Aero-engine transfer AGV and aero-engine transfer method

Abstract

The invention provides an aero-engine transfer AGV and an aero-engine transfer method, relates to the technical field of aero-engine manufacturing, and aims to solve the problem that aero-engines are inconvenient to transfer at different stations. The aero-engine transfer AGV comprises a vehicle assembly and a connection assembly, and the vehicle assembly comprises a vehicle body, a walking steering device, a navigation system and an electric control system; the walking steering device, the navigation system and the electric control system are mounted on the vehicle body; the electric control system is used for receiving signals of the navigation system and controlling the walking steering device to move; the connection assembly is installed on a vehicle body. The connecting and transferring device can flexibly move and accurately position in a narrow and complex space, so that the connecting and transferring of the aero-engine are more accurate and efficient.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft engine manufacturing, and in particular to an aircraft engine transfer AGV and an aircraft engine transfer method. Background Art

[0002] Aircraft engines are highly sophisticated and complex thermal machinery. Their assembly process is generally divided into two sections: transmission and final assembly. Transmission generally refers to the main assembly of the engine, and final assembly refers to the assembly of various pipelines and accessories. With the acceleration of the process of intelligent manufacturing of aircraft engines, the production mode of pulsating assembly is becoming more and more widely used, that is, fixed assembly content is completed at each station, and the entire assembly process is completed through the orderly flow of aircraft engines among all assembly stations.

[0003] Although the pulse assembly line in the automotive industry generally has a ground rail assembly line to drive the car to flow between various stations, due to the characteristics of aircraft engine assembly and the limitations of assembly line reconstruction and construction, the ground rail form cannot be used. The engine transportation in the traditional assembly process generally places the aircraft engine on a matching unpowered transport vehicle, and then pushes and pulls it manually or is towed by other vehicles. This is not only labor-intensive, but also has poor safety and flexibility, and cannot meet the construction needs of smart manufacturing assembly lines. Summary of the invention

[0004] The first aspect of the present invention aims to provide an aircraft engine transfer AGV (Automated Guided Vehicle) to solve the technical problem of the inconvenience of transferring aircraft engines between different workstations.

[0005] The aircraft engine transfer AGV provided in the first aspect of the present invention includes a vehicle assembly and a docking assembly, wherein the vehicle assembly includes a vehicle body, a travel steering device, a navigation system and an electronic control system; the travel steering device, the navigation system and the electronic control system are all installed on the vehicle body; the electronic control system is used to receive signals from the navigation system and control the movement of the travel steering device; the docking assembly is installed on the vehicle body.

[0006] The beneficial effects brought by the aircraft engine transfer AGV of the present invention are:

[0007] By installing the docking assembly on the vehicle body and setting up an electronic control system and a navigation system on the vehicle body, the navigation system can be used to provide signals to the electronic control system, and the electronic control system controls the walking and steering device to drive the vehicle body forward and turn, thereby controlling the aircraft engine transfer AGV to carry the aircraft engine between different workstations or on a predetermined route. In addition, the navigation system can also be connected to the workshop wireless network, and navigation instructions can be issued remotely to achieve unmanned transfer.

[0008] In an optional technical solution, the travel steering device includes a slewing support mechanism, a lifting cylinder and a driving mechanism, the slewing support mechanism is connected to the driving mechanism through the lifting cylinder, the lifting cylinder includes a cylinder body and a piston rod, one of the cylinder body and the piston rod is fixedly connected to the slewing support mechanism, and the other is connected to the driving mechanism, the slewing axis of the slewing support mechanism coincides with the telescopic direction of the lifting cylinder; the driving mechanism includes two wheel drive assemblies, each of which is respectively connected to a wheel assembly in transmission; the two wheel drive assemblies and the two wheel assemblies are axially symmetrically arranged.

[0009] In an optional technical solution, the driving mechanism includes a wheel frame on which a wheel assembly is rotatably mounted, the wheel frame is rotatably connected to the lower end of the lifting cylinder, and the relative rotation axis between the wheel frame and the lifting cylinder is perpendicular to the extension and retraction direction of the lifting cylinder.

[0010] In an optional technical solution, the electronic control system includes a power supply system, a vehicle controller, a motor driver, and a hydraulic control device; the power supply system is used to supply power to the vehicle controller, the motor driver, and the hydraulic control device; the vehicle controller is electrically connected to the motor driver and the hydraulic control device; the motor driver is electrically connected to the drive mechanism; and the hydraulic control device is used to control the lifting cylinder.

[0011] In an optional technical solution, the navigation system includes a navigation controller, an environmental perception radar and a QR code sensor. The navigation controller is communicatively connected to the vehicle controller, and the environmental perception radar and the QR code sensor are both communicatively connected to the navigation controller.

[0012] In an optional technical solution, the docking assembly includes a horizontal displacement adjustment platform, a docking tool and a center of gravity monitoring component, the docking tool is installed on the horizontal displacement adjustment platform, and the horizontal displacement adjustment platform is configured to drive the docking tool to move along a first horizontal direction and along a second horizontal direction, and the second horizontal direction is perpendicular to the first horizontal direction; the docking tool includes a base for connecting to the horizontal displacement adjustment platform and a supporting mechanism arranged on the base, and the supporting mechanism is configured to support the aircraft engine; the center of gravity monitoring component is installed on the base, and is used to monitor whether the aircraft engine is completely supported by the docking tool.

[0013] In an optional technical solution, the horizontal displacement adjustment platform includes a base, a first moving base, a first driving assembly, a second moving base and a second driving assembly, wherein the base is used to connect with the vehicle body; the first moving base is movably arranged on the base along a first horizontal direction, and the first driving assembly is configured to drive the first moving base to move; the second moving base is movably arranged on the first moving base along a second horizontal direction, and the second driving assembly is configured to drive the second moving base to move; the base is fixedly arranged on the second moving base;

[0014] The base is a frame structure, the base has a first receiving groove with a top opening, the first movable seat is accommodated in the first receiving groove, and the base has a first side wall and a second side wall connected at a right angle; the first driving assembly includes a first screw rod and a first nut, the first screw rod is rotatably arranged on the first side wall and extends along a first horizontal direction; the first nut is fixedly connected to the first movable seat and is spirally sleeved with the first screw rod; the first movable seat is slidably installed on the base along a first horizontal direction;

[0015] The first movable seat is a frame structure, and the first movable seat has a second accommodating groove with a top opening, and the second movable seat is accommodated in the second accommodating groove; the second driving assembly includes a second screw rod and a second nut, and the second screw rod is rotatably arranged on the first movable seat and extends along the second horizontal direction; the second nut is fixedly connected to the second movable seat and is spirally sleeved with the second screw rod; the second movable seat is slidably installed on the first movable seat along the second horizontal direction.

[0016] In an optional technical solution, the support mechanism includes a support seat and two support arms, the support seat is fixedly connected to the base, the support seat is in an arc shape with an opening upward, the two support arms are rotatably installed on the two free ends of the support seat, and the two support arms are respectively arranged on both sides of the axial cross-section of the aircraft engine; a locking structure is arranged between each of the support arms and the corresponding free end of the support seat, and the locking structure is used to lock the support arm in a preset position; each of the support arms is provided with a support groove, and the support groove is used to support the support ear of the aircraft engine.

[0017] In an optional technical solution, the center of gravity monitoring assembly includes two groups of force measuring rods, which are respectively arranged on both sides of the axial cross-section of the aircraft engine; the force measuring rods include a first rod segment, a tension sensor and a second rod segment which are arranged in sequence, wherein the first rod segment is hinged to the base, the second rod segment is hinged to the aircraft engine, and the tension sensor is configured to monitor the tension between the first rod segment and the second rod segment.

[0018] The second aspect of the present invention aims to provide a method for transporting an aircraft engine to solve the technical problem of the inconvenience of transporting an aircraft engine between different workstations.

[0019] The second aspect of the present invention provides an aircraft engine transfer method, based on the above-mentioned aircraft engine transfer AGV, and the aircraft engine transfer method comprises:

[0020] The docking assembly carries an aircraft engine;

[0021] When the aircraft engine transfer AGV starts to move, the environment perception radar obtains the posture and position of the aircraft engine transfer AGV and transmits the posture and position to the navigation controller, the navigation controller generates vehicle motion information and transmits it to the vehicle controller, and the vehicle controller controls the motor driver to drive the drive mechanism to move;

[0022] When the QR code sensor obtains the QR code signal, the QR code sensor transmits the relative position of the aircraft engine transfer AGV and the QR code to the navigation controller, the navigation controller generates vehicle motion information and transmits it to the vehicle controller, and the vehicle controller controls the motor driver to drive the drive mechanism to stop.

[0023] By providing the above-mentioned aircraft engine transfer AGV in the aircraft engine transfer method, accordingly, the aircraft engine transfer method has all the advantages of the above-mentioned aircraft engine transfer AGV, which will not be described one by one here. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the background technology, the drawings required for use in the embodiments or the background technology description will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0025] Figure 1 This is a schematic diagram of the structure of the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0026] Figure 2 This is a schematic diagram of the structure of the aircraft engine transfer AGV provided in Embodiment 1 of the present invention after omitting the docking assembly.

[0027] Figure 3 This is a schematic structural diagram of the aircraft engine transfer AGV provided in Embodiment 1 of the present invention, with the docking assembly omitted and viewed from obliquely below.

[0028] Figure 4This is a schematic diagram of the structure of the walking and steering device in the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0029] Figure 5 This is a schematic structural diagram of the walking and steering device in the aircraft engine transfer AGV provided in the first embodiment of the present invention, viewed from another direction.

[0030] Figure 6 This is a schematic diagram of the structure of the driving mechanism of the walking and steering device in the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0031] Figure 7 This is a schematic diagram of the control principle of the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0032] Figure 8 This is a schematic diagram of the structure of the docking assembly in the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0033] Fig. 9 This is a side view of the aircraft engine transfer AGV provided in the first embodiment of the present invention after the docking assembly completes the docking of the aircraft engine.

[0034] Fig.10 This is a schematic structural diagram of the horizontal displacement adjustment platform of the docking assembly in the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0035] Fig.11 This is a schematic structural diagram of the force measuring rod of the docking assembly in the aircraft engine transfer AGV provided in Example 1 of the present invention.

[0036] Description of reference numerals:

[0037] 10-connection assembly; 20-body; 30-travel steering device; 40-electronic control system; 50-navigation system; 90-aircraft engine;

[0038] 100-horizontal displacement adjustment platform; 110-base; 111-first side wall; 112-second side wall; 113-second waist-shaped hole; 114-first guide rail; 120-first moving seat; 121-first slider; 122-second guide rail; 130-first driving assembly; 131-first screw rod; 132-first nut; 133-first hand wheel; 140-second moving seat; 141-first waist-shaped hole; 142-second slider; 150-second driving assembly; 151-second screw rod; 152-second nut; 153-right-angle reducer; 154-second hand wheel;

[0039] 200-connection tooling; 210-base; 220-support mechanism; 221-support seat; 222-support arm; 2221-support groove; 223-locking structure;

[0040] 300- gravity center monitoring assembly; 310- force measuring rod; 311- first rod section; 312- tension sensor; 313- second rod section; 3131- adjusting screw; 3132- adjusting sleeve; 3133- first screw sleeve; 3134- second screw sleeve;

[0041] 400-slewing bearing mechanism; 410-slewing member; 411-gear ring; 420-fixed member;

[0042] 500-lifting cylinder; 510-piston rod; 520-cylinder body; 531-rotating joint;

[0043] 600-driving mechanism; 610-wheel frame; 611-pivot shaft; 612-side wall; 613-vertical plate; 614-limiting member; 620-wheel driving assembly; 621-wheel driving motor; 622-reducer; 630-wheel assembly; 631-wheel axle; 632-tire;

[0044] 711-encoder; 712-gear;

[0045] 810 - vehicle controller; 820 - motor driver; 830 - navigation controller; 840 - environment perception radar; 850 - remote control receiver; 860 - remote control. DETAILED DESCRIPTION

[0046] In order to make the above-mentioned objects, features and advantages of the present invention more clearly understood, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0047] Embodiment 1:

[0048] Figure 1 This is a schematic diagram of the structure of the aircraft engine transfer AGV provided in Example 1 of the present invention. Figure 2 This is a schematic diagram of the structure of the aircraft engine transfer AGV provided in Embodiment 1 of the present invention after omitting the docking assembly. Figure 3 This is a schematic diagram of the structure of the aircraft engine transfer AGV provided in the first embodiment of the present invention, omitting the docking assembly and viewed from the oblique bottom. Figure 1-Figure 3 As shown, the aircraft engine transfer AGV provided in the first embodiment of the present invention includes a vehicle assembly and a docking assembly 10, the vehicle assembly includes a vehicle body 20, a travel steering device 30, a navigation system 50 and an electronic control system 40; the travel steering device 30, the navigation system 50 and the electronic control system 40 are all installed on the vehicle body 20; the electronic control system 40 is used to receive the signal of the navigation system 50 and control the movement of the travel steering device 30; the docking assembly 10 is installed on the vehicle body 20.

[0049] By installing the docking assembly 10 on the vehicle body 20, and setting the electronic control system 40 and the navigation system 50 on the vehicle body 20, the navigation system 50 can be used to provide signals to the electronic control system 40, and the electronic control system 40 controls the walking and steering device 30 to drive the vehicle body 20 to move forward and turn, thereby controlling the aircraft engine transfer AGV to carry the aircraft engine 90 and move between different workstations or on a predetermined route. The navigation system 50 can also be connected to the workshop wireless network, and can remotely issue navigation instructions to achieve unmanned transportation.

[0050] Specifically, in this embodiment, the walking steering devices 30 are respectively arranged near the four corners of the vehicle body 20. The walking steering devices 30 can not only be directly used for steering the aircraft engine transfer AGV, but also for driving the aircraft engine transfer AGV. When the wheel driving speeds of different walking steering devices 30 are different, the speed direction of the aircraft engine transfer AGV changes, so that the walking steering device 30 also turns.

[0051] Figure 4 This is a schematic diagram of the structure of the walking and steering device in the aircraft engine transfer AGV provided in the first embodiment of the present invention. Figure 4 As shown, optionally, the walking steering device 30 includes a slewing support mechanism 400, a lifting cylinder 500 and a driving mechanism 600. The slewing support mechanism 400 is connected to the driving mechanism 600 through the lifting cylinder 500. The lifting cylinder 500 includes a cylinder body 520 and a piston rod 510. One of the cylinder body 520 and the piston rod 510 is fixedly connected to the slewing support mechanism 400, and the other is connected to the driving mechanism 600. The slewing axis of the slewing support mechanism 400 coincides with the telescopic direction of the lifting cylinder 500.

[0052] By setting up a lifting cylinder 500, the extension and retraction of the lifting cylinder 500 can be used to drive the driving mechanism 600 and the slewing support mechanism 400 to change the distance, so that the distance between the part of the vehicle where the travel steering device 30 is set and the ground below it can be changed. When encountering uneven ground, the local height of the vehicle body 20 can be adjusted, thereby expanding the adaptability to flat road conditions.

[0053] The slewing support mechanism 400 includes a fixing member 420 and a slewing member 410 to be described later. The fixing member 420 is used to be fixedly mounted on the chassis of the vehicle, and the slewing member 410 is fixedly connected to the lifting cylinder 500, and the fixing member 420 and the slewing member 410 are rotatably connected. Furthermore, the slewing member 410 is fixedly connected to the piston rod 510 of the lifting cylinder 500.

[0054] In this embodiment, an oil cylinder can be selected as the lifting cylinder 500, the piston rod 510 of the lifting cylinder 500 is fixedly connected to the slewing support mechanism 400, and the cylinder body 520 of the lifting cylinder 500 is connected to the driving mechanism 600. The piston rod 510 is fixedly connected to the slewing support mechanism 400 in the circumferential direction. The telescopic direction of the lifting cylinder 500 is substantially the vertical direction.

[0055] In addition, taking the example of an aircraft engine transfer AGV with four travel steering devices 30, the four corners of the vehicle body 20 are respectively provided with the above-mentioned travel steering devices 30, and the rotation of the slewing support mechanism 400 can be caused by the following reasons: the linear speeds of the various wheel assemblies 630 are different, driving the aircraft engine transfer AGV to turn, thereby driving the various travel steering devices 30 to turn. Moreover, the travel steering devices 30 can be provided at, for example, the left front corner, the right front corner, the left rear corner, and the right rear corner of the vehicle body 20. If only the lifting cylinders 500 of the travel steering devices 30 at the left front corner and the right front corner are extended by the same distance, the front part of the vehicle body 20 can be raised, thereby changing the pitch of the aircraft engine transfer AGV, and then changing the pitch of the docking assembly 10 and the aircraft engine 90 carried thereon. Similarly, if only the lifting cylinder 500 of the travel steering device 30 at the right front corner and the right rear corner is extended by the same distance, the right side of the vehicle body 20 can be raised, so that the aircraft engine transfer AGV is tilted to the left, and then the docking assembly 10 and the aircraft engine 90 carried thereon are tilted to the left. Of course, the left and right tilt and pitch can also be adjusted together. Thus, in the case where the docking assembly 10 described later can adjust the horizontal position of the aircraft engine 90 relative to the aircraft engine transfer AGV, the left and right tilt and pitch of the aircraft engine 90 can also be adjusted, so that the position and posture of the aircraft engine 90 are as compatible as possible with the relevant equipment.

[0056] Figure 5 This is a schematic structural diagram of the walking and steering device in the aircraft engine transfer AGV provided in the first embodiment of the present invention, viewed from another direction. Figure 6 This is a schematic diagram of the structure of the driving mechanism of the walking and steering device in the aircraft engine transfer AGV provided in the first embodiment of the present invention. Figure 4 , Figure 5 and Figure 6 As shown, optionally, the driving mechanism 600 includes a wheel frame 610, on which a wheel assembly 630 is rotatably mounted, the wheel frame 610 is rotatably connected to the lower end of the lifting cylinder 500, and the relative rotation axis between the wheel frame 610 and the lifting cylinder 500 is perpendicular to the extension and retraction direction of the lifting cylinder 500.

[0057] By rotatably connecting the wheel frame 610 to the lower end of the lifting cylinder 500, with the relative rotation axis perpendicular to the extension and retraction direction of the lifting cylinder 500, the wheel frame 610 can swing relative to the lifting cylinder 500 when the road surface is uneven, thereby passively changing the height of the bottom of the wheel relative to the bottom of the lifting cylinder 500. Even if the lifting cylinder 500 does not have time to move, the swing of the wheel frame 610 can compensate for the impact of the uneven road surface.

[0058] Specifically, in this embodiment, a pivot shaft 611 can be provided in the middle of the wheel frame 610, and the pivot shaft 611 is axially fixed to the wheel frame 610 through a shaft elastic retaining ring. Specifically, the bottom center area of ​​the wheel frame 610 is hollowed out, and side walls 612 are provided on both sides of the hollowing out. A retaining ring groove is provided on the pivot shaft 611 to install a shaft elastic retaining ring (not shown in the figure), and the shaft elastic retaining ring is used to limit the axial position of the side wall 612 relative to the pivot shaft 611. A fisheye joint (not shown in the figure) is provided at the bottom of the cylinder body 520, and the fisheye joint is connected to the pivot shaft 611, so that when the wheel frame 610 needs to swing, the wheel frame 610 and the cylinder body 520 have a certain activity space. Of course, since the wheel assembly 630 in this embodiment is located in the middle of the wheel frame 610 in the width direction, the width direction of the wheel frame 610 is consistent with the axis of the pivot shaft 611, and the connection position between the fisheye joint and the pivot shaft 611 is also located in the middle of the pivot shaft 611. Therefore, in the length direction of the pivot shaft 611 , the positions of the fisheye joint and the wheel assembly 630 overlap, and in actual driving, it is difficult to rotate around another horizontal axis perpendicular to the pivot shaft 611 .

[0059] like Figure 6 As shown, optionally, the wheel frame 610 includes a vertical plate portion 613 , and a limiting member 614 is provided on the upper portion of the vertical plate portion 613 . The limiting member 614 is used to abut against the outer wall of the cylinder body 520 .

[0060] By providing a stopper 614 on the vertical plate portion 613 to abut against the outer wall of the cylinder body 520 , the vertical plate portion 613 or the wheel assembly 630 can be prevented from directly colliding with the cylinder body 520 and causing damage.

[0061] The stopper 614 is disposed on the upper portion of the vertical plate portion 613, and the stopper 614 may include a stopper plate, which extends from the vertical plate portion 613 toward the cylinder body 520 in the horizontal direction. When the wheel frame 610 swings relatively greatly relative to the cylinder body 520, the stopper 614 may contact the cylinder body 520. The stopper 614 may be detachably connected to the vertical plate portion 613 by threaded connection, and if the stopper 614 is damaged, a new stopper 614 may be replaced.

[0062] like Figure 5 and Figure 6As shown, optionally, the side of the limiting member 614 facing the cylinder body 520 is an arc-shaped edge side, and the arc-shaped edge side is adapted to the outer wall of the cylinder body 520 .

[0063] Such arrangement of the limiting member 614 can increase the contact area between the limiting member 614 and the cylinder body 520 , thereby preventing the cylinder body 520 from being damaged due to excessive pressure concentration when the limiting member 614 contacts the cylinder body 520 .

[0064] The side of the stopper 614 facing the cylinder body 520 is an arc-shaped edge side, and correspondingly, the cylinder body 520 has a cylindrical outer surface. Furthermore, the arc-shaped edge side is larger at the top and smaller at the bottom, because the stopper 614 is not horizontal when in contact with the cylinder body 520, so the arc-shaped edge side is larger at the top and smaller at the bottom, which can increase the contact area between the stopper 614 and the cylinder body 520 to further reduce the pressure.

[0065] like Figure 6 As shown, optionally, the driving mechanism 600 includes two wheel drive assemblies 620, each wheel drive assembly 620 is respectively connected to a wheel assembly 630 in transmission; the two wheel drive assemblies 620 and the two wheel assemblies 630 are axially symmetrically arranged, and the symmetry axis of the wheel drive assemblies 620 and the wheel assemblies 630 passes through the center of the wheel frame 610 assembly.

[0066] The wheel assembly 630 and the wheel drive assembly 620 are arranged symmetrically along the central axis of the wheel frame 610 assembly, so that the moments generated by the gravity of the two wheel assemblies 630 can be offset, and the moments generated by the gravity of the two wheel drive assemblies 620 can be offset. When the road surface is flat, the parts of the drive mechanism 600 will not generate moments relative to the rotation axis of the wheel frame 610 and the lifting cylinder 500, so that the wheel frame 610 can remain horizontal. In addition, the two wheel assemblies 630 are arranged side by side to improve the carrying capacity of the travel steering device 30. The differential speed between the two wheel assemblies 630 is used to realize the steering of the travel steering device 30 relative to the vehicle body 20, and then the steering of the four travel steering devices 30 set on the vehicle body 20 is matched to realize the steering of the vehicle.

[0067] The wheel drive assembly 620 includes a wheel drive motor 621 and a reducer 622, and the wheel drive motor 621 is connected to the wheel assembly 630 through the reducer 622. The reducer 622 is installed on the vertical plate portion 613 of the wheel frame 610. The wheel assembly 630 includes a wheel axle 631 and a tire 632, and the wheel axle 631 is connected to the power output end of the wheel drive assembly 620, more specifically, the wheel axle 631 is connected to the power output end of the reducer 622.

[0068] Moreover, by setting two wheel drive assemblies 620 on each walking and steering device 30 to be connected with the wheel assembly 630 in transmission, it can be achieved that: when the aircraft engine transfer AGV needs to make a right-angle turn, it can stop at the right-angle turning point, and the two wheel assemblies 630 of the same walking and steering device 30 rotate in opposite directions and at the same speed, so that when the aircraft engine transfer AGV is stationary, the walking and steering device 30 rotates 90° relative to the vehicle body 20, so that the forward direction of the wheel assembly 630 can be perpendicular to the original, that is, the aircraft engine transfer AGV moves horizontally, or it is called crab-shaped movement. Of course, it is also possible to make each walking and steering device 30 of the aircraft engine transfer AGV maintain the same direction and tilt relative to the vehicle body 20, so that the aircraft engine transfer AGV can travel obliquely. Alternatively, in the four walking and steering devices 30 of the aircraft engine transfer AGV, each walking and steering device 30 adopts the method that the two wheel assemblies 630 rotate in opposite directions and at the same speed to rotate relative to the vehicle body 20. The wheel assemblies 630 of the two walking and steering devices 30 located on the diagonal rotate in opposite directions and at the same speed, so that turning in situ can be achieved.

[0069] In addition, when the aircraft engine transfer AGV is traveling, it can use two walking steering devices 30 to achieve steering, or it can use four walking steering devices 30 to achieve steering. In the former, for example, when the aircraft engine transfer AGV is traveling from east to west, it needs to turn to the southwest, then the two walking steering devices 30 at the front can rotate relative to the vehicle body 20 to the southwest to drive the vehicle body 20 to turn. In the latter, similarly, when the aircraft engine transfer AGV is traveling from east to west, it needs to turn to the southwest, then the two walking steering devices 30 at the front can rotate relative to the vehicle body 20 to the southwest, and the two walking steering devices 30 at the rear can rotate relative to the vehicle body 20 to the northwest, thereby realizing the centripetal motion mode of the aircraft engine transfer AGV.

[0070] like Figure 1 As shown, optionally, the travel steering device 30 also includes an encoder 711, which is configured to be installed on the body 20 of the vehicle. The encoder 711 is transmission-connected to a gear 712, and the slewing support mechanism 400 includes a rotating member 410, which is provided with a ring gear 411, and the ring gear 411 is meshed with the gear 712.

[0071] By providing the encoder 711 , the rotation angle of the rotating member 410 relative to the vehicle body 20 can be measured, so as to form a closed-loop control when the vehicle having the travel steering device 30 turns.

[0072] Specifically, the axis of the encoder 711 is in a substantially vertical state, the axis of the encoder 711 is eccentrically arranged relative to the rotation center of the rotating member 410, and the inner circumferential surface of the rotating member 410 is provided with a gear ring 411. When the rotating member 410 rotates relative to the vehicle body 20, the gear 712 is driven to rotate by the rotation of the gear ring 411. According to the gear ratio between the gear 712 and the gear ring 411 and the rotation angle of the gear 712, the rotation angle of the rotating member 410 can be converted, and then the rotation angle of the driving mechanism 600 can be obtained.

[0073] Optionally, the travel steering device 30 further includes a pressure sensor (not shown in the figure), and the pressure sensor is connected to the lifting cylinder 500 to detect whether the travel steering device 30 is grounded.

[0074] A pressure sensor is provided to detect the fluid pressure in the lifting cylinder 500. When the fluid pressure is relatively large, it means that the lifting cylinder 500 bears the pressure, that is, the wheel assembly 630 of the travel steering device 30 remains in contact with the ground. If the fluid pressure is relatively small, it means that the wheel assembly 630 of the travel steering device 30 is suspended in the air, and the weight of the vehicle equipped with the travel steering device 30 is not borne by the travel steering device 30, so the lifting cylinder 500 should be extended to make the wheel assembly 630 contact the ground.

[0075] Among them, in this embodiment, the pressure sensor is connected to the rodless chamber of the lifting cylinder 500.

[0076] Optionally, the travel steering device 30 further includes a scale sensor (not shown in the figure), which is used to detect the piston position of the lifting cylinder 500.

[0077] By setting a scale sensor to detect the piston position of the lifting cylinder 500, the telescopic length of the lifting cylinder 500 can be obtained to avoid the lifting cylinder 500 being extended too much and causing one end of the vehicle's travel steering device 30 to be too high, thus affecting the level of the vehicle itself.

[0078] The scale sensor is a cylinder magnetostrictive displacement sensor, which accurately detects the absolute position of the movable magnetic ring on the piston through internal non-contact measurement and control technology to measure the actual displacement value of the detected product, thereby obtaining the length change of the lifting cylinder 500 and the height change of the walking steering device 30.

[0079] like Figure 4 As shown, optionally, the lifting cylinder 500 is connected to a rotary joint 531, and the rotary joint 531 is connected to an oil pipe (not shown in the figure).

[0080] By connecting the lifting cylinder 500 to the rotary joint 531 to connect the oil pipe, the oil pipe can still maintain effective oil supply during the rotation of the lifting cylinder 500 and the follower driving mechanism 600.

[0081] Figure 7 This is a schematic diagram of the control principle of the aircraft engine transfer AGV provided in the first embodiment of the present invention. Figure 7 As shown, optionally, the electronic control system 40 includes a power supply system, a vehicle controller 810, a motor driver 820, and a hydraulic control device; the power supply system is used to supply power to the vehicle controller 810, the motor driver 820, and the hydraulic control device; the vehicle controller 810 is electrically connected to the motor driver 820 and the hydraulic control device; the motor driver 820 is electrically connected to the drive mechanism 600; and the hydraulic control device is used to control the lifting cylinder 500.

[0082] By setting up a power supply system to supply power to the vehicle controller 810, the motor driver 820 and the hydraulic control device, the hydraulic control system can be used to control the extension and retraction of the lifting cylinder 500 to change the height of each travel steering device 30, thereby changing the height of each part of the vehicle to adapt to the uneven road surface. In addition, by controlling the motor driver 820 through the vehicle controller 810, and then controlling the speed of each travel steering device 30, the forward speed of the wheel can be controlled, so that the forward direction of the vehicle can be changed by using the different forward speeds of each wheel.

[0083] In addition, the electronic control system 40 is also electrically connected to various sensors, such as the pressure sensor, encoder 711, and scale sensor mentioned above, which are all electrically connected to the electronic control system 40 to feedback corresponding signals to the electronic control system 40. For example, the encoder 711 can be used to feedback the rotation angle of each travel steering device 30, the scale sensor can be used to feedback the position of the piston in the cylinder 520 to determine the overall height of each travel steering device 30, and the pressure sensor can be used to feedback the pressure in the cylinder 520 to reflect whether the wheel assembly 630 of the travel steering device 30 is suspended.

[0084] Since a travel steering device 30 is provided at each of the four corners of the vehicle body 20 of the aircraft engine transfer AGV, and each travel steering device 30 has two wheel drive assemblies 620, there are a total of eight wheel drive assemblies 620. Each wheel drive assembly 620 is controlled by a motor driver 820, so the vehicle controller 810 controls eight motor drivers 820.

[0085] like Figure 7As shown, optionally, the navigation system 50 includes a navigation controller 830, an environmental perception radar 840 and a QR code sensor (not shown in the figure), the navigation controller 830 is communicatively connected to the vehicle controller 810, and the environmental perception radar 840 and the QR code sensor are both communicatively connected to the navigation controller 830.

[0086] By setting up an automatic navigation device, the aircraft engine transfer AGV can have an automatic navigation mode and a remote control navigation mode. In the automatic navigation mode, the environmental perception radar 840 can be used to perceive the surrounding environmental information to correct and adjust the trajectory, and the QR code sensor can be used to shoot the fixed QR codes around the route. According to the position of the QR code in the image, the stopping position of the aircraft engine transfer AGV can be further adjusted, making the parking position more accurate, which is convenient for related equipment to coordinate with it.

[0087] Specifically, in this embodiment, the navigation controller 830 is connected to the vehicle controller 810 via a CAN bus communication. The environment perception radar 840 can be a laser radar, which can be set at the front of the vehicle body 20, and the docking assembly 10 is set at the rear of the vehicle body 20 accordingly. Because the center of gravity of the engine may be outside the docking assembly 10, when the center of gravity of the engine is located in the middle of the vehicle body 20, the docking assembly 10 can be located at the rear of the vehicle body 20. The QR code sensor can be used for QR code visual navigation. The QR code sensor is arranged at the bottom of the geometric center of the vehicle body 20.

[0088] When in use, the laser radar as the environment perception radar 840 can be used to first scan the environment in the workshop into a three-dimensional map when the aircraft engine transfer AGV is driving in the workshop, and plan the path in the three-dimensional map. When the aircraft engine transfer AGV is moving, the laser radar is used for navigation until it moves to a station. When the two-dimensional code sensor observes the two-dimensional code fixed in the workshop, it can automatically switch to two-dimensional code visual navigation and adjust the posture through the two-dimensional code sensor. In summary, the navigation system 50 can adopt a fusion navigation method of laser SLAM (Simultaneous Localization and Mapping) + two-dimensional code positioning and navigation, and the positioning accuracy at the specified position can reach within 10mm. When the positioning is within the above accuracy range, when the aircraft engine needs to be docked, only a slight secondary fine adjustment of the docking device is required to compensate for the navigation error so as to accurately undertake the aircraft engine.

[0089] Therefore, the navigation system 50 can realize the automatic driving of the aircraft engine transfer AGV on a predetermined track, and can move forward, backward, and turn on the path. The driving mode of the aircraft engine transfer AGV can be switched at the turning point, thereby realizing centripetal turning, forward movement, and lateral movement.

[0090] In addition, the navigation system 50 also includes a navigation screen, which can be used to issue navigation instructions.

[0091] In addition, the aircraft engine transfer AGV may also include a remote control device, which includes a remote control receiver 850 and a remote control 860 . The remote control receiver 850 is used to receive signals from the remote control 860 , and the remote control receiver 850 is communicatively connected to the vehicle controller 810 .

[0092] Figure 8 This is a schematic diagram of the structure of the docking assembly in the aircraft engine transfer AGV provided in Example 1 of the present invention. Fig. 9 This is a side view of the docking assembly in the aircraft engine transfer AGV provided in the first embodiment of the present invention after completing the docking of the aircraft engine. Figure 8 and Fig. 9 As shown, as shown, optionally, the docking assembly 10 includes a horizontal displacement adjustment platform 100, a docking tool 200 and a center of gravity monitoring component 300. Specifically, the docking tool 200 is installed on the horizontal displacement adjustment platform 100, and the horizontal displacement adjustment platform 100 is configured to drive the docking tool 200 to move along a first horizontal direction and along a second horizontal direction, and the second horizontal direction is perpendicular to the first horizontal direction; the docking tool 200 includes a base 210 for connecting to the horizontal displacement adjustment platform 100 and a support mechanism 220 arranged on the base 210, and the support mechanism 220 is configured to support the aircraft engine 90; the center of gravity monitoring component 300 is installed on the base 210, and is used to monitor whether the aircraft engine 90 is completely supported by the docking tool 200.

[0093] The first horizontal direction can be Figure 1 The second horizontal direction can be indicated by the arrow X in Figure 1 Indicated by the arrow Y in the middle.

[0094] By setting a docking assembly 10 mainly composed of a horizontal displacement adjustment platform 100, a docking fixture 200 and a center of gravity monitoring component 300, the use of the docking assembly 10 in an aircraft engine transfer AGV is used as an example for explanation. When it is necessary to transfer an aircraft engine 90 of a multi-degree-of-freedom platform to an aircraft engine transfer AGV for transportation, the navigation function of the aircraft engine transfer AGV itself can be used to move it to the position of the aircraft engine 90, and then the horizontal position of the docking fixture 200 can be adjusted by using the horizontal displacement adjustment platform 100, so that the docking fixture 200 is aligned with the aircraft engine 90, so that the aircraft engine 90 can be accurately received by the docking fixture 200 after being put down, thereby ensuring the docking accuracy. After the aircraft engine 90 is transferred from the multi-degree-of-freedom platform to the docking fixture 200, the center of gravity of the aircraft engine 90 can also be monitored by the center of gravity monitoring component 300. After the center of gravity monitoring component 300 detects that the weight of the aircraft engine 90 is completely borne by the docking fixture 200, it indicates that the aircraft engine 90 has been completely borne by the docking fixture 200. At this time, the lifting force applied to the aircraft engine 90 during the transfer from the multi-degree-of-freedom platform to the docking fixture 200 can be released, so that the aircraft engine transfer AGV can carry out the next step of the transfer process of the aircraft engine 90.

[0095] It can be seen that the arrangement of the above-mentioned docking assembly 10 improves the docking accuracy of the aircraft engine 90, thereby meeting the docking requirements of the aircraft engine 90 and effectively solving the technical problems existing in the prior art.

[0096] Fig.10 This is a schematic diagram of the structure of the horizontal displacement adjustment platform of the docking assembly in the aircraft engine transfer AGV provided in the first embodiment of the present invention. Fig.10 As shown, optionally, the horizontal displacement adjustment platform 100 may include a base 110, a first movable base 120, a first driving assembly 130, a second movable base 140 and a second driving assembly 150. Specifically, the base 110 is used to connect with the vehicle body 20; the first movable base 120 is movably arranged on the base 110 along a first horizontal direction, and the first driving assembly 130 is configured to drive the first movable base 120 to move; the second movable base 140 is movably arranged on the first movable base 120 along a second horizontal direction, and the second driving assembly 150 is configured to drive the second movable base 140 to move; the base 210 is fixedly arranged on the second movable base 140.

[0097] When the horizontal position of the docking tooling 200 needs to be adjusted, the first driving assembly 130 can be used to drive the first movable seat 120 to move. During this process, the second movable seat 140 moves along the first horizontal direction with the first movable seat 120; at the same time, the second driving assembly 150 can be used to drive the second movable seat 140 to move, so that the second movable seat 140 produces a displacement along the second horizontal direction, so that the base 210 arranged on the second movable seat 140 has displacement adjustment along the first horizontal direction and the second horizontal direction at the same time, thereby achieving the purpose of adjusting the horizontal position of the docking tooling 200 to ensure its docking accuracy with the aircraft engine 90.

[0098] This arrangement of the horizontal displacement adjustment platform 100 can achieve precise adjustment of the horizontal position of the docking tool 200 by enabling the second movable seat 140 to output displacements along the first horizontal direction and along the second horizontal direction, and the control logic is simple.

[0099] like Fig.10 As shown, optionally, the base 110 is a frame structure, the base 110 has a first accommodating groove with a top opening, the first movable seat 120 is accommodated in the first accommodating groove, and the base 110 has a first side wall 111 and a second side wall 112 that are directly connected; the first driving assembly 130 includes a first screw rod 131 and a first nut 132, the first screw rod 131 is rotatably set on the first side wall 111 and extends along the first horizontal direction; the first nut 132 is fixedly connected to the first movable seat 120, and is spirally sleeved with the first screw rod 131; the first movable seat 120 is slidably installed on the base 110 along the first horizontal direction.

[0100] When the first moving seat 120 needs to move so that the second moving seat 140 is displaced along the first horizontal direction, the first screw rod 131 can be rotated. At this time, under the sliding cooperation between the first moving seat 120 and the base 110, the spiral transmission between the first screw rod 131 and the first nut 132 will be converted into the movement of the first moving seat 120, so that the first moving seat 120 together with the second moving seat 140 arranged thereon is displaced along the first horizontal direction.

[0101] The above-mentioned setting form of the first driving component 130 can ensure the movement accuracy of the first movable seat 120 and the second movable seat 140 along the first horizontal direction, thereby ensuring the position adjustment accuracy of the docking tooling 200 along the first horizontal direction, and can also utilize the spiral cooperation of the first screw rod 131 and the first nut 132 to achieve the purpose of self-locking to prevent the second movable seat 140 from malfunctioning along the first horizontal direction.

[0102] In addition, by accommodating the first movable seat 120 in the first accommodating groove provided in the base 110 , a nested installation of the first movable seat 120 and the base 110 is achieved, which is beneficial to reducing the space occupied in the height direction.

[0103] like Fig.10 As shown, specifically, in this embodiment, the base 110 is fixedly provided with a first guide rail 114 extending along the first horizontal direction, and the first movable seat 120 is provided with a first slider 121 that slides with the first guide rail 114. By utilizing the sliding cooperation between the first slider 121 and the first guide rail 114, the sliding connection between the first movable seat 120 and the base 110 along the first horizontal direction can be realized.

[0104] like Fig.10 As shown, optionally, the first movable seat 120 also has a frame structure, the first movable seat 120 has a second accommodating groove with a top opening, and the second movable seat 140 is accommodated in the second accommodating groove; the second driving assembly 150 includes a second screw rod 151 and a second nut 152, the second screw rod 151 is rotatably set on the first movable seat 120 and extends along the second horizontal direction; the second nut 152 is fixedly connected to the second movable seat 140, and is spirally sleeved with the second screw rod 151; the second movable seat 140 is slidably installed on the first movable seat 120 along the second horizontal direction.

[0105] When the second movable seat 140 needs to be displaced along the second horizontal direction, the second screw rod 151 can be rotated. At this time, under the sliding cooperation between the second movable seat 140 and the first movable seat 120, the spiral transmission between the second screw rod 151 and the second nut 152 will be converted into the movement of the second movable seat 140, thereby causing the second movable seat 140 to be displaced along the second horizontal direction.

[0106] This arrangement of the second drive assembly 150 can ensure the movement accuracy of the second movable seat 140 along the second horizontal direction, thereby ensuring the position adjustment accuracy of the docking tooling 200 along the second horizontal direction. Moreover, the spiral cooperation of the second screw rod 151 and the second nut 152 can be used to achieve the purpose of self-locking to prevent the second movable seat 140 from malfunctioning along the second horizontal direction.

[0107] In addition, by accommodating the second movable seat 140 in the second accommodating groove of the first movable seat 120 , a nested installation of the second movable seat 140 and the first movable seat 120 is achieved, which is beneficial to further reduce the space occupied in the height direction.

[0108] That is, the base 110 , the first movable base 120 and the second movable base 140 form a three-layer frame structure that is nested with each other. This arrangement can effectively reduce the overall height of the horizontal displacement adjustment platform 100 .

[0109] like Fig.10 As shown, specifically, in this embodiment, the first movable seat 120 is fixedly provided with a second guide rail 122 extending along the second horizontal direction, and the second movable seat 140 is provided with a second slider 142 that slides with the second guide rail 122. By utilizing the sliding cooperation between the second slider 142 and the second guide rail 122, the sliding connection between the second movable seat 140 and the first movable seat 120 along the second horizontal direction can be realized.

[0110] like Fig.10 As shown, specifically, the second movable seat 140 is provided with a first waist-shaped hole 141 for the first screw rod 131 to pass through, and specifically, the first waist-shaped hole 141 extends along the second horizontal direction; the first driving assembly 130 can also include a first hand wheel 133, and the first hand wheel 133 is coaxially fixed to the first screw rod 131.

[0111] The arrangement of the first waist-shaped hole 141 can avoid the first screw rod 131 and prevent the second movable seat 140 from colliding with the first screw rod 131 when moving along the second horizontal direction. This arrangement can achieve smooth movement of the second movable seat 140 along the second horizontal direction without reducing the length of the first screw rod 131 and the width of the second movable seat 140.

[0112] The arrangement of the first hand wheel 133 facilitates the operator to apply a rotational force to the first screw rod 131 .

[0113] like Fig.10 As shown, specifically, the second side wall 112 is provided with a second waist-shaped hole 113 for the second screw rod 151 to pass through, and the second waist-shaped hole 113 extends along the first horizontal direction; the second drive assembly 150 can also include a right-angle reducer 153 and a second hand wheel 154, wherein the second hand wheel 154 is connected to the input end of the right-angle reducer 153, and the second screw rod 151 is connected to the output end of the right-angle reducer 153, and the second hand wheel 154 and the first hand wheel 133 are both arranged on the side of the first side wall 111.

[0114] The second waist-shaped hole 113 is provided to avoid the second screw rod 151, and prevent the second screw rod 151 from colliding and interfering with the base 110 when the first movable seat 120 moves along the first horizontal direction. This arrangement allows the second screw rod 151 to extend outside the base 110, making it easier for operators to rotate and adjust the second screw rod 151.

[0115] The second hand wheel 154 is provided to facilitate the operator to apply a rotational force to the second screw rod 151. By providing a right-angle reducer 153 between the second hand wheel 154 and the second screw rod 151, the force transmission direction between the second hand wheel 154 and the second screw rod 151 can be changed, so that the second hand wheel 154 and the first hand wheel 133 can be located on the same side of the base 110, so that the operator can adjust the first hand wheel 133 and the second hand wheel 154 in sequence.

[0116] like Figure 8 As shown, optionally, in the present embodiment, the support mechanism 220 may include a support seat 221 and two support arms 222. Specifically, the support seat 221 is fixedly connected to the base 210, the support seat 221 is roughly semi-circular, and the two support arms 222 are respectively rotatably mounted on the two free ends of the support seat 221, and the two support arms 222 are respectively arranged on both sides of the axial cross-section of the aircraft engine 90; a locking structure 223 is arranged between each support arm 222 and the corresponding free end of the support seat 221, and the locking structure 223 is used to lock the support arm 222 in a preset position; each support arm 222 is provided with a support groove 2221, wherein the support groove 2221 is used to support the support ear of the aircraft engine 90.

[0117] Before use, the docking assembly 10 can adjust the angles of the two support arms 222 relative to the support seat 221 according to the outer diameter of the aircraft engine 90 to be docked. Specifically, when the outer diameter of the aircraft engine 90 is larger, the two support arms 222 can be moved away from each other, and when the outer diameter of the aircraft engine 90 is smaller, the two support arms 222 can be relatively close to each other; when the support arms 222 are adjusted to the desired position, the locking structure 223 is used to lock the support arms 222 in this position, so that when the aircraft engine 90 is docked, the support ears of the aircraft engine 90 can be smoothly inserted into the support grooves 2221.

[0118] The above-mentioned arrangement of the support mechanism 220 enables the docking tool 200 to meet the docking requirements of aircraft engines 90 of different outer diameters, and has a high degree of commonality. In this embodiment, the width of the support groove 2221 can be between 10 mm and 30 mm. Through this arrangement, the support groove 2221 can meet the support requirements of support ears of various thicknesses.

[0119] like Figure 8 As shown, specifically, in this embodiment, the locking structure 223 may include a locking bolt and a locking nut, wherein the locking bolt passes through and connects the support seat 221 and the support arm 222, and is then locked by the locking nut, thereby fixing the support arm 222 at this position.

[0120] Fig.11This is a schematic diagram of the structure of the force measuring rod of the docking assembly in the aircraft engine transfer AGV provided in the first embodiment of the present invention. Fig.11 As shown, optionally, the center of gravity monitoring assembly 300 may include two groups of force measuring rods 310. Specifically, the two groups of force measuring rods 310 are respectively arranged on both sides of the axial section of the aircraft engine 90; the force measuring rods 310 include a first rod segment 311, a tension sensor 312 and a second rod segment 313 arranged in sequence, wherein the first rod segment 311 is hinged to the base 210, the second rod segment 313 is hinged to the aircraft engine 90, and the tension sensor 312 is configured to monitor the tension between the first rod segment 311 and the second rod segment 313.

[0121] After the docking tool 200 completes the docking of the aircraft engine 90, the two sets of force measuring rods 310 can be hinged to the two sides of the aircraft engine 90. By using the tension sensors 312 of the two sets of force measuring rods 310 to monitor the tension between the corresponding first rod segment 311 and the second rod segment 313, it can be known which side the center of gravity of the aircraft engine 90 is tilted towards. At this time, the position of the aircraft engine 90 can be adjusted in time to avoid uneven local force.

[0122] This arrangement of the center of gravity monitoring assembly 300 can meet the needs of center of gravity monitoring of aircraft engines 90 with various outer diameters, and has good versatility. Moreover, the monitoring method using the tension sensor 312 has a simple structure.

[0123] It should be noted that when the center of gravity of the aircraft engine 90 deviates toward one of the force measuring rods 310 , the other force measuring rod 310 will detect a larger tension data, thereby determining that the center of gravity of the aircraft engine 90 is deviated.

[0124] It should also be noted that, in the present embodiment, the outer periphery of the aircraft engine 90 is provided with a pin hole, and the second rod segment 313 can be hinged to the aircraft engine 90 through the cooperation of the pin shaft and the pin hole.

[0125] In this embodiment, the length of the second rod section 313 is adjustable. This arrangement allows the force measuring rod 310 to have different lengths, and when the specifications of the aircraft engine 90 change, the length of the force measuring rod 310 can be adjusted in time to meet the center of gravity monitoring requirements of the current aircraft engine 90.

[0126] like Fig.11As shown, optionally, the second rod segment 313 may include an adjusting screw 3131, an adjusting sleeve 3132, a first sleeve 3133 and a second sleeve 3134. Specifically, the adjusting screw 3131 is provided with two sections of threads with opposite rotation directions, one section of the thread of the adjusting screw 3131 is spirally connected to the first sleeve 3133, and the other section of the thread of the adjusting screw 3131 is spirally connected to the second sleeve 3134; the first sleeve 3133 is fixedly connected to the tension sensor 312, and the second sleeve 3134 is hinged to the aircraft engine 90; the adjusting sleeve 3132 is fixedly sleeved with the adjusting screw 3131.

[0127] When the adjusting sleeve 3132 is rotated, the adjusting screw 3131 will be driven to rotate. At this time, under the connection limit between the first sleeve 3133 and the tension sensor 312 and the connection limit between the second sleeve 3134 and the aircraft engine 90, the spiral transmission between the adjusting screw 3131 and the first sleeve 3133 and the spiral transmission between the adjusting screw 3131 and the second sleeve 3134 will be converted into the toward or away movement of the first sleeve 3133 and the second sleeve 3134, thereby realizing the shortening or lengthening of the second rod segment 313.

[0128] It should be noted that the toward-toward movement and the away-toward movement of the first screw sleeve 3133 and the second screw sleeve 3134 can be achieved by rotating the adjusting screw 3131 in different directions, respectively.

[0129] In another implementation, the second rod segment 313 can also be configured to include an inner sleeve and an outer sleeve that are socketed with each other, wherein a locking hole can be opened in the outer sleeve, and a row of connecting holes spaced apart along its axial direction can be opened in the inner sleeve. A connecting pin can be passed through the locking hole and selectively connected to one of the multiple connecting holes, thereby achieving the purpose of adjusting the length of the second rod segment 313.

[0130] Embodiment 2:

[0131] The aircraft engine transfer method provided in the second embodiment of the present invention is based on the above-mentioned aircraft engine transfer AGV, and the aircraft engine transfer method includes:

[0132] The docking assembly 10 carries the aircraft engine 90;

[0133] When the aircraft engine transfer AGV starts to move, the environment perception radar 840 obtains the posture and position of the aircraft engine transfer AGV and transmits the posture and position to the navigation controller 830. The navigation controller 830 generates vehicle motion information and transmits it to the vehicle controller 810. The vehicle controller 810 controls the motor driver 820 to drive the drive mechanism 600 to move.

[0134] When the QR code sensor obtains the QR code signal, the QR code sensor transmits the relative position of the aircraft engine transfer AGV and the QR code to the navigation controller 830. The navigation controller 830 generates vehicle motion information and transmits it to the vehicle controller 810. The vehicle controller 810 controls the motor driver 820 to drive the drive mechanism 600 to stop.

[0135] After the aircraft engine transfer AGV carries the aircraft engine 90, the navigation controller 830 generates vehicle motion information and transmits it to the vehicle controller 810. The vehicle controller 810 controls the motor driver 820 to drive the drive mechanism 600 to move through data processing, thereby enabling the aircraft engine 90 to be transported by the aircraft engine transfer AGV to achieve displacement. The environmental perception radar 840 senses the vehicle's surrounding environment and the QR code sensor obtains the QR code signal, which can improve the stopping accuracy of the aircraft engine transfer AGV, thereby enabling the precise flow of the aircraft engine 90 in different workstations.

[0136] The navigation controller 830 includes a data processing unit. The navigation controller 830 not only generates vehicle motion information based on the fixed trajectory information stored therein, the position and posture sensed by the environment perception radar 840, and the relative position between the aircraft engine transfer AGV and the QR code obtained by the QR code sensor, but also obtains vehicle motion information based on external navigation instructions. The vehicle motion information may include the vehicle's motion direction, speed, acceleration and acceleration direction, angular acceleration, etc. After the vehicle controller 810 obtains the vehicle motion information, it calculates the rotation speed of each wheel drive motor 621 of each drive mechanism 600, and controls the motor operation through the motor driver 820.

[0137] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the scope defined by the claims.

[0138] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprises a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0139] In the above embodiments, the descriptions of directions such as “upper” and “lower” are all based on the drawings.

[0140] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention.

[0141] Thus, the present invention will not be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An aircraft engine transfer AGV, characterized in that: The invention comprises a vehicle assembly and a docking assembly (10), wherein the vehicle assembly comprises a vehicle body (20), a travel steering device (30), a navigation system (50) and an electronic control system (40); the travel steering device (30), the navigation system (50) and the electronic control system (40) are all installed on the vehicle body (20); the electronic control system (40) is used to receive signals from the navigation system (50) and control the movement of the travel steering device (30); and the docking assembly (10) is installed on the vehicle body (20).

2. The aircraft engine transport AGV according to claim 1, characterized in that: The walking steering device (30) comprises a slewing support mechanism (400), a lifting cylinder (500) and a driving mechanism (600); the slewing support mechanism (400) and the driving mechanism (600) are connected via the lifting cylinder (500); the lifting cylinder (500) comprises a cylinder body (520) and a piston rod (510); one of the cylinder body (520) and the piston rod (510) is fixedly connected to the slewing support mechanism (400), and the other is connected to the driving mechanism (600); the slewing axis of the slewing support mechanism (400) coincides with the telescopic direction of the lifting cylinder (500).

3. The aircraft engine transport AGV according to claim 2, characterized in that: The driving mechanism (600) comprises a wheel frame (610), a wheel assembly (630) is rotatably mounted on the wheel frame (610), the wheel frame (610) is rotatably connected to the lower end of the lifting cylinder (500), and the relative rotation axis between the wheel frame (610) and the lifting cylinder (500) is perpendicular to the extension and retraction direction of the lifting cylinder (500); the driving mechanism (600) comprises two wheel driving assemblies (620), each of the wheel driving assemblies (620) is respectively connected to a wheel assembly (630) in a transmission manner; the two wheel driving assemblies (620) and the two wheel assemblies (630) are axially symmetrically arranged.

4. The aircraft engine transport AGV according to claim 2, characterized in that: The electric control system (40) comprises a power supply system, a vehicle controller (810), a motor driver (820), and a hydraulic control device; the power supply system is used to supply power to the vehicle controller (810), the motor driver (820), and the hydraulic control device; the vehicle controller (810) is electrically connected to the motor driver (820) and the hydraulic control device; the motor driver (820) is electrically connected to the drive mechanism (600); and the hydraulic control device is used to control the lifting cylinder (500).

5. The aircraft engine transfer AGV according to claim 4, characterized in that: The navigation system (50) comprises a navigation controller (830), an environment perception radar (840) and a two-dimensional code sensor; the navigation controller (830) is communicatively connected to the vehicle controller (810); and the environment perception radar (840) and the two-dimensional code sensor are both communicatively connected to the navigation controller (830).

6. The aircraft engine transport AGV according to any one of claims 1 to 5, characterized in that: The docking assembly (10) comprises a horizontal displacement adjustment platform (100), a docking tool (200) and a center of gravity monitoring component (300); the docking tool (200) is installed on the horizontal displacement adjustment platform (100); the horizontal displacement adjustment platform (100) is configured to drive the docking tool (200) to move along a first horizontal direction and along a second horizontal direction, the second horizontal direction being perpendicular to the first horizontal direction; the docking tool (200) comprises a base (210) for connecting to the horizontal displacement adjustment platform (100) and a support mechanism (220) arranged on the base (210), the support mechanism (220) being configured to support an aircraft engine (90); the center of gravity monitoring component (300) is installed on the base (210) and is used to monitor whether the aircraft engine (90) is completely supported by the docking tool (200).

7. The aircraft engine transfer AGV according to claim 6, characterized in that: The horizontal displacement adjustment platform (100) comprises a base (110), a first movable base (120), a first driving assembly (130), a second movable base (140) and a second driving assembly (150), wherein the base (110) is connected to a vehicle body (20); the first movable base (120) is movably arranged on the base (110) along a first horizontal direction, and the first driving assembly (130) is configured to drive the first movable base (120) to move; the second movable base (140) is movably arranged on the first movable base (120) along a second horizontal direction, and the second driving assembly (150) is configured to drive the second movable base (140) to move; the base (210) is fixedly arranged on the second movable base (140); the base (110) is a frame structure, the base (110) has a first receiving groove with a top opening, the first movable seat (120) is accommodated in the first receiving groove, and the base (110) has a first side wall (111) and a second side wall (112) connected at a right angle; the first driving component (130) includes a first screw rod (131) and a first nut (132), the first screw rod (131) is rotatably arranged on the first side wall (111) and extends along a first horizontal direction; the first nut (132) is fixedly connected to the first movable seat (120) and is spirally sleeved with the first screw rod (131); the first movable seat (120) is slidably installed on the base (110) along the first horizontal direction; The first movable seat (120) is a frame structure, the first movable seat (120) has a second receiving groove with a top opening, and the second movable seat (140) is received in the second receiving groove; the second driving assembly (150) comprises a second screw rod (151) and a second nut (152), the second screw rod (151) is rotatably arranged on the first movable seat (120) and extends along a second horizontal direction; the second nut (152) is fixedly connected to the second movable seat (140) and is spirally sleeved with the second screw rod (151); the second movable seat (140) is slidably installed on the first movable seat (120) along the second horizontal direction.

8. The aircraft engine transfer AGV according to claim 6, characterized in that: The support mechanism (220) comprises a support seat (221) and two support arms (222); the support seat (221) is fixedly connected to the base (210); the support seat (221) is in an arc shape with an opening facing upward; the two support arms (222) are respectively rotatably mounted on two free ends of the support seat (221); the two support arms (222) are respectively arranged on both sides of an axial cross section of the aircraft engine (90); a locking structure (223) is arranged between each of the support arms (222) and the corresponding free end of the support seat (221); the locking structure (223) is used to lock the support arm (222) at a preset position; and each of the support arms (222) is provided with a support groove (2221); the support groove (2221) is used to support a support ear of the aircraft engine (90).

9. The aircraft engine transfer AGV according to claim 6, characterized in that: The center of gravity monitoring assembly (300) includes two groups of force measuring rods (310), and the two groups of force measuring rods (310) are respectively arranged on both sides of the axial section of the aircraft engine (90); the force measuring rod (310) includes a first rod segment (311), a tension sensor (312) and a second rod segment (313) which are arranged in sequence, wherein the first rod segment (311) is hinged to the base (210), and the second rod segment (313) is hinged to the aircraft engine (90), and the tension sensor (312) is configured to monitor the tension between the first rod segment (311) and the second rod segment (313).

10. A method for transporting an aircraft engine, characterized in that: Based on the aircraft engine transfer AGV of claim 5, the aircraft engine transfer method comprises: The docking assembly (10) carries an aircraft engine (90); When the aircraft engine transfer AGV starts to move, the environment perception radar (840) obtains the posture and position of the aircraft engine transfer AGV and transmits the posture and position to the navigation controller (830), the navigation controller (830) generates vehicle movement information and transmits it to the vehicle controller (810), and the vehicle controller (810) controls the motor driver (820) to drive the drive mechanism (600) to move; When the two-dimensional code sensor obtains the two-dimensional code signal, the two-dimensional code sensor transmits the relative position of the aircraft engine transfer AGV and the two-dimensional code to the navigation controller (830), and the navigation controller (830) generates vehicle motion information and transmits it to the vehicle controller (810), and the vehicle controller (810) controls the motor driver (820) to drive the drive mechanism (600) to stop.

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