An eddy current testing device for aircraft hubs

Abstract

This application relates to the technical field of aircraft component inspection, and in particular to an eddy current testing device for aircraft wheel hubs. The device includes a worktable and a base plate. A first moving component and a second moving component are mounted on the worktable. The first moving component is equipped with a first probe capable of performing eddy current testing on the outer wall of the wheel hub, and the second moving component is equipped with a second probe capable of performing eddy current testing on the inner wall of the wheel hub. Each first sliding rod has an inner support plate on its side away from the first sliding cylinder, capable of abutting against the inner wall of the wheel hub. A first compression spring is provided between each first sliding rod and the bottom wall of the first sliding cylinder. This application improves accuracy by avoiding deformation of the testing surface through differentiated inner and outer clamping components, reduces downtime and improves efficiency through a dual conveying mechanism and automated station switching, assists operation with a liftable third lifting plate, and ensures the durability of the equipment and wheel hub through protective and buffering structures, thus meeting the high-precision inspection requirements of aircraft wheel hubs.

Description

Technical Field

[0001] This application relates to the technical field of aircraft component testing, and in particular to an eddy current testing device for aircraft wheel hubs. Background Technology

[0002] As a core component of the aircraft landing gear system that directly bears the weight of the fuselage and transmits ground forces, the aircraft wheel hub operates in an extremely harsh environment with complex stress conditions. During takeoff, the wheel hub must withstand the combined effects of horizontal loads converted from engine thrust and vertical loads from the increased weight of the fuselage. Although the cruise phase is relatively stable, the low temperatures at high altitudes cause subtle changes in the wheel hub material properties. During landing, it must withstand impact loads several times the weight of the fuselage. A single aircraft wheel hub must withstand impact pressures several times the weight of the fuselage at the moment of landing, while also facing the high temperatures generated by brake pad friction. This complex working condition of "high load, high impact, high temperature difference, and high wear" makes the surface and near-surface of the aircraft wheel hub highly susceptible to defects such as microcracks, intergranular corrosion, and fatigue damage. These defects continue to expand with the increase in the number of flights, therefore, regular quality inspection using eddy current testing technology is necessary.

[0003] When inspecting aircraft wheel hubs, a fixture is used to fix the hub onto a rotating base. The inspection probe then contacts the outer wall of the hub, and the rotating base is driven to allow the probe to inspect different locations on the outer wall. After the outer wall is inspected, the inner wall is inspected. From the perspective of inspection difficulty and requirements, the inspection focus, defect types, and inspection environment of the inner and outer walls differ significantly. The inner wall of the hub is the core area directly connected to the landing gear axle and is fixed to the axle with bolts. Inner wall inspection focuses on stress cracks around the bolt holes and wear on the inner wall's circumference. Outer wall inspection, on the other hand, focuses on surface corrosion and thermal stress cracks. Although the outer wall has ample space, factors such as tire removal and installation marks and surface paint can easily lead to misinterpretations of inspection signals, requiring targeted adjustments to inspection parameters to eliminate interference. Using a uniform inspection method without differentiating between the inner and outer walls not only leads to a blurred inspection focus but may also result in missed defects due to improper parameter settings.

[0004] A search revealed Chinese Patent Publication No. CN117554476B, which discloses a device for detecting eddy current burns on the inner ring of a wheel hub bearing. The device includes a frame with three movable stations arranged linearly within it: a flip-up gripper that can move along the arrangement directions of the three stations; a rotatable positioning mechanism mounted on the upper part of the frame, which is activated at the second station to allow synchronous axial rotation; and two probes arranged vertically between the second station and the positioning mechanism. A cross-shaped moving mechanism is also mounted on the frame, with each probe fixed to a corresponding cross-shaped moving mechanism.

[0005] Regarding the aforementioned technologies, the inventors have discovered the following drawbacks: Existing technologies employ a single clamping method when performing eddy current testing on wheel hubs, either always clamping the inner wall of the hub or always clamping the outer wall. This single clamping method has significant drawbacks: when testing the inner ring of the hub, clamping the inner wall causes slight deformation in the inner ring area, resulting in fluctuations in the distance between the eddy current testing probe and the inner ring testing surface, thus introducing testing errors. Similarly, when testing the outer ring of the hub, clamping the outer wall will cause deformation in the outer ring area, also affecting testing accuracy. Especially for high-precision aircraft wheel hubs, this error may lead to missed or false detections, posing serious safety hazards. Summary of the Invention

[0006] To improve the accuracy of wheel hub inspection, this application provides an eddy current inspection device for aircraft wheel hubs.

[0007] This application provides an eddy current testing device for aircraft wheel hubs, employing the following technical solution: It includes a worktable and a base plate. The worktable is equipped with a first moving component and a second moving component. The first moving component is equipped with a first probe capable of performing eddy current testing on the outer wall of the wheel hub, and the second moving component is equipped with a second probe capable of performing eddy current testing on the inner wall of the wheel hub. The base plate is equipped with a rotatable rotating column, and a placement frame is fixedly mounted on the upper end face of the rotating column. The placement frame is equipped with a first conveying mechanism and a first driving mechanism. The first conveying mechanism includes a first rotating disk rotatably connected to the placement frame, and the first rotating disk is equipped with an inner clamping component and an outer clamping component driven by the first driving mechanism. The inner clamping component includes radially... Multiple placement slots are arrayed on the upper surface of the first rotating disk. Each placement slot has a first sliding cylinder on the side closest to the axis of the first rotating disk. Each first sliding cylinder is slidably connected to a first sliding rod. Each first sliding rod has an inner support plate on the side furthest from the first sliding cylinder, capable of abutting against the inner wall of the wheel hub. A first compression spring is installed between each first sliding rod and the bottom wall of the first sliding cylinder. A second sliding cylinder is located on the side of each placement slot furthest from the axis of the first rotating disk. A second sliding rod is slidably connected inside each second sliding cylinder. Each second sliding rod has a clamping plate on the side furthest from the second sliding cylinder, capable of abutting against the outer wall of the wheel hub. A second compression spring is installed between the bottom walls of each second sliding rod and the second sliding cylinder. This system improves accuracy by using differentiated inner and outer clamping components to avoid deformation of the detection surface. It reduces downtime and improves efficiency by relying on a dual conveying mechanism and automated station switching. A liftable third lifting plate assists operation, and protective and buffering structures ensure the durability of the equipment and the wheel hub, making it suitable for the high-precision inspection requirements of aircraft wheel hubs.

[0008] Optionally, the first driving mechanism includes a first hydraulic cylinder and a second hydraulic cylinder mounted on the placement frame, as well as a first control component and a second control component; the first rotating disk has a first annular oil groove communicating with a plurality of first sliding cylinders and a second annular oil groove communicating with a plurality of second sliding cylinders; the lower end face of the first annular oil groove is rotatably connected to a first annular cover, and the lower end face of the second annular oil groove is rotatably connected to a second annular cover.

[0009] Optionally, the first annular cover is provided with a first oil inlet pipe communicating with the inner cavity of the first annular oil groove, and the second annular cover is provided with a second oil inlet pipe communicating with the inner cavity of the second annular oil groove; a first connecting rod is fixedly provided on the lower end face of the first annular oil groove and is fixedly connected to the placement frame through the first connecting rod; a second connecting rod is fixedly provided on the lower end face of the second annular oil groove and is fixedly connected to the placement frame through the second connecting rod.

[0010] Optionally, the first control component includes a first oil pipe fixedly mounted on the placement frame, one end of which is connected to a first hydraulic cylinder via a first oil pump, and the other end of which is connected to a first oil inlet pipe; the second control component includes a second oil pipe fixedly mounted on the placement frame, one end of which is connected to a second hydraulic cylinder via a second oil pump, and the other end of which is connected to a second oil inlet pipe.

[0011] Optionally, a first piston plate is slidably connected inside the first oil pipe, and a first piston rod is provided on the first piston plate. A first blocking ring is provided at the end of the first oil pipe near the first hydraulic cylinder. The inner diameter of the first blocking ring is smaller than the outer diameter of the first piston plate. A third oil passage hole and a plurality of first oil through holes are arrayed on the end face of the first piston plate. A second one-way valve is provided on the third oil passage hole. A first spring frame is provided inside the first oil pipe. A fifth compression spring is sleeved on the outer wall of the first piston rod. One end of the fifth compression spring is fixedly connected to the first piston plate, and the other end of the fifth compression spring is fixedly connected to the first spring frame. In the initial state, the fifth compression spring drives the first piston plate to abut against the first blocking ring. A first inclined surface is provided on the first piston rod. A first sliding hole is provided on the side wall of the first oil pipe. A third piston rod is slidably connected inside the first sliding hole. A second inclined surface adapted to the first inclined surface is provided on the third piston rod. The second oil pipe has a second piston plate slidably connected inside, and a second piston rod is coaxially fixed on the second piston plate. The second piston rod has a third inclined surface. A second blocking ring is provided at the end of the second oil pipe near the second hydraulic cylinder. The inner diameter of the second blocking ring is smaller than the outer diameter of the second piston plate. A fourth oil passage hole and multiple second oil passage holes are arrayed on the end face of the second piston plate. A third check valve is provided in the fourth oil passage hole. A second spring frame is provided inside the second oil pipe. A seventh compression spring is sleeved on the outer wall of the second piston rod. One end of the seventh compression spring is fixedly connected to the second piston plate, and the other end of the seventh compression spring is fixedly connected to the second spring frame. In the initial state, the seventh compression spring drives the second piston plate to abut against the second blocking ring. A second sliding hole is provided on the side wall of the second oil pipe. A fourth piston rod is slidably connected inside the second sliding hole. A fourth inclined surface adapted to the third inclined surface is provided on the fourth piston rod.

[0012] Optionally, the upper end face of the first rotating disk is provided with a plurality of third sliding grooves, and each third sliding groove is vertically slidably connected to a matching third lifting plate; the lower end face of the first rotating disk is provided with a third annular oil groove communicating with the plurality of third sliding grooves; the lower end face of the third annular oil groove is rotatably connected to a third annular cover; the third annular cover is provided with a third oil inlet pipe and a third oil outlet pipe communicating with the inner cavity of the third annular oil groove; the lower end face of the third annular oil groove is fixedly provided with a third connecting rod, and is fixedly connected to the placement frame through the third connecting rod.

[0013] Optionally, a third oil pipe with openings at both ends is fixedly installed on the placement frame. The side of the third oil pipe near the closed end is an oil storage chamber. The open end of the third oil pipe near the worktable is connected to a third oil inlet pipe. The end of the third oil pipe near the worktable is a switch part, the inner diameter of which is smaller than the inner diameter of the oil storage chamber. A fifth piston rod is slidably connected inside the oil storage chamber of the third oil pipe. A fourth connecting rod is provided on the fifth piston rod. The oil storage chamber is connected to a return oil pipe, which is connected to the third oil outlet pipe through a fifth one-way valve and a pipeline. A sixth compression spring is provided between the end face of the fifth piston rod and the switch part.

[0014] Optionally, a fifth connecting rod is provided on the first piston rod, a fifth through groove is provided on the peripheral wall of the first oil pipe, the fifth connecting rod extends to the outside of the first oil pipe through the fifth through groove, and a second baffle is provided on the fifth connecting rod to close the fifth through groove; the fifth connecting rod is fixedly connected to the fourth connecting rod.

[0015] Optionally, a fifth connecting rod is provided on the first piston rod, a fifth through groove is provided on the peripheral wall of the first oil pipe, the fifth connecting rod extends to the outside of the first oil pipe through the fifth through groove, and a second baffle is provided on the fifth connecting rod to close the fifth through groove; the fifth connecting rod is fixedly connected to the fourth connecting rod.

[0016] Optionally, the first conveying mechanism further includes a second motor fixedly mounted on the placement frame, the output shaft of the second motor being coaxially and fixedly connected to the first rotating disk; the other end of the placement frame is also provided with a second conveying mechanism having the same structure as the first conveying mechanism, and a second driving mechanism having the same structure as the first driving mechanism, the first conveying mechanism and the second conveying mechanism alternately moving the wheel hub to be inspected to the inspection station on the workbench; the base plate is fixedly mounted with a first motor, the output shaft of the first motor is coaxially and fixedly mounted with a first bevel gear, and the outer wall of the rotating column is coaxially and fixedly mounted with a second bevel gear meshing with the first bevel gear.

[0017] In summary, this application includes the following beneficial technical effects:

[0018] 1. This invention addresses the different pain points of inspecting the outer and inner walls of wheel hubs by designing two independent mechanisms: an inner clamping assembly and an outer clamping assembly. When inspecting the outer wall, the inner support plate of the inner clamping assembly holds the inner wall of the wheel hub firmly, preventing deformation of the outer wall due to clamping force. When inspecting the inner wall, the clamping plate of the outer clamping assembly clamps the outer wall of the wheel hub, preventing deformation of the inner wall. This "inspect one side, don't clamp the other" design eliminates the deformation problem of the inspection surface caused by single clamping at its source, ensuring a stable coupling distance between the eddy current probe and the inspection surface, avoiding inspection errors introduced by deformation, and is particularly suitable for the high-precision inspection requirements of aircraft wheel hubs.

[0019] 2. The inner clamping component of the present invention achieves synchronous oil supply through the first annular oil groove and the outer clamping component through the second annular oil groove. With the help of the flow controller, the oil volume of each sliding cylinder is ensured to be uniform, which drives the inner support plate or clamping plate to move synchronously. This avoids micro-deformation caused by uneven local force on the wheel hub, further improving clamping stability and reliability of test data. At the same time, it can also be adapted to wheel hubs of different specifications, thereby improving the versatility of the testing equipment.

[0020] 3. The placement rack of the present invention has a first conveying mechanism and a second conveying mechanism with identical structures symmetrically arranged on both sides, which can realize parallel detection-loading / unloading. When the first conveying mechanism moves the wheel hub to be inspected to the inspection station, the second conveying mechanism can simultaneously complete the unloading of the already inspected wheel hub and the loading of the new wheel hub to be inspected, completely eliminating the downtime caused by loading and unloading, and significantly improving the inspection volume per unit time.

[0021] 4. This invention uses a first motor to drive a bevel gear transmission, which drives the rotating column and the placement frame to rotate, enabling rapid switching between the inspection station and the loading / unloading station. At the same time, a second motor drives a first rotating disk (or a second rotating disk) to rotate the hub. In conjunction with the first and second moving components, the probe moves axially, enabling full circumferential and axial inspection of the outer and inner walls of the hub without blind spots. This eliminates the need for manual adjustment of the hub position and reduces manual intervention time.

[0022] 5. The first rotating disk of the present invention is provided with a third lifting plate that can be raised and lowered. In the initial state, the hub is lifted up to create a gap between the hub and the rotating disk, which makes it convenient for operators to install or disassemble the lifting device and adjust the position of the hub. During the test, the plate is lowered synchronously to make the hub fit against the rotating disk, ensuring the stability of the test. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall structure in an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of the structure of the inner clamping component and the outer clamping component in the embodiments of this application;

[0025] Figure 3 yes Figure 2 Enlarged structural diagram of section A in the middle;

[0026] Figure 4 This is a schematic diagram of the structure of the first annular oil groove in the embodiment of this application;

[0027] Figure 5 This is a schematic diagram of the external three-dimensional structure of the first oil pipe in an embodiment of this application;

[0028] Figure 6 This is a schematic cross-sectional view of the first and third oil pipes in the embodiments of this application;

[0029] Figure 7 This is a schematic diagram of the internal structure of the first oil pipe and the third oil pipe in the embodiments of this application;

[0030] Figure 8 This is a schematic diagram of the structure of the first piston plate in an embodiment of this application;

[0031] Figure 9 This is a cross-sectional structural diagram of the third oil pipe in an embodiment of this application.

[0032] Reference numerals: 1. Workbench; 2. Base plate; 3. First moving assembly; 4. Second moving assembly; 5. First probe; 6. Second probe; 7. Rotating column; 8. Placement rack; 9. First conveying mechanism; 10. Second conveying mechanism; 11. First motor; 12. First bevel gear; 13. Second bevel gear; 14. First rotating disk; 15. Third lifting plate; 16. Second motor; 17. Placement groove; 18. First sliding cylinder; 19. First sliding rod; 20. Inner support plate; 21. First compression spring; 22. Second sliding cylinder; 23. Second sliding rod; 24. Clamping plate; 25. Second compression spring; 26. Third sliding groove; 27. Second rotating disk; 28. First annular oil groove; 29. ​​First annular cover; 30. First oil inlet pipe; 31. First connecting rod; 32. Second annular oil groove; 33. Second annular sealing cover 34. Second oil inlet pipe; 35. Third annular oil groove; 36. Third annular cover; 37. Third oil inlet pipe; 38. Third oil outlet pipe; 39. Third connecting rod; 40. First oil pipe; 41. First piston plate; 42. First piston rod; 43. First oil passage hole; 44. Third oil passage hole; 45. Second check valve; 46. First blocking ring; 47. Fifth compression spring; 48. First inclined plane; 49. Third piston rod; 50. Second inclined plane; 51. Second oil pipe; 52. Third oil pipe; 53. Oil storage chamber; 54. Switch part; 55. Fifth piston rod; 56. Fourth connecting rod; 57. Return oil pipe; 58. Fifth check valve; 59. Sixth compression spring; 60. Fifth connecting rod; 61. Second baffle; 62. Third compression spring; 63. Fourth compression spring; 64. Fourth piston rod; 65. Seventh compression spring. Detailed Implementation

[0033] The following is in conjunction with the appendix Figures 1-9 This application will be further described in detail below. The technical solutions in the embodiments of this application will be clearly described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0034] This application discloses an eddy current testing device for aircraft wheel hubs. For example... Figure 1As shown, the system includes a workbench 1 and a base plate 2; the workbench 1 is horizontally positioned, and the base plate 2 is fixed to the ground below the workbench 1 by anchor bolts; the first moving component 3 and the second moving component 4 can respectively drive the first probe 5 and the second probe 6 to move, thereby driving the probes to move along the wheel hub axis to achieve full-area coverage detection; the rotating column 7, the placement frame 8, the first conveying mechanism 9, the second conveying mechanism 10, and the first motor 11 are used to drive the corresponding wheel hub to rotate and alternately load and unload materials; the first drive mechanism and the second drive mechanism are used to control the tightness of the clamping on the inner or outer wall of the wheel hub, thereby reducing deformation caused by positioning during detection;

[0035] To achieve precise detection of different positions on the outer wall of the wheel hub, the first moving component 3 and the second moving component 4 are mounted on the upper surface of the fixed plate facing the worktable 1. The first moving component 3 can be a robotic arm as in the prior art, and the second moving component 4 can be a linear lifting module as in the prior art. During operation, the robotic arm drives the first probe 5 to move along the wheel hub axis to detect the outer wall of the wheel hub. After the outer wall of the wheel hub is detected, the linear lifting module drives the second probe 6 to move to detect the inner wall of the wheel hub. If radial adjustment is required, a linear slide table as in the prior art can be added to the first moving component 3 and the second moving component 4 to ensure that the distance between the probe and the outer wall of the wheel hub is stably controlled at the optimal coupling distance for eddy current detection.

[0036] In this invention, the lower end of the rotating column 7 is rotatably connected to the base plate 2 via a bearing. The outer ring of the bearing is fixed to the upper end face of the base plate 2 via a bearing seat, and the inner ring of the bearing is fixedly connected to the rotating column 7. The bottom center of the placement frame 8 is fixedly connected to the upper end face of the rotating column 7 via bolts or welding to ensure that the placement frame 8 and the rotating column 7 rotate coaxially. The first motor 11 is fixed to the upper end face of the base plate 2 via a motor bracket. The output shaft of the first motor 11 is coaxially fixedly provided with a first bevel gear 12, and the outer wall of the rotating column 7 is coaxially fixedly provided with a second bevel gear 13 that meshes with the first bevel gear 12.

[0037] During operation, the first motor 11 drives the first bevel gear 12 to rotate, which in turn drives the second bevel gear 13 and the rotating column 7 to rotate. This causes the placement frame 8 to rotate around the axis of the rotating column 7, thereby completing the switching of workstations, reducing the downtime of equipment caused by loading and unloading wheel hubs, and improving the efficiency of wheel hub inspection.

[0038] The first conveying mechanism 9 is located on one side of the placement frame 8 and is used to carry and position the wheel hub to be inspected. The core of the first conveying mechanism 9 includes a first rotating disk 14, an inner clamping assembly, an outer clamping assembly, a third lifting plate 15, and a second motor 16. The first rotating disk 14 is rotatably connected to the upper end face of the placement frame 8. The second motor 16 is fixedly mounted on the placement frame 8 through a motor base. The output shaft of the second motor 16 is coaxially fixedly connected to the center of the first rotating disk 14 through a coupling and drives the first rotating disk 14 to rotate, which is used to adjust the circumferential position of the wheel hub at the inspection station.

[0039] The inner clamping assembly is used to tighten the inner wall of the wheel hub when detecting the outer wall. The inner clamping assembly includes a plurality of placement slots 17 arranged radially and evenly along the upper end face of the first rotating disk 14. Each placement slot 17 is provided with a first sliding cylinder 18 on the side near the axis of the first rotating disk 14. The axis of the first sliding cylinder 18 extends radially along the first rotating disk 14. A first sliding rod 19 is slidably inserted into the first sliding cylinder 18. An arc-shaped inner support plate 20 is fixedly provided at one end of the rod extending out of the first sliding cylinder 18. The surface of the inner support plate 20 is covered with a wear-resistant rubber pad to avoid scratching the wheel hub. One end of a first compression spring 21 is fixedly provided on the bottom wall of the first sliding cylinder 18, and the other end is fixedly connected to the opposite side of the first sliding rod 19. In the initial state, the first compression spring 21 is in a compressed state, thereby driving the inner support plate 20 away from the inner wall of the wheel hub.

[0040] The external clamping assembly is used to clamp the outer wall of the wheel hub when detecting the inner wall, so as to avoid errors caused by slight deformation of the inner wall. The external clamping assembly includes a second sliding cylinder 22 disposed on the side of each placement slot 17 away from the axis. The second sliding cylinder 22 is coaxially disposed with the first sliding cylinder 18. The second sliding rod 23 is slidably inserted into the first sliding cylinder 18. The end of the rod extending out of the cylinder is fixedly provided with an arc-shaped clamping plate 24. The surface of the clamping plate 24 is covered with a rubber pad to avoid scratching the wheel hub. One end of the second compression spring 25 abuts against the bottom wall of the second sliding cylinder 22, and the other end abuts against the corresponding surface of the second sliding rod 23. In the initial state, the second compression spring 25 is in a compressed state, thereby driving the clamping plate 24 away from the outer wall of the wheel hub.

[0041] The upper surface of the first rotating disk 14 has a plurality of third sliding grooves 26 evenly arranged. Each third sliding groove 26 is vertically slidably connected to a third lifting plate 15. The upper surface of the third lifting plate 15 can abut against the lower surface of the hub. When the hub is not clamped by the inner clamping component and the outer clamping component at the same time, the hub can be lifted up. This creates a gap between the lower surface of the hub and the upper surface of the first rotating disk 14, which makes it easier for the operator to remove or install the lifting device from the hub, or to make other technical adjustments to the hub.

[0042] The second conveying mechanism 10 is installed on the other side of the placement frame 8. Its structure is exactly the same as that of the first conveying mechanism 9 (including the second rotating disk 27, the corresponding inner clamping component, the outer clamping component, the third lifting plate 15, and the third motor), and it is symmetrically distributed with the first conveying mechanism 9. When working, when the first conveying mechanism 9 moves the wheel hub to be inspected to the inspection station of the workbench 1, the second conveying mechanism 10 can simultaneously load or unload the wheel hub that has been inspected, so as to realize the parallel "inspection-loading / unloading", improve the inspection efficiency, and reduce the downtime caused by loading and unloading.

[0043] The first drive mechanism is used to control the tension of the inner clamping component and the outer clamping component of the first conveying mechanism 9 and the lifting of the third lifting plate 15; the first hydraulic cylinder and the second hydraulic cylinder are fixed on the placement frame 8 through the cylinder bracket, wherein the first hydraulic cylinder is used to supply oil to the inner clamping component and the second hydraulic cylinder is used to supply oil to the outer clamping component; the first oil pump and the second oil pump are respectively connected to the inlet and outlet of the first hydraulic cylinder and the second hydraulic cylinder through oil pipes, and the first oil pump and the second oil pump are controlled by the PLC controller to start, stop and reverse, so as to realize the supply or release of oil pressure;

[0044] The first annular oil groove 28 supplies oil to the internal clamping assembly. It is located on the lower end face of the first rotating disk 14 and communicates with all the first sliding cylinders 18. The lower end face of the first annular oil groove 28 is rotatably connected to a matching first annular cover 29. The cover is provided with a first oil inlet pipe 30, one end of which communicates with the inner cavity of the first annular oil groove 28. The lower end face of the first annular cover 29 is fixedly provided with a first connecting rod 31, and is fixedly connected to the placement frame 8 through the first connecting rod 31.

[0045] The second annular oil groove 32 supplies oil to the external clamping assembly. The second annular oil groove 32 is opened on the lower end face of the first rotating disk 14 and communicates with the inner cavity of all the second sliding cylinders 22. The lower end face of the second annular oil groove 32 is rotatably connected to the second annular sealing cover 33. The second annular sealing cover 33 is provided with a second oil inlet pipe 34 that communicates with the inner cavity of the second annular oil groove 32. The second annular sealing cover 33 is fixed to the placement frame 8 through the second connecting rod.

[0046] The third annular oil groove 35 is connected to all the third sliding grooves 26, supplying oil to all the third sliding grooves 26; the lower end face of the third annular oil groove 35 is rotatably connected to the third annular cover 36 to prevent oil leakage; the third annular cover 36 is provided with a third oil inlet pipe 37 and a third oil outlet pipe 38 that communicate with the inner cavity of the third annular oil groove 35; the lower end face of the third annular cover 36 is fixedly provided with a third connecting rod 39, and is fixed to the placement frame 8 through the third connecting rod 39.

[0047] In this invention, a first oil pipe 40 is used to control the oil supply of the internal clamping assembly and is fixedly installed on the upper end face of the placement frame 8; one end of the first oil pipe 40 is connected to the oil outlet of the first hydraulic cylinder through a first oil pump, and the other end is connected to the first oil inlet pipe 30; a first piston plate 41 is slidably connected inside the first oil pipe 40, and a first piston rod 42 is coaxially fixedly installed on the first piston plate 41; a plurality of first oil passage holes 43 and a single third oil passage hole 44 are evenly opened on the first piston plate 41, and a second one-way valve 45 is provided in the third oil passage hole 44 for unidirectional oil flow; the first A first blocking ring 46 is provided at one end of the oil pipe 40 near the first hydraulic cylinder; a first spring frame is provided on the side of the first oil pipe 40 away from the first blocking ring 46; a fifth compression spring 47 is sleeved on the outside of the first piston rod 42, with one end abutting against the first piston plate 41 and the other end abutting against the first spring frame; in the initial state, the fifth compression spring 47 pushes the first piston plate 41 to move towards the first blocking ring 46, so that the first piston plate 41 abuts against the first blocking ring 46, at which time the first oil passage hole 43 is blocked by the first blocking ring 46, and the oil cannot pass through the first oil passage hole 43;

[0048] The first piston rod 42 has a first inclined surface 48 at the end away from the first piston plate 41. The side wall of the first oil pipe 40 has a first sliding hole. A third piston rod 49 is slidably connected in the first sliding hole. The end of the third piston rod 49 near the first piston rod 42 has a second inclined surface 50 that matches the first inclined surface 48. The other end extends out of the first oil pipe 40.

[0049] In this invention, the second oil pipe 51 is used to control the oil supply of the external clamping assembly. Its structure is exactly the same as that of the first oil pipe 40, including a second piston plate, a second piston rod, a second blocking ring, a second oil passage hole, a fourth oil passage hole, a third one-way valve, a second spring frame, a seventh compression spring 65, a third inclined surface, a second sliding hole, a fourth piston rod 64, and a fourth inclined surface. Its working principle and structure will not be described in detail here.

[0050] In this invention, the third oil pipe 52 supplies oil to the third lifting plate 15 and is fixedly mounted on the upper surface of the placement frame 8. The third oil pipe 52 is open at both ends, and the side of the third oil pipe 52 near the closed end is an oil storage chamber 53, which stores hydraulic oil. The other end of the third oil pipe 52 is open to form a switch part 54, which is a cylindrical structure. The inner diameter of the switch part 54 is smaller than the inner diameter of the oil storage chamber 53. The third oil pipe 52 is connected to the third oil inlet pipe 37 through the switch part 54. A fifth piston rod 55 is slidably connected in the oil storage chamber 53, and a fourth connecting rod 56 is provided on the fifth piston rod 55. The oil storage chamber 53 is connected to a return oil pipe 57, which is connected to the third oil outlet pipe 38 through a fifth one-way valve 58 and a pipeline. A sixth compression spring 59 is provided between the end face of the fifth piston rod 55 and the switch part 54.

[0051] A fifth connecting rod 60 is fixedly installed on the first piston rod 42. A fifth through groove is opened along the axial direction on the periphery of the first oil pipe 40. The fifth connecting rod 60 extends through the fifth through groove, and a second baffle 61 is fixedly installed at the extended end. The fifth connecting rod 60 is fixedly connected to the fourth connecting rod 56 to realize the synchronous movement of the first piston rod 42 and the fifth piston rod 55.

[0052] The outer wall of the switch part 54 of the third oil pipe 52 has a third sliding hole and a fourth sliding hole through the third oil pipe 52. The third sliding hole and the fourth sliding hole are coaxial with the first sliding hole and the second sliding hole, respectively. The end of the third piston rod 49 away from the first oil pipe 40 is slidably inserted into the third sliding hole, and the end of the fourth piston rod 64 away from the second oil pipe 51 is slidably inserted into the fourth sliding hole. One end of the third compression spring 62 is fixedly connected to the bottom wall of the third sliding hole, and the other end is fixedly connected to the corresponding end face of the third piston rod 49. One end of the fourth compression spring 63 is fixedly connected to the bottom wall of the fourth sliding hole, and the other end is fixedly connected to the corresponding face of the fourth piston rod 64. In the initial state, the fourth compression spring 63 drives the fourth piston rod 64 to slide towards the second oil pipe 51, and the third compression spring 62 drives the third piston rod 49 to slide towards the first oil pipe 40, so that the switch part 54 is in the open state.

[0053] During operation, the outer wall of the wheel hub is first inspected. The operator controls the first oil pump via PLC to pump hydraulic oil from the first hydraulic cylinder into the first oil pipe 40. The hydraulic oil pushes the first piston plate 41 to move and compresses the fifth compression spring 47. At this time, the first piston plate 41 no longer abuts against the first blocking ring 46, and the hydraulic oil enters the first oil pipe 40 through the first oil passage 43. The second one-way valve 45 is closed, and then it enters the first annular oil groove 28. In order to ensure that the amount of oil entering each first sliding cylinder 18 in the first annular oil groove 28 is consistent, the first annular oil groove 28 and each first sliding cylinder 18 can be connected through a flow controller in the prior art. Then, the hydraulic oil drives multiple first sliding rods 19 to move outward synchronously along the radial direction of the first rotating disk 14 to form a clamping effect on the inner wall of the wheel hub. The oil delivery volume of the first oil pump can be determined according to the size of the wheel hub and pre-entered into the PLC.

[0054] When the hydraulic oil pushes the first piston plate 41 to move towards the hub, the first piston rod 42 drives the third piston rod 49 to move towards the third oil pipe 52 through the first inclined surface 48 and the second inclined surface 50. The third piston rod 49 blocks the switch part 54 and compresses the third compression spring 62.

[0055] Meanwhile, the first piston plate 41 drives the fifth piston rod 55 to move through the fourth connecting rod 56 and the fifth connecting rod 60, which generates negative pressure in the oil storage chamber 53. The hydraulic oil in the third annular oil groove 35 is drawn back into the oil storage chamber 53 through the return oil pipe 57, the one-way valve and the third oil outlet pipe 38. Multiple third lifting plates 15 slide down synchronously, so that the lower end face of the hub abuts against the upper end face of the first rotating disk 14, thereby improving the stability during detection.

[0056] After the inner wall inspection is completed, the first oil pump draws the oil in the first annular oil groove 28 back, the first piston plate 41 moves back, the first inclined surface 48 no longer abuts against the second inclined surface 50, the third compression spring 62 drives the third piston rod 49 to move towards the first oil pipe 40 and move out of the switch part 54, so that the inner cavity space of the switch part 54 becomes relatively larger.

[0057] Simultaneously, the first piston plate 41, which moves back, drives the fifth piston rod 55 to move back through the fourth connecting rod 56 and the fifth connecting rod 60, and puts the oil storage chamber 53 under positive pressure.

[0058] While the first oil pump is pumping oil back, the operator controls the second oil pump via PLC to pump oil into the second oil pipe 51. The hydraulic oil pushes the second piston plate to move and compresses the seventh compression spring 65. At this time, the second piston plate no longer abuts against the second blocking ring, and the hydraulic oil enters the second oil pipe 51 through the second oil passage. The third one-way valve closes, and then enters the second annular oil groove 32. In order to ensure that the amount of oil entering each second sliding cylinder 22 in the second annular oil groove 32 is consistent, the second annular oil groove 32 and each second sliding cylinder 22 can be connected through a flow controller in the prior art. Then, the hydraulic oil drives multiple second sliding rods 23 to move inward synchronously along the radial direction of the first rotating disk 14 to form a clamping effect on the outer wall of the hub. The oil delivery volume of the second oil pump can be determined according to the size of the hub and pre-entered into the PLC.

[0059] After the inner wall inspection is completed, the second oil pump draws the oil in the second annular oil groove 32 back, the second piston plate moves back, the third inclined surface no longer abuts against the fourth inclined surface, the fourth compression spring 63 drives the fourth piston rod 64 to move towards the second oil pipe 51 and move out of the switch part 54.

[0060] At this time, the third piston rod 49 and the fourth piston rod 64 have both moved out of the switch part 54, and the switch part 54 is in an open state. The sixth compression spring 59 drives the fifth piston rod 55 to reset, injecting the hydraulic oil in the oil storage chamber 53 into the third annular oil groove 35, causing all the third lifting plates 15 to rise, thereby creating a gap between the bottom of the hub and the first rotating disk 14, which facilitates the operator to install lifting equipment or perform other technical operations.

[0061] In this invention, the second motor 16 in the first conveying mechanism 9 drives the first rotating disk 14 to rotate, which in turn drives the wheel hub placed on the first rotating disk 14 to rotate synchronously. In conjunction with the first moving component 3 or the second moving component 4, the probe is driven to move along the axial direction, so as to realize the full circumferential detection of the wheel hub without blind spots.

[0062] The working principle and workflow of this invention are as follows:

[0063] Initial state preparation: All components of the equipment are in the preset initial position to prepare for the start of the testing process; the first sliding rod 19, the inner support plate 20, the second sliding rod 23, and the clamping plate 24 are all away from the hub because the first compression spring 21 and the second compression spring 25 are in a compressed state.

[0064] The third lifting plate 15 is in a rising state under the action of hydraulic oil in the third annular oil groove 35. Its upper end face abuts against the lower end face of the hub, creating a gap between the hub and the first rotating plate 14 or the second rotating plate 27, which facilitates the operator to place the hub to be inspected, disassemble the lifting device, or perform other technical operations.

[0065] The first moving component 3 and the second moving component 4 drive the first probe 5 and the second probe 6 to the detection start position, and the linear slide (if radial adjustment is required) is in the initial stroke;

[0066] The first conveying mechanism 9 (for the wheel hub end to be tested) and the second conveying mechanism 10 (for the wheel hub end that has already been tested) are symmetrically distributed on both sides of the placement frame 8;

[0067] Material loading and station switching: The first motor 11 drives the rotating column 7 to rotate, so that the wheel hub to be inspected can enter the inspection station and the wheel hub that has been inspected can be moved out, reducing the downtime of the equipment;

[0068] The operator places the wheel hub to be inspected on the third lifting plate 15 of the first conveying mechanism 9. Because the lifting plate is raised, the gap is convenient for placement.

[0069] The first motor 11 is fixed to the base plate 2 by the motor bracket. Its output shaft drives the first bevel gear 12 to rotate. Through the meshing of the second bevel gear 13 with the outer wall of the rotating column 7, it drives the rotating column 7 to drive the placement rack 8 to rotate coaxially.

[0070] When the placement frame 8 rotates, it transfers the wheel hub to be inspected on the first conveying mechanism 9 to the inspection station, and at the same time transfers the wheel hub that has been inspected on the second conveying mechanism 10 to the unloading station, thus realizing the synchronous switching of the stations.

[0071] Outer wall inspection stage: For the inspection of the outer wall of the wheel hub, the inner wall needs to be tightened by the inner clamping component (to reduce inspection deformation), and then the first probe 5 completes the full area inspection;

[0072] The PLC controller starts the first oil pump of the first drive mechanism to supply oil to the first hydraulic cylinder. The oil is delivered to the first annular oil tank 28 through the first oil pipe 40. The oil volume of each first sliding cylinder 18 is kept consistent by the flow controller and enters the first sliding cylinder 18, pushing the first sliding rod 19 to move radially outward along the first rotating disk 14, causing the inner support plate 20 to be tightly attached to the inner wall of the wheel hub, thereby achieving stable support of the wheel hub.

[0073] Then the second motor 16 drives the corresponding first rotating disk 14 to rotate, so that the first rotating disk 14 drives the hub to rotate;

[0074] The first piston plate 41 inside the first oil pipe 40 compresses the fifth compression spring 47 under the push of the oil. The first piston rod 42 driven by the first inclined surface 48 and the second inclined surface 50 drives the third piston rod 49 to move towards the third oil pipe 52, blocking the switch part 54 of the third oil pipe 52 and preventing the third lifting plate 15 from malfunctioning. At the same time, the first piston plate 41 drives the fifth piston rod 55 to move through the fourth connecting rod 56 and the fifth connecting rod 60, so that the oil storage chamber 53 of the third oil pipe 52 generates negative pressure. The oil in the third annular oil groove 35 is drawn back through the return oil pipe 57 and the one-way valve. The third lifting plate 15 descends synchronously, so that the lower end face of the hub abuts against the upper end face of the first rotating disk 14, further improving the detection stability.

[0075] The PLC controls the first moving component 3 (robotic arm) to drive the first probe 5 to move along the wheel hub axis to detect the outer wall of the wheel hub; if radial adjustment is required, the linear slide on the first moving component 3 is used for fine adjustment to ensure that the distance between the probe and the outer wall of the wheel hub is stable at the optimal coupling distance for eddy current detection, so as to achieve full-area coverage detection of the outer wall.

[0076] Inner wall inspection stage: After the outer wall inspection is completed, the outer clamping component is switched to clamp the outer wall, and then the second probe 6 completes the inner wall inspection;

[0077] The PLC controls the first oil pump to reverse the oil flow, causing the oil in the first annular oil tank 28 to flow back. The first piston plate 41 is reset under the action of the fifth compression spring 47, the first inclined surface 48 is disengaged from the second inclined surface 50, and the third piston rod 49 is disengaged from the switch part 54 of the third oil pipe 52 under the action of the third compression spring 62, making the switch part 54 initially unobstructed. At the same time, the first piston plate 41 drives the fifth piston rod 55 to reset, and the oil storage chamber 53 of the third oil pipe 52 turns to positive pressure.

[0078] The second oil pump of the second drive mechanism is started synchronously. Its control logic is consistent with that of the first oil pump. It supplies oil to the second hydraulic cylinder and the oil is transported to the second annular oil tank 32 through the second oil pipe 51.

[0079] The oil enters the second sliding cylinder 22 through the flow controller, pushing the second sliding rod 23 to move radially inward along the first rotating disk 14, causing the clamping plate 24 to press tightly against the outer wall of the wheel hub, thus achieving stable clamping of the wheel hub and preventing wheel hub deformation during inner wall detection; at the same time, the second piston rod drives the fourth piston rod 64 to move towards the third oil pipe 52 through the third inclined surface and the fourth inclined surface, temporarily keeping the switch part 54 closed, and the third lifting plate 15 maintaining the descending state;

[0080] The PLC controls the second moving component 4 to move the second probe 6 to inspect the inner wall of the wheel hub. If radial adjustment is required, the linear slide on the second moving component 4 is used for fine adjustment to ensure that the distance between the probe and the inner wall of the wheel hub meets the optimal coupling requirements, so as to achieve full coverage inspection of the inner wall.

[0081] Material unloading and new cycle: After the inner wall inspection is completed, the clamp is released and the third lifting plate 15 is raised. Simultaneously, the unloading of the inspected wheel hubs and the loading of new wheel hubs to be inspected are completed, and the next cycle is started.

[0082] The PLC controls the second oil pump to reverse the oil flow, the oil in the second annular oil tank 32 flows back, the second piston plate is reset under the action of the seventh compression spring 65, the third inclined surface is separated from the fourth inclined surface, and the fourth piston rod 64 leaves the third oil pipe 52 switch part 54 under the action of the fourth compression spring 63.

[0083] At this time, the third oil pipe 52 switch part 54 is completely unobstructed, the sixth compression spring 59 drives the fifth piston rod 55 to reset, injects the hydraulic oil in the oil storage chamber 53 into the third annular oil groove 35, pushes all the third lifting plates 15 to rise synchronously, so that the gap between the wheel hub and the first rotating plate 14 is recreated, making it easier for the operator to remove the lifting device or adjust the wheel hub.

[0084] At the unloading station of the second conveyor mechanism 10, the operator removes the inspected wheel hub through the gap (completing the unloading); at the same time, a new wheel hub to be inspected is placed at the loading station of the first conveyor mechanism 9 (completing a new round of loading).

[0085] The first motor 11 drives the rotating column 7 again to rotate the placement rack 8, transferring the new wheel hub to be inspected to the inspection station and the next inspected wheel hub to the unloading station, continuously improving inspection efficiency.

[0086] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An eddy current testing device for aircraft wheel hubs, comprising a worktable (1) and a base plate (2), characterized in that: The workbench (1) is provided with a first moving component (3) and a second moving component (4); the first moving component (3) is provided with a first probe (5) for detecting the outer wall of the wheel hub, and the second moving component (4) is provided with a second probe (6) for detecting the inner wall of the wheel hub. A rotating column (7) is rotatably mounted on the base plate (2), and a placement frame (8) is fixedly mounted on the upper end face of the rotating column (7). A first conveying mechanism (9) and a first driving mechanism are mounted on the placement frame (8). The first conveying mechanism (9) includes a first rotating disk (14) rotatably connected to the placement frame (8). The first rotating disk (14) is provided with an inner clamping assembly and an outer clamping assembly driven by a first driving mechanism. The inner clamping assembly includes a plurality of placement slots (17) arranged radially on the upper end face of the first rotating disk (14). Each placement slot (17) is provided with a first sliding cylinder (18) on the side near the axis of the first rotating disk (14). Each first sliding cylinder (18) is slidably connected with a first sliding rod (19). Each of the placement slots (17) is provided with a second sliding cylinder (22) on the side away from the axis of the first rotating disk (14), and a second sliding rod (23) is slidably connected inside each second sliding cylinder (22); the first driving mechanism can drive multiple first sliding cylinders (18) to move synchronously inward or outward along the radial direction of the first rotating disk (14), or drive multiple second sliding cylinders (22) to move synchronously inward or outward along the radial direction of the first rotating disk (14); Each of the first sliding rods (19) is provided with an inner support plate (20) on the side away from the first sliding cylinder (18) that can abut against the inner wall of the hub; a first compression spring (21) is provided between each of the first sliding rods (19) and the bottom wall of the first sliding cylinder (18); each of the second sliding rods (23) is provided with a clamping plate (24) on the side away from the second sliding cylinder (22) that can abut against the outer wall of the hub; a second compression spring is provided between the bottom walls of each of the second sliding rods (23) and the second sliding cylinder (22). 25) The first driving mechanism includes a first hydraulic cylinder and a second hydraulic cylinder disposed on the placement frame (8), as well as a first control component and a second control component; the first rotating disk (14) is provided with a first annular oil groove (28) communicating with a plurality of first sliding cylinders (18), and a second annular oil groove (32) communicating with a plurality of second sliding cylinders (22); the lower end face of the first annular oil groove (28) is rotatably connected to a first annular cover (29), and the lower end face of the second annular oil groove (32) is rotatably connected to a second annular cover; The first control component includes a first oil pipe (40) fixedly mounted on the placement frame (8), one end of the first oil pipe (40) being connected to the first hydraulic cylinder via a first oil pump, and the other end being connected to the first oil inlet pipe (30); the second control component includes a second oil pipe (51) fixedly mounted on the placement frame (8), one end of the second oil pipe (51) being connected to the second hydraulic cylinder via a second oil pump, and the other end being connected to the second oil inlet pipe (34); A first piston plate (41) is slidably connected inside the first oil pipe (40), and a first piston rod (42) is provided on the first piston plate (41). A first blocking ring (46) is provided at one end of the first oil pipe (40) near the first hydraulic cylinder. The inner diameter of the first blocking ring (46) is smaller than the outer diameter of the first piston plate (41). A third oil passage hole (44) is opened on the end face of the first piston plate (41), and multiple first oil passage holes (43) are arrayed thereon. A second one-way valve (45) is provided on the third oil passage hole (44). A first spring frame is provided inside the first oil pipe (40), and a fifth compression spring (47) is sleeved on the outer wall of the first piston rod (42). One end of the fifth compression spring (47) is fixedly connected to the first piston plate (41), and the other end of the fifth compression spring (47) is fixedly connected to the first spring frame. In the initial state, the fifth compression spring (47) drives the first piston plate (41) to abut against the first blocking ring (46). The first piston rod (42) is provided with a first inclined surface (48); the side wall of the first oil pipe (40) is provided with a first sliding hole, and a third piston rod (49) is slidably connected in the first sliding hole. The third piston rod (49) is provided with a second inclined surface (50) that is adapted to the first inclined surface (48); the second oil pipe (51) is used to control the oil supply of the external clamping assembly. Its structure is the same as that of the first oil pipe (40), including a second piston plate, a second piston rod, a second blocking ring, a second oil passage hole, a fourth oil passage hole, a third one-way valve, a second spring frame, a seventh compression spring (65), a third inclined surface, a second sliding hole, a fourth piston rod (64), and a fourth inclined surface.

2. The eddy current testing device for aircraft wheel hubs according to claim 1, characterized in that: The first annular cover (29) is provided with a first oil inlet pipe (30) communicating with the inner cavity of the first annular oil groove (28), and the second annular cover is provided with a second oil inlet pipe (34) communicating with the inner cavity of the second annular oil groove (32); the lower end face of the first annular oil groove (28) is fixedly provided with a first connecting rod (31), and is fixedly connected to the placement frame (8) through the first connecting rod (31); the lower end face of the second annular oil groove (32) is fixedly provided with a second connecting rod, and is fixedly connected to the placement frame (8) through the second connecting rod.

3. The eddy current testing device for aircraft wheel hubs according to claim 1, characterized in that: The upper end face of the first rotating disk (14) is provided with a plurality of third sliding grooves (26), and each third sliding groove (26) is vertically slidably connected with a matching third lifting plate (15); the lower end face of the first rotating disk (14) is provided with a third annular oil groove (35) communicating with the plurality of third sliding grooves (26); the lower end face of the third annular oil groove (35) is rotatably connected with a third annular cover (36); the third annular cover (36) is provided with a third oil inlet pipe (37) and a third oil outlet pipe (38) communicating with the inner cavity of the third annular oil groove (35); the lower end face of the third annular oil groove (35) is fixedly provided with a third connecting rod (39), and is fixedly connected to the placement frame (8) through the third connecting rod (39).

4. The eddy current testing device for aircraft wheel hubs according to claim 1, characterized in that: The placement rack (8) is fixedly provided with a third oil pipe (52) with openings at both ends. The side of the third oil pipe (52) near the closed end is an oil storage chamber (53). The open end of the third oil pipe (52) near the workbench (1) is connected to the third oil inlet pipe (37). The end of the third oil pipe (52) near the workbench (1) is a switch part (54). The inner diameter of the switch part (54) is smaller than the inner diameter of the oil storage chamber (53). A fifth piston rod (55) is slidably connected in the oil storage chamber (53) of the third oil pipe (52). A fourth connecting rod (56) is provided on the fifth piston rod (55). The oil storage chamber (53) is connected to a return oil pipe (57). The return oil pipe (57) is connected to the third oil outlet pipe (38) through a fifth one-way valve (58) and a pipeline. A sixth compression spring (59) is provided between the end face of the fifth piston rod (55) and the switch part (54).

5. The eddy current testing device for aircraft wheel hubs according to claim 4, characterized in that: The first piston rod (42) is provided with a fifth connecting rod (60), the peripheral wall of the first oil pipe (40) is provided with a fifth through groove, the fifth connecting rod (60) extends to the outside of the first oil pipe (40) through the fifth through groove, and the fifth connecting rod (60) is provided with a second baffle (61) that can close the fifth through groove; the fifth connecting rod (60) is fixedly connected to the fourth connecting rod (56).

6. The eddy current testing device for aircraft wheel hubs according to claim 5, characterized in that: The outer wall of the switch part (54) is provided with a third sliding hole and a fourth sliding hole that communicate with the inner cavity of the switch part (54); the third sliding hole and the fourth sliding hole are coaxial with the first sliding hole and the second sliding hole respectively; one end of the third piston rod (49) and the fourth piston rod (64) are located in the third sliding hole and the fourth sliding hole respectively; a third compression spring (62) is provided between the third piston rod (49) and the bottom wall of the third sliding hole, and a fourth compression spring (63) is provided between the fourth piston rod (64) and the bottom wall of the fourth sliding hole.

7. The eddy current testing device for aircraft wheel hubs according to claim 1, characterized in that: The first conveying mechanism (9) also includes a second motor (16) fixedly mounted on the placement frame (8), the output shaft of the second motor (16) being coaxially fixedly connected to the first rotating disk (14); the other end of the placement frame (8) is also provided with a second conveying mechanism (10) having the same structure as the first conveying mechanism (9), and a second driving mechanism having the same structure as the first driving mechanism, the first conveying mechanism (9) and the second conveying mechanism (10) alternately moving the wheel hub to be inspected to the inspection station on the workbench (1); the base plate (2) is fixedly mounted with a first motor (11), the output shaft of the first motor (11) is coaxially fixedly mounted with a first bevel gear (12), and the outer wall of the rotating column (7) is coaxially fixedly mounted with a second bevel gear (13) meshing with the first bevel gear (12).

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