket 200. The engine bracket 200 is used to support a civil aircraft engine. The lifting mechanism is used to control the raising and lowering of the pedal 106.

[0045] One end of the second unit 103 is connected to the other end of the transverse connecting mechanism 101. The second unit 103 has the same structure as the first unit 102, and the two are arranged in parallel along the length direction. The engine bracket 200 is supported by the pedals 106 of the first unit 102 and the second unit 103.

[0046] Control unit 104 is mounted on transverse connection mechanism 101. Control unit 104 is used to control the drive mechanism of first unit body 102 and second unit body 103 to realize the transfer of civil aircraft engine. Control unit 104 is also used to control the lifting mechanism of first unit body 102 and second unit body 103 to realize six-degree-of-freedom attitude adjustment of civil aircraft engine.

[0047] Figure 4 yes Figure 3 A schematic diagram of the driving component in the diagram. (Combined with...) Figure 3 As shown, the drive mechanism includes two identical drive components 107, which are respectively fixed to the ends of the unit support 105 by bolts.

[0048] Each drive assembly 107 includes a power base 109, a drive wheel 110, and a sensor assembly. The drive wheel 110 is located at the bottom of the power base 109 and serves as the power source for the drive assembly 107. The drive wheel 110 is equipped with both an active motor and a steering motor, providing vertical steering functionality without requiring a turning radius. It should be noted that during the engine carrier 200 adaptation process, the drive wheels 110 of the first unit 102 and the second unit 103 are independently controlled. However, during engine transport, the control unit 104 enables coordinated movement control of the drive wheels 110 of the first unit 102 and the second unit 103. Furthermore, the sensor assembly is arranged on the power base 109 to detect obstacles, providing a stop-on-happiness protection function to prevent equipment collision damage.

[0049] Preferably, the sensor assembly includes multiple force sensors and a laser sensor 111. The force sensors are positioned at the lower part of the power base 109, close to the contact surface of the drive wheel 110 (typically the ground). The force sensors primarily prevent the wing-mounted engine 100 from contacting ground obstacles during movement. The laser sensor 111 is used for real-time monitoring of spatial obstacles. More preferably, the force sensors include a forward force sensor 112 and a side force sensor 113. The forward force sensor 112 is positioned at the front end of the power base 109 to detect obstacles in the forward direction, and the side force sensors 113 are positioned on both sides of the power base 109 to detect obstacles to the sides. By way of example and not limitation, the side force sensors 113 may also be positioned on both sides of the unit support 105 to sense side obstacles and avoid collisions.

[0050] Preferably, a first emergency stop switch 114 and a first operating indicator light 115 are provided on the top of the power base 109. The first emergency stop switch 114 is used to implement emergency operation on the first unit 102. The first operating indicator light 115 is used to indicate the operating status of the first unit 102. For example, if the first operating indicator light 115 flashes yellow, it indicates that the first unit 102 is in working condition, which serves as a safety warning.

[0051] Figure 5 yes Figure 3 A schematic diagram of the lifting assembly in the diagram. Preferably, combined with... Figure 3As shown, the lifting mechanism includes two identical lifting components 108, respectively disposed at both ends of the unit support 105 to connect to both ends of the pedals 106. The control unit 104 synchronously controls the lifting components 108, causing the pedals 106 of the first unit 102 and the second unit 103 to rise or fall synchronously, thereby achieving vertical lift of the civil aircraft engine. The control unit 104 also coordinates the control of the lifting components 108, causing one or more ends of the first unit 102 and the second unit 103 to rise and / or fall, thereby adjusting the attitude of the first unit 102 and / or the second unit 103 to achieve six-degree-of-freedom attitude adjustment of the civil aircraft engine.

[0052] Preferably, guide rails 116 and supports 117 are bolted to the unit support 105. In this embodiment, two parallel guide rails 116 and two supports 117 are provided at one end of the unit support 105. The lifting assembly 108 includes two long supports 118, two short supports 119, and a drive motor 120. The long supports 118 and short supports 119 are rotatably connected via a rotating shaft 122. The bottom ends of the two long supports 118 are provided with pulleys 121, and the two long supports 118 are slidably connected to the two guide rails 116 via the pulleys 121, so as to realize the free sliding of the long supports 118 along the guide rails 116. The other end of the long supports 118 is rotatably connected to the end of the pedal 106. One end of the short supports 119 is connected to the rotating shaft 122 provided on the long supports 118. The other ends of the two short supports 119 are rotatably connected to the two supports 117 via pins.

[0053] A drive motor 120 is mounted on the short support column 119. The drive motor 120 drives the bottom end of the long support column 118 to slide on the guide rail 116, thereby raising and lowering the end of the pedal 106. It is easy to understand that the bottom end of the long support column 118 of the lifting mechanism is connected to the guide rail 116 with a single degree of freedom, while the bottom end of the short support column 119 is hinged to the support 117. By sliding the bottom end of the long support column 118 back and forth on the guide rail 116, the angle between the long support column 118 and the short support column 119 is changed, thereby adjusting the horizontal height of the top of the long support column 118, and thus raising and lowering the end of the pedal 106. In fact, a connecting rod 123 is provided at the end of the pedal 106, and the top end of the long support column 118 is rotatably connected to the connecting rod 123 via a ball bearing 139. The lifting mechanism forms a parallelogram mechanism between the pedal 106 and the unit support 105, which is beneficial for adjusting the on-wing attitude of civil aircraft engines during engine switching and provides sufficient degree of freedom.

[0054] Preferably, the lifting assembly 108 further includes a coupling 124, a trapezoidal screw 125, a trapezoidal nut 126, and a shaft flange 127. The drive motor 120 is connected to the trapezoidal screw 125 via the coupling 124, and the trapezoidal nut 126 is fixed to the long support column 118 via the shaft flange 127. The trapezoidal nut 126 is mounted on the trapezoidal screw 125, and the two are threaded together. When the drive motor 120 is started, it drives the trapezoidal screw 125 to rotate via the coupling 124, causing the trapezoidal nut 126 to move the bottom end of the long support column 118 on the guide rail 116. In other words, the rotational motion output by the drive motor 120 is converted into linear motion of the trapezoidal nut 126, causing the bottom end of the long support column 118 to move on the guide rail 116, thereby adjusting the height of the end of the pedal 106. As is easily understood, the control unit 104 adjusts the attitude of the pedal 106 through the lifting components 108 at both ends of the control unit 104 body support 105. By adjusting the attitude of the pedal 106 of the first unit body 102 and the second unit body 103, the attitude of the civil aircraft engine on the wing can be adjusted.

[0055] Preferably, a limit switch 128 is provided on the guide rail 116 to prevent the lifting assembly 108 from experiencing travel risks.

[0056] Better, refer to Figure 1 and Figure 3 Multiple adapter connectors 129 are provided on the pedal 106. The adapter connectors 129 are movable along the length of the pedal 106 and are fixed in place. The pedal 106 is connected to the engine bracket 200 via the adapter connectors 129. In this example, two adapter connectors 129 are provided on the pedal 106 near the engine bracket 200. The adapter connectors 129 are fixed in place with lifting holes on the engine bracket 200, facilitating the transfer of power for civil aviation engines and on-wing engine replacement. The position of the adapter connectors 129 on the pedal 106 is adjustable to accommodate different models of engine brackets 200, improving the versatility of on-wing engine replacement.

[0057] Figure 6 yes Figure 2 A schematic diagram of the transverse connection mechanism is shown. As shown, the transverse connection mechanism 101 includes a mechanism body 130, casters 131, and guide grooves 132. Multiple sets of casters 131 are provided at the bottom of the mechanism body 130. In this embodiment, three sets of casters 131 are provided at the bottom of the mechanism body 130, and these three sets of casters 131 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 132 are provided at both ends of the mechanism body 130. A slide rail assembly 133 is provided on the power base 109 of the first unit 102, and the slide rail assembly 133 interacts and cooperates with the guide grooves 132. In this embodiment, four sets of guide grooves 132 are provided at one end of the mechanism body 130, and guide bearings are installed on the guide grooves 132. Figure 3 As shown, the slide rail assembly 133 on the power base 109 has 4 slide rails, which correspond to four sets of guide grooves 132, and are used to realize the assembly or disassembly of the transverse connection mechanism 101 with the first unit body 102 and the second unit body 103.

[0058] Preferably, the control unit 104 is housed within the mechanism body 130. A bellows cover 134 is provided on the top of the mechanism body 130 to prevent foreign objects from entering the control unit 104. The control unit 104 provides power and related signal processing to the on-wing engine replacement equipment 100. The power supply can provide power to the drive mechanism and lifting mechanism of the first unit 102 and the second unit 103. 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 104 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, attitude adjustment, safety warnings, and obstacle recognition and avoidance. Intelligent control and human-machine interaction during the on-wing engine replacement process are achieved through the control unit 104.

[0059] Preferably, a second emergency stop switch 135 and a second operating indicator light 136 are provided on the main body 130 of the mechanism. The second emergency stop switch 135 is used to implement emergency operation of the on-wing power exchange equipment 100, and the second operating indicator light 136 is used to indicate the operating status of the on-wing power exchange equipment 100.

[0060] Preferably, a sensor 137 is provided on the side of the lateral connection mechanism 101 for monitoring obstacles around the lateral connection mechanism 101. This sensor 137 can be a laser sensor 111. It should be noted that the sensor assemblies of the first unit 102 and the second unit 103, as well as the sensor 307 of the lateral connection mechanism 101, constitute the safety protection system of the on-wing engine replacement equipment 100, enabling safety warnings, obstacle identification, and avoidance during the transfer and replacement of civil aviation engines.

[0061] Preferably, the on-wing engine replacement equipment 100 also includes an operating handle 138. The operating handle 138 is wirelessly connected to the control unit 104. The operating handle 138 controls the movement of the first unit 102, the second unit 103, and the lateral connection mechanism 101 via the control unit. The operating handle 138 is located on the left side of the lateral connection mechanism 101 and features a convenient hook-and-loop design for easy access by operators. The operating handle 138 has a touchscreen that displays the operating status of the on-wing engine replacement equipment 100, allowing operators to perform ground-based engine transfer and on-wing engine replacement operations using the handle.

[0062] The following, in conjunction with all the accompanying drawings, describes the actual operation process of the on-wing generator replacement equipment. The specific steps include:

[0063] a) Install the civil aircraft engine onto the engine mount and secure it firmly with bolts;

[0064] b) Move the wing-mounted engine changer to the front end of the engine bracket by operating the handle, and try to ensure that the center line of the wing-mounted engine changer coincides with that of the engine bracket;

[0065] c) By operating the handle, the first unit and the second unit of the wing engine replacement device will be separated and displaced to both sides by the same displacement, driving the wing engine replacement device to a certain position to ensure that the adapter connector is aligned with the lifting hole of the engine bracket.

[0066] d) The first and second units of the drive wing engine replacement equipment are aligned with the same displacement to ensure a reliable and secure connection between the adapter connector and the engine bracket;

[0067] e) Drive the on-wing engine replacement equipment to move the engine to the appropriate position directly under the wing of the aircraft;

[0068] f) Perform parameter calibration on the non-contact displacement sensors of the first unit and the second unit respectively, wherein the non-contact displacement sensors should be calibrated in position with the corresponding limit blocks on the aircraft wing.

[0069] g) The attitude adjustment of the civil aircraft engine α, β, γ angle rotation is performed in advance by visually through the touch screen interface of the control handle. After the angle adjustment is in place, the translation adjustment in the X, Y, Z directions is performed.

[0070] h) When the adjusted engine attitude value is within the tolerance range of the theoretical attitude value, the attitude adjustment is completed by feedback from the on-wing engine replacement equipment;

[0071] i) After the engine replacement operation on the wing is completed, the four sets of lifting mechanisms on the first and second units of the engine replacement equipment on the wing return to the lowest point;

[0072] j) Transfer the on-wing generator changer to the on-wing generator changer station by operating the handle to complete the entire operation.

[0073] It should be noted that during the attitude adjustment process, the control unit monitors the torque of each axis and the values ​​of the three-dimensional force sensors in real time and feeds them back to the control unit. When the force and torque in a certain direction change abruptly, the control unit adjusts according to a predetermined algorithm to keep the forces on the first unit and the second unit balanced.

[0074] The present invention provides an on-wing engine swapping device, which has the following functions:

[0075] a) Achieve six-degree-of-freedom attitude adjustment of civil aircraft engines during wing-mounted engine replacement;

[0076] b) Enable free transfer of civil aircraft engines on the ground;

[0077] c) Achieve obstacle identification and avoidance during the ground transport of civil aircraft engines;

[0078] d) Implement safety warnings during wing-mounted engine replacement to prevent collisions;

[0079] e) To achieve on-wing engine replacement information collection and data transmission;

[0080] f) Achieve artificial intelligence control throughout the entire process of engine replacement on the wing.

[0081] The present invention provides an on-wing engine swapping device, the main features of which are as follows:

[0082] a) Instead of conventional guiding tooling, collisions with obstacles can be avoided during the replacement process;

[0083] b) Use a lifting mechanism to replace manual hoisting operations to improve the accuracy and efficiency of on-wing engine replacement;

[0084] 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;

[0085] d) Deploy multiple sets of sensors to enable obstacle identification, alarm, and avoidance during the transport of civil aircraft engines;

[0086] e) Design compatible connectors to accommodate engine brackets of different sizes.

[0087] 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: Transverse connection mechanism; The first unit body is connected at one end to one end of the transverse connecting mechanism. The first unit body includes a unit body support, a pedal, a drive mechanism, and a lifting mechanism. The drive mechanism is disposed on the unit body support and is used to drive the first unit body to move. The pedal is connected to the unit body support through the lifting mechanism. The pedal is used to carry the engine bracket, the engine bracket is used to support the civil aviation engine, and the lifting mechanism is used to control the lifting of the pedal. The second unit is connected at one end to the other end of the transverse connecting mechanism. The second unit has the same structure as the first unit. The engine bracket is supported by the pedals of the first unit and the second unit. A control unit is disposed on the transverse connection mechanism. The control unit is used to control the drive mechanism of the first unit body and the second unit body to realize the transfer of the civil aircraft engine. The control unit is also used to control the lifting mechanism of the first unit body and the second unit body to realize the six-degree-of-freedom attitude adjustment of the civil aircraft engine. The driving mechanism includes two identical driving components, which are respectively disposed at the ends of the unit body support member; The drive assembly includes a power base, a drive wheel, and a sensor assembly. The drive wheel is located at the bottom of the power base, and the sensor assembly is arranged on the power base for detecting obstacles. The transverse connection mechanism includes a mechanism body, casters, and guide grooves. Multiple sets of casters are provided at the bottom of the mechanism body, and guide grooves are provided at both ends of the mechanism body. A slide rail assembly is provided on the power base, which interacts and cooperates with the guide grooves.

2. The on-wing generator replacement device as described in claim 1, characterized in that, The sensor assembly includes multiple force sensors and a laser sensor, with the force sensors disposed at the lower part of the power base, close to the contact surface of the drive wheel.

3. The on-wing generator replacement device as described in claim 2, characterized in that, The force sensor includes a front force sensor and a side force sensor. The front force sensor is disposed at the front end of the power base and is used to detect obstacles in the front direction. The side force sensors are disposed on both sides of the power base and are used to detect obstacles on the sides.

4. The on-wing generator replacement device as described in claim 2, characterized in that, A first emergency stop switch and a first operating indicator light are provided on the top of the power base. The first emergency stop switch is used to perform emergency operations on the first unit, and the first operating indicator light is used to indicate the operating status of the first unit.

5. The on-wing generator replacement device as described in claim 1, characterized in that, The lifting mechanism includes two identical lifting components, which are respectively disposed at both ends of the unit support to connect to both ends of the pedal. The control unit synchronously controls the lifting assembly to achieve vertical lift of the civil aircraft engine; the control unit coordinates the control of the lifting assembly to achieve six-degree-of-freedom attitude adjustment of the civil aircraft engine.

6. The on-wing generator replacement device as described in claim 5, characterized in that, The unit support is provided with guide rails and supports; The lifting assembly includes a long column, a short column, and a drive motor. The long column and the short column are connected by a rotating shaft. One end of the long column is slidably connected to the guide rail, and the other end is rotatably connected to the end of the pedal. One end of the short column is connected to the rotating shaft, and the other end is rotatably connected to the support. The drive motor is mounted on the short support column, and the drive mechanism is used to drive one end of the long support column to slide on the guide rail, so as to drive the end of the pedal to rise and fall.

7. The on-wing generator replacement device as described in claim 6, characterized in that, The lifting assembly also includes a coupling, a trapezoidal screw, a trapezoidal nut, and a shaft flange. The drive motor is connected to the trapezoidal screw via the coupling, the trapezoidal nut is fixed to the long support via the shaft flange, and the trapezoidal nut is disposed on the trapezoidal screw, with the two being threaded together. Start the drive motor, which drives the trapezoidal screw to rotate through the coupling, causing the trapezoidal nut to move one end of the long support column on the guide rail.

8. The on-wing generator replacement device as described in claim 1, characterized in that, The pedal is provided with multiple adapter connectors, which are movable along the length of the pedal and are fixed. The pedal is connected to the engine bracket through the adapter connectors.

9. The on-wing generator replacement device as described in claim 1, characterized in that, The control unit is located inside the main body of the mechanism, and a bellows cover is provided on the top of the main body of the mechanism to prevent foreign objects from entering the control system.

10. The on-wing generator replacement device as described in claim 4, characterized in that, The mechanism body is provided with a second emergency stop switch and a second operation indicator light. The first emergency stop switch is used to perform emergency operation on the on-wing power exchange equipment, and the second operation indicator light is used to indicate the operating status of the on-wing power exchange equipment.

11. The on-wing generator replacement device as described in claim 1, characterized in that, The on-wing generator replacement device also has an operating handle, which is wirelessly connected to the control unit. The operating handle controls the movement of the first unit, the second unit, and the transverse connection mechanism through the control unit.

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