Automatic attitude changing jib system for aircraft landing gear assembly

Abstract

The present application relates to a kind of attitude automatic displacement type frame systems in aircraft landing gear assembly process, including displacement machine fuselage, clamping mechanism, direction locking mechanism and rotary mechanism;The displacement machine fuselage is used to support overall system and provide vertical lifting function;The clamping mechanism is used to clamp aircraft landing gear and realize the relative movement of aircraft landing gear in vertical direction;The direction locking mechanism is used to lock the relative rotational movement of aircraft landing gear in the process of rotation;The rotary mechanism is used to drive aircraft landing gear to carry out horizontal rotation displacement.The present application avoids the limitations of traditional manual hoisting or large equipment operation, realizes unmanned displacement process, significantly improves operation precision and efficiency, reduces work difficulty and working time.

Description

Technical Field

[0001] This invention relates to a displacement jig, and more particularly to an automatic attitude displacement jig system for aircraft landing gear assembly. Background Technology

[0002] In some production settings, there exists a special category of products, such as those in the aerospace industry, like aircraft landing gear, produced on assembly lines using a multi-variety, small-batch order production model. These products are large in size and weight, and their shapes lack clamping reference features. The production of these products often requires multiple processes, including inspection and installation of other components. Because each process has different requirements for the product's posture, various orientation changes are necessary to successfully complete all processes. However, traditional large positioners have revealed numerous problems when dealing with such products.

[0003] On the one hand, traditional large positioners struggle to meet positioning accuracy and clamping requirements. Given the large size, heavy weight, and specific clamping needs of the products, they cannot accurately adjust the products to the required posture during operation, nor can they achieve stable and accurate clamping. This leads to product position deviations during production, affecting product quality and production stability. On the other hand, they suffer from low production efficiency and safety hazards. Traditional positioners heavily rely on manual operation when clamping products. Workers not only expend significant time and effort to clamp the products, reducing overall production efficiency, but also, due to the large size and heavy weight of the products, even slight carelessness during human-machine collaboration can cause accidents, threatening worker safety.

[0004] In summary, existing traditional large positioners are no longer able to meet the production needs of these special products, and there is an urgent need to develop a new positioner system to solve problems related to product positioning accuracy, clamping stability, production efficiency, and human and machine safety. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide an automatic attitude change jig system for aircraft landing gear assembly. The system uses grippers on the change jig system to clamp the aircraft landing gear, locks the rotation of the piston rod in the aircraft landing gear through a piston rod rotation locking mechanism, and completes the change rotation of the aircraft landing gear through a rotation mechanism. This achieves precise change rotation of the aircraft landing gear with extremely high precision, thereby saving time for adjusting the rotation angle.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] An automatic attitude-changing jig system for aircraft landing gear assembly includes a positioner fuselage, a clamping mechanism, a rotation locking mechanism, and a slewing mechanism.

[0008] The positioner body is used to support the overall system and provide vertical lifting function;

[0009] The clamping mechanism is used to clamp the aircraft landing gear and enable relative movement of the aircraft landing gear in the vertical direction.

[0010] The rotation locking mechanism is used to lock the relative rotational movement of the aircraft landing gear during rotation;

[0011] The slewing mechanism is used to drive the aircraft landing gear to rotate horizontally.

[0012] Furthermore, the positioner body includes an adjustment base, a positioner column, an electric cylinder mounting beam, and a lifting electric cylinder;

[0013] The adjusting base is fixed to the ground and can be leveled. The positioner column is fixed to the top of the adjusting base. The electric cylinder mounting beam is fixed to the top of the column. The lifting electric cylinder is fixed to the top of the electric cylinder mounting beam and drives the rotary mechanism to move vertically.

[0014] The lifting electric cylinder is driven to raise the aircraft landing gear from the transport vehicle to a set height, thus solving the problem of operational difficulty when the aircraft landing gear is dislodged from the support surface during displacement.

[0015] Furthermore, the rotary mechanism includes a lifting linear guide rail, a positioner lifting beam, a rotary support, and a drive motor;

[0016] The linear guide rail is symmetrically fixed to the surface of the positioner column, and the positioner lifting beam is slidably connected to the lifting linear guide rail.

[0017] The slewing support is rotatably connected to the lifting beam of the positioner, and the output end of the drive motor is connected to the slewing support to provide rotational power.

[0018] Furthermore, the clamping mechanism includes a rotary seat, a motor reduction support, a clamping motor, a clamping linear guide rail, a lead screw assembly, a gripper mounting base, and grippers;

[0019] The rotating seat is fixedly connected to the rotary support, and the clamping linear guide rail is symmetrically fixed to the surface of the rotating seat; the lead screw assembly is installed on the rotating seat and is linked with the clamping linear guide rail.

[0020] The gripper mounting base is divided into upper and lower parts, both of which are slidably connected to the clamping linear guide rail. The grippers are fixed to the upper and lower parts of the clamping base respectively for clamping the aircraft landing gear. The lead screw assembly drives the upper and lower parts of the clamping base to move relative to each other or in opposite directions to achieve reliable clamping of the aircraft landing gear.

[0021] Furthermore, the lead screw assembly includes a lead screw bearing housing, a lead screw support housing, a trapezoidal lead screw, and a clamping motor; the lead screw bearing housing is symmetrically fixed to the lead screw rotating seat; the lead screw support housing is fixed to the lead screw bearing housing; the trapezoidal lead screw passes through the lead screw support housing and is threadedly connected to the upper and lower parts of the clamping seat, with opposite rotation directions, so as to drive the upper and lower parts of the clamping seat to move relative to each other or in opposite directions through the rotation of the trapezoidal lead screw; the clamping motor is fixed to the rotating seat, and the output shaft of the clamping motor is connected to the trapezoidal lead screw.

[0022] Furthermore, the rotation locking mechanism includes a cylinder anti-rotation block and a cylinder proximity switch;

[0023] The cylinder anti-rotation block is fixed to the rotating seat and is used to cooperate with the cylinder of the piston rod in the aircraft landing gear;

[0024] The cylinder proximity switch is fixed on the rotating base and corresponds to the position of the cylinder anti-rotation block, and is used to detect the position of the cylinder.

[0025] Furthermore, a cantilever connecting frame is also connected to the side of the cylinder anti-rotation block away from the rotating seat or to the rotating seat. The cantilever connecting frame is also provided with a piston cylinder anti-rotation block and a piston cylinder proximity switch, which are used to cooperate with the piston cylinder of the piston rod in the aircraft landing gear. The piston cylinder proximity switch is fixed to the cantilever connecting frame and corresponds to the position of the piston cylinder anti-rotation block, and is used to detect the position of the piston cylinder.

[0026] Furthermore, it also includes a bellows cover mounting plate and a bellows cover. The bellows cover mounting plate is symmetrically fixed to both ends of the rotating seat. One end of the bellows cover is fixed to the bellows cover mounting plate, and the other end is connected to the upper and lower parts of the gripper mounting seat respectively, and covers the clamping linear guide rail.

[0027] Furthermore, the upper and lower parts of the gripper mounting base are connected on opposite sides by a bellows cover.

[0028] Furthermore, the lifting beam of the positioner is provided with lifting limit mechanical blocks and rotation limit mechanical blocks to limit the lifting stroke of the lifting beam and the rotation angle of the slewing support.

[0029] The beneficial effects of this invention are as follows:

[0030] The positioner system of this invention achieves precise attitude adjustment of large workpieces (such as aircraft landing gear) through the coordinated action of the positioner body, clamping mechanism, rotation locking mechanism, and slewing mechanism. Specifically, the system utilizes a clamping motor to drive the clamping mechanism to reliably clamp the workpiece, a lifting cylinder to provide vertical lifting power, separating the workpiece from the transport vehicle to a set height; a drive motor drives the slewing mechanism for horizontal rotation and position adjustment, while the rotation locking mechanism locks the piston rod through an anti-rotation block and a proximity switch to prevent relative movement during rotation. This integrated design avoids the limitations of traditional manual hoisting or large equipment operation, realizing unmanned position adjustment, significantly improving operational accuracy and efficiency, and reducing work difficulty and time.

[0031] Compared with existing technologies, this system effectively solves the safety and stability problems in landing gear assembly. For example, when assembling the end locking nut in a horizontal position, traditional methods rely on overhead cranes in the workshop, which can easily lead to safety hazards and human error. This system eliminates the risk of manual intervention through automatic clamping and lifting mechanisms; during rotation, real-time monitoring by the rotation locking mechanism ensures the stability of the workpiece's posture, avoiding subsequent rework due to stability deviations. At the same time, the automated control system simplifies the operation process; the operator only needs to place the workpiece and press the start button to complete the entire process of lifting, repositioning, and lowering, greatly reducing the labor intensity of employees and improving production efficiency.

[0032] Furthermore, the system is equipped with an information-based data traceability system electrically connected to each motor and proximity switch, which records and provides feedback on the displacement process in real time, including position, angle, and time data, ensuring that process parameters meet requirements. If any abnormality occurs, an immediate alert is issued to prevent quality issues from spreading to subsequent processes. This traceability function not only improves product assembly quality but also provides data support for mass production, enabling traceable management, further optimizing the overall production process, and ensuring the reliability and safety of aerospace components such as landing gear.

[0033] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0034] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0035] Figure 1 This is a schematic diagram of the overall structure of an automatic attitude shifting frame system during the assembly of an aircraft landing gear according to the present invention.

[0036] Figure 2 This is a schematic diagram of the clamping mechanism and the piston rod rotation locking mechanism in this invention;

[0037] Figure 3 This is a schematic diagram of the structure of the rotary mechanism and the positioner body in this invention.

[0038] Reference numerals: 1-Polymer body, 2-Clamping mechanism, 3-Piston rod rotation locking mechanism, 4-Rotation mechanism, 101-Column adjustment base, 102-Polymer column, 103-Electric cylinder mounting beam, 104-Lifting electric cylinder, 201-Rotating seat, 202-Motor reduction support, 203-Clamping motor, 204-Clamping linear guide rail, 205-Screw bearing seat, 206-Screw support seat, 207-Trapezoidal screw, 208-Bellbell cover mounting plate, 209-Bellbell cover, 21 0-Gripper mounting base, 211-Gripper, 301-Cylinder anti-rotation block, 302-Cantilever connecting frame, 303-Cylinder anti-rotation proximity switch base, 304-Cylinder anti-rotation proximity switch, 305-Piston cylinder anti-rotation block, 306-Piston cylinder anti-rotation proximity switch base, 307-Piston cylinder anti-rotation proximity switch, 401-Lifting linear guide rail, 402-Positioner lifting beam, 403-Rotation limit mechanical stop, 404-Lifting limit mechanical stop, 405-Slewing support, 406-Drive motor. Detailed Implementation

[0039] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0040] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0041] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0042] Please see Figures 1 to 3 This embodiment provides an automatic attitude-changing jig system for aircraft landing gear assembly. The system includes a positioner fuselage 1, a clamping mechanism 2, a rotation locking mechanism 3, and a slewing mechanism 4. The positioner fuselage 1 supports the entire system and provides vertical lifting functionality; the clamping mechanism 2 clamps the aircraft landing gear and enables relative vertical movement of the landing gear; the rotation locking mechanism 3 locks the relative rotational movement of the aircraft landing gear during rotation; and the slewing mechanism 4 drives the aircraft landing gear to perform horizontal rotational positioning.

[0043] Specifically, the positioner body 1 includes a column adjustment base 101, a positioner column 102, an electric cylinder mounting beam 103, and a lifting electric cylinder 104. The column adjustment base 101 is fixed to the ground with anchor bolts and leveled using a level to ensure the stability of the entire system foundation. The positioner column 102 is fixed to the top of the column adjustment base 101 by welding or bolting (fine-threaded hexagonal head bolts and socket head cap screws). The positioner column 102 is a rectangular tubular structure made of high-strength steel to withstand the weight of a large aircraft landing gear. The electric cylinder mounting beam 103 is fixed to the top of the positioner column 102 with fully threaded hexagonal head bolts. The electric cylinder mounting beam 103 is a transverse beam structure that provides a mounting platform for the lifting electric cylinder 104. The lifting electric cylinder 104 is fixed to the top of the electric cylinder mounting beam 103 by hexagonal head bolts. The output end of the lifting electric cylinder 104 is connected downward to the positioner lifting beam 402 of the rotary mechanism 4. When the lifting electric cylinder 104 is energized and started, its piston rod extends and drives the positioner lifting beam 402 to move upward in the vertical direction, thereby lifting the clamped aircraft landing gear from the transport vehicle (such as a pallet) to a set height, such as 500mm to 1000mm. This solves the problem of the difficulty of operation when the aircraft landing gear is dislodged from the support surface during displacement, and avoids the safety hazards and accuracy loss caused by manual lifting.

[0044] The rotary mechanism 4 includes a lifting linear guide rail 401, a positioner lifting beam 402, a rotation limit mechanical stop 403, a lifting limit mechanical stop 404, a rotary support 405, and a drive motor 406. The lifting linear guide rail 401 is arranged in two sets, one on the left and one on the right, symmetrically fixed to the surface of the positioner column 102. Each set of guide rails includes a guide rail and a slider, and is made of precision linear guide rail to ensure smooth sliding. The positioner lifting beam 402 is fixed to the lifting linear guide rail 401 by a slider. The positioner lifting beam 402 is a transverse beam structure that supports the rotary support 405. Rotary limit mechanical stop 403 and lifting limit mechanical stop 404 are respectively fixed at corresponding positions on the positioner lifting beam 402. Rotary limit mechanical stop 403 is used to limit the rotation angle, for example, within the range of 0° to 180°; lifting limit mechanical stop 404 is used to limit the vertical lifting stroke, for example, with an upper limit of 1000mm and a lower limit of 0mm. A slewing support 405 is rotatably connected to the center of the positioner lifting beam 402 via bearings. The slewing support 405 has a turntable structure, supporting 360° rotation but controlled by the limit stops.

[0045] The lifting limit mechanical stop is designed to prevent damage to the product from collision with the displacement frame body when the motor loses power or the position signal is lost. The rotation limit stop works in the same way.

[0046] The drive motor 406 is fixed to the side of the positioner lifting beam 402, and its output end is connected to the slewing support 405 through a coupling. When the drive motor 406 starts, it provides torque to drive the slewing support 405 to rotate, thereby realizing the horizontal rotation and displacement of the aircraft landing gear, such as rotating it to the 45° attitude required for assembly.

[0047] The clamping mechanism 2 includes a rotating base 201, a motor reduction support 202, a clamping motor 203, a clamping linear guide rail 204, a lead screw bearing seat 205, a lead screw support seat 206, a trapezoidal lead screw 207, a bellows cover mounting plate 208, a bellows cover 209, a gripper mounting seat 210, and grippers 211. The rotating base 201 is fixed to the rotary support 405 via a flange connection. The rotating base 201 is a rectangular platform that rotates together with the rotary support 405. Two sets of clamping linear guide rails 204 are symmetrically fixed to the surface of the rotating base 201, one on each side. Each set of rails guides the linear movement of the gripper mounting seat 210. The lead screw bearing seat 205 is symmetrically fixed to the surface of the rotating base 201 and secured with hexagonal head screws. The lead screw support seat 206 is fixed to the lead screw bearing seat 205, providing support for the trapezoidal lead screw 207. A trapezoidal lead screw 207 passes through a lead screw support 206, with opposite thread directions at both ends (one end is left-handed, the other is right-handed), and is threadedly connected to the upper and lower parts of the gripper mounting base 210. A bellows cover mounting plate 208 is symmetrically fixed to both ends of the rotating base 201. One end of a bellows cover 209 is fixed to the bellows cover mounting plate 208, and the other end is connected to the upper and lower parts of the gripper mounting base 210, covering the clamping linear guide rail 204 and preventing dust and foreign objects from entering. A motor reduction bracket 202 is fixed to the upper surface of the rotating base 201, and a clamping motor 203 is mounted on the motor reduction bracket 202, with its output shaft connected to the trapezoidal lead screw 207 via a key. When the clamping motor 203 starts, it drives the trapezoidal lead screw 207 to rotate. Due to the opposite thread directions, the upper and lower parts of the gripper mounting base 210 move closer or further apart, achieving reliable clamping of the aircraft landing gear. The gripper mounting base 210 is divided into upper and lower parts. Each part is slidably connected to the clamping linear guide rail 204 via a slider and is symmetrically connected via a bellows cover 209. The gripper 211 is fixed to the opposite surface of the gripper mounting base 210 by internal thread cylindrical pins and internal hexagonal head screws. The contact surface of the gripper 211 can be made of rubber pads to protect the surface of the aircraft landing gear.

[0048] The rotation locking mechanism 3 includes a cylinder anti-rotation block 301, a cantilever connecting frame 302, a cylinder anti-rotation proximity switch seat 303, a cylinder anti-rotation proximity switch 304, a piston cylinder anti-rotation block 305, a piston cylinder anti-rotation proximity switch seat 306, and a piston cylinder anti-rotation proximity switch 307. The cylinder anti-rotation block 301 is fixed to the side of the rotating base 201. The cantilever connecting frame 302 and the cylinder anti-rotation proximity switch seat 303 are fixed to the surface of the rotating base 201. The cylinder anti-rotation proximity switch 304 is mounted on the cylinder anti-rotation proximity switch seat 303 and is used to detect the rotation position of the aircraft landing gear piston rod cylinder. Similarly, the piston cylinder anti-rotation block 305 and the piston cylinder anti-rotation proximity switch seat 306 are fixed to the surface of the cantilever connecting frame 302. The piston cylinder anti-rotation proximity switch 307 is mounted on the piston cylinder anti-rotation proximity switch seat 306 and is used to detect the rotation position of the piston cylinder. During the repositioning process, when the slewing mechanism 4 rotates, the cylinder anti-rotation block 301 engages with the cylinder of the aircraft landing gear, and the piston cylinder anti-rotation block 305 engages with the piston cylinder. It should be noted that the cylinder anti-rotation block 301 and piston cylinder anti-rotation block 305 use conventional clamping devices from the prior art to achieve a centering clamping function, preventing the piston rod from rotating during nut tightening, and are configured as quick-release interfaces to facilitate various product changeover operations; this application will not elaborate further. The proximity switch locks the relative rotational movement and position through a sensing signal, preventing relative rotation of the piston rod and ensuring rotational accuracy within ±0.5°.

[0049] The system is equipped with an information-based data traceability system that is electrically connected to each motor, lifting cylinder and proximity switch, to record and provide feedback on the displacement process in real time, including position, angle and time data, to ensure that the process parameters meet the requirements.

[0050] In this embodiment, the aircraft landing gear is first placed on the transport vehicle. The clamping motor 203 is activated to drive the clamping mechanism 2 to clamp the landing gear. Simultaneously, the rotation locking mechanism 3 detects the rotation direction and position of the piston rod via a proximity switch. The proximity switch detects the locking signal after the piston rod has rotated to the correct position. Then, the lifting cylinder 104 is activated to raise the entire clamping mechanism to a set height, detaching it from the transport vehicle. Finally, the drive motor 406 activates the rotation mechanism 4 to rotate the aircraft landing gear to the assembly position, for example, from a horizontal position to a vertical position, achieving unmanned and precise repositioning. This embodiment solves the problems of low repositioning accuracy and high operational difficulty in aircraft landing gear assembly, improving production efficiency and safety.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An automatic attitude-changing jig system for aircraft landing gear assembly, characterized in that, This includes the positioner body, clamping mechanism, rotation locking mechanism, and slewing mechanism; The positioner body is used to support the overall system and provide vertical lifting function; The clamping mechanism is used to clamp the aircraft landing gear and enable relative movement of the aircraft landing gear in the vertical direction. The rotation locking mechanism is used to lock the relative rotational movement of the aircraft landing gear during rotation; The slewing mechanism is used to drive the aircraft landing gear to rotate horizontally. The positioner body includes an adjustment base, a positioner column, an electric cylinder mounting beam, and a lifting electric cylinder; The adjusting base is fixed to the ground and can be leveled. The positioner column is fixed to the top of the adjusting base. The electric cylinder mounting beam is fixed to the top of the column. The lifting electric cylinder is fixed to the top of the electric cylinder mounting beam and drives the rotary mechanism to move vertically. The lifting electric cylinder is driven to raise the aircraft landing gear from the transport vehicle to a set height, thereby solving the problem of the difficulty of operation when the aircraft landing gear is dislodged from the support surface. The rotary mechanism includes a lifting linear guide rail, a positioner lifting beam, a rotary support, and a drive motor. The linear guide rail is symmetrically fixed to the surface of the positioner column, and the positioner lifting beam is slidably connected to the lifting linear guide rail. The slewing support is rotatably connected to the lifting beam of the positioner, and the output end of the drive motor is connected to the slewing support to provide rotational power; The clamping mechanism includes a rotary seat, a motor reduction support, a clamping motor, a clamping linear guide rail, a lead screw assembly, a gripper mounting base, and grippers. The rotating seat is fixedly connected to the rotary support, and the clamping linear guide rail is symmetrically fixed to the surface of the rotating seat; the lead screw assembly is installed on the rotating seat and is linked with the clamping linear guide rail. The gripper mounting base is divided into upper and lower parts, both of which are slidably connected to the clamping linear guide rail. The grippers are fixed to the upper and lower parts of the gripper mounting base respectively for clamping the aircraft landing gear. The lead screw assembly drives the upper and lower parts of the gripper mounting base to move relative to each other or in opposite directions to achieve reliable clamping of the aircraft landing gear. The lead screw assembly includes a lead screw bearing housing, a lead screw support housing, a trapezoidal lead screw, and a clamping motor; the lead screw bearing housing is symmetrically fixed to the lead screw rotating seat; the lead screw support housing is fixed to the lead screw bearing housing; the trapezoidal lead screw passes through the lead screw support housing and is threadedly connected to the upper and lower parts of the clamp mounting seat, with opposite rotation directions, so as to drive the upper and lower parts of the clamp mounting seat to move relative to each other or in opposite directions through the rotation of the trapezoidal lead screw; the clamping motor is fixed to the rotating seat, and the output shaft of the clamping motor is connected to the trapezoidal lead screw; The rotation locking mechanism includes a cylinder anti-rotation block and a cylinder proximity switch; The cylinder anti-rotation block is fixed to the rotating seat and is used to cooperate with the cylinder of the piston rod in the aircraft landing gear; The cylinder proximity switch is fixed on the rotating base and corresponds to the position of the cylinder anti-rotation block, and is used to detect the position of the cylinder. A cantilever connecting frame is also connected to the side of the cylinder anti-rotation block away from the rotating seat or to the rotating seat. The cantilever connecting frame is also provided with a piston cylinder anti-rotation block and a piston cylinder proximity switch, which are used to cooperate with the piston cylinder of the piston rod in the aircraft landing gear. The piston cylinder proximity switch is fixed to the cantilever connecting frame and corresponds to the position of the piston cylinder anti-rotation block, and is used to detect the position of the piston cylinder.

2. The automatic attitude shifting jig system for aircraft landing gear assembly according to claim 1, characterized in that, It also includes a bellows cover mounting plate and a bellows cover. The bellows cover mounting plate is symmetrically fixed to both ends of the rotating seat. One end of the bellows cover is fixed to the bellows cover mounting plate, and the other end is connected to the upper and lower parts of the clamping jaw mounting seat respectively, and covers the clamping linear guide rail.

3. The automatic attitude shifting jig system for aircraft landing gear assembly according to claim 2, characterized in that, The upper and lower parts of the gripper mounting base are connected on opposite sides by a bellows cover.

4. The automatic attitude shifting jig system for aircraft landing gear assembly according to claim 3, characterized in that, The lifting beam of the positioner is provided with lifting limit mechanical blocks and rotation limit mechanical blocks to limit the lifting stroke of the lifting beam and the rotation angle of the slewing support.

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