Lift diverting device and its application for a screw detection device for aircraft maintenance

Abstract

The application discloses a lifting steering device and a screwing detection device for aircraft maintenance applied by the lifting steering device, and belongs to the technical field of aircraft maintenance. The lifting steering device comprises a base, a threaded cavity is arranged on the base, a threaded block is arranged in the threaded cavity, the threaded block is installed at the lower end of a lifting rod, and the threaded block is engaged with the inner wall of the threaded cavity through threads. The upper end of the lifting rod is provided with a first driving wheel, a second driving wheel is arranged above the first driving wheel, and a gap is kept between the second driving wheel and the first driving wheel. The screwing detection device comprises a main shaft, a conversion box is installed on the main shaft, a second driving reduction motor is installed on the conversion box, the second driving reduction motor is connected with a first bevel gear in a power manner, and a second bevel gear is installed on one side of the first bevel gear. By controlling the forward and reverse rotation of each motor, the lifting, screwing and clamping operations of the working end in the equipment can be realized, so that the working end of the device reaches the construction area which is difficult to reach to perform detection and operation.

Description

Technical Field

[0001] This invention relates to a lifting and turning device, and more specifically, to a lifting and steering device and its application in a turning detection device for aircraft maintenance. Background Technology

[0002] Aircraft maintenance is the most fundamental guarantee for aviation safety and production operations. Aircraft maintenance work requires the use of various tools and devices depending on the different work scenarios, maintenance objectives, and operational requirements. Using tools and devices that are suitable for the work scenario and highly operable will make maintenance work more efficient, reduce human error, and achieve twice the result with half the effort. Aircraft maintenance work often requires probing or performing operations on targets that are difficult to access. For example, this includes working or probing deep locations such as inside fuel tanks, cargo holds, electronics bays, or under the floor; tightening and unplugging hard-to-reach covers and plugs; and probing difficult-to-access locations. Maintenance personnel often need to disassemble some structural components such as panels and floors to reach these targets, which is difficult, inefficient, and results in material waste and is prone to human error. Similarly, when maintenance personnel on the ground tighten or inspect external aircraft covers, due to their high position, they usually need to use matching maintenance ladders or other lifting equipment to reach them, which requires specific types of large maintenance equipment and results in low efficiency in transporting maintenance ladders. Therefore, a controllable telescopic and rotary device can effectively avoid the above problems and provide more convenient and efficient auxiliary support for scientific maintenance. It is therefore necessary to conduct research and improvement on it. Summary of the Invention

[0003] One of the objectives of this invention is to address the aforementioned shortcomings by providing a lifting and steering device and its application in a rotary detection device for aircraft maintenance. This aims to solve the technical problems in the prior art where, when conducting detection or construction work on locations that are difficult to access on an aircraft, maintenance ladders are required, resulting in insufficient construction convenience and reduced efficiency.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0005] This invention provides a lifting and steering device, including a base with a threaded cavity. A threaded block is located inside the threaded cavity and is mounted on the lower end of a lifting rod, engaging with the inner wall of the threaded cavity via threads. A first drive wheel is mounted on the upper end of the lifting rod, and a second drive wheel is located above the first drive wheel, maintaining a gap between them. A drive slider is located on the side of both the second and first drive wheels, and is poweredly connected to the output shaft of a first drive reduction motor. The drive slider is also poweredly connected to the output end of a drive cylinder via a first connecting rod. The first drive reduction motor and the drive cylinder are respectively fixed on their respective support frames. The first drive reduction motor is used to drive the first drive wheel and / or the second drive wheel via the drive slider. The drive cylinder rotates, and is used to drive the drive slider to mesh with the first drive wheel and / or the second drive wheel via a first connecting rod; the second drive wheel is mounted on the end of the drive shaft; a steering slider is mounted on the drive shaft, and the steering slider is movably mounted on a guide rod and threadedly engaged with the drive shaft; the drive shaft is used to rotate and drive the steering slider to move up and down along the guide rod; a transverse second connecting rod is mounted on the steering slider, and a fixed block is mounted at the end of the second connecting rod; the fixed block is movably connected to the rotating block and the main shaft respectively via a first rotating shaft; a second rotating shaft is mounted at the lower end of the rotating block, and the second rotating shaft is movably mounted in an arc-shaped groove on the steering fixed seat; the steering slider is used to switch the rotation block and the main shaft longitudinally and laterally when moving up and down along the guide rod through the mutual linkage of the first rotating shaft and the second rotating shaft.

[0006] As a preferred further technical solution, the drive slider is also equipped with a transverse connecting rod, and a limiting rod is installed at the end of the connecting rod. The limiting rod has two limiting ends, which correspond to the first drive wheel and the second drive wheel respectively. The limiting rod is used to limit the second drive wheel when the drive slider is engaged with the first drive wheel, and to limit the first drive wheel when the drive slider is engaged with the second drive wheel.

[0007] A further technical solution is that the limiting rod is also used to maintain a gap between the two limiting ends and the first driving wheel and the second driving wheel respectively when the driving slider is simultaneously engaged with the first driving wheel and the second driving wheel.

[0008] A further technical solution is that the first drive wheel and the second drive wheel are provided with limiting grooves that correspond to and fit with the limiting end of the limiting rod.

[0009] A further technical solution is as follows: the first drive wheel, the second drive wheel, the first drive reduction motor, the drive cylinder, and the drive slider are all installed in the drive housing, and a fixing rod is installed on the drive housing; the base has a fixing cavity, the fixing rod is inserted into the fixing cavity, and the fixing rod is in contact with the inner wall of the fixing cavity.

[0010] Another aspect of the present invention provides a screw-in detection device for aircraft maintenance, comprising a main shaft, a conversion box mounted on the main shaft, a second drive reduction motor mounted on the conversion box, the second drive reduction motor being poweredly connected to a first bevel gear, a second bevel gear mounted on one side of the first bevel gear, and a third bevel gear positioned above the second bevel gear; the second and third bevel gears are respectively mounted on the conversion box via their respective bearings; the first bevel gear meshes with both the second and third bevel gears; the first bevel gear is used to simultaneously drive the second and third bevel gears to rotate; the second and third bevel gears pass through a conversion shaft, which is movably mounted in the conversion box, the upper end of the conversion shaft corresponding to a threaded rod, and both ends of the conversion shaft and the threaded rod having a connecting part; the threaded rod is mounted on the conversion box via a bearing; the lower end of the conversion shaft is poweredly connected to an inner shaft via the connecting part, the inner shaft being placed inside the main shaft and extending from bottom to top. The inner shaft passes through the conversion shaft and the threaded rod in sequence along the axial direction, and a rotating disc is fixedly installed at the upper end of the inner shaft. Multiple clamping arms are movably installed on the upper part of the conversion box. The inner side of the end of each clamping arm has arc-shaped teeth, which mesh with the threaded rod to drive the clamping arms to open and close when the threaded rod rotates. The rotating disc is located in the middle of the multiple clamping arms. A conversion sleeve is fitted outside the conversion shaft, and the conversion sleeve is fixedly connected to the conversion shaft. The conversion sleeve has mutually engaging jaws with the second and third bevel gears. The conversion sleeve is used to move up and down synchronously with the conversion shaft. When the conversion sleeve is poweredly connected to the second bevel gear through the jaws, the conversion shaft is poweredly connected to the inner shaft through a connecting part. At this time, the second bevel gear drives the inner shaft to rotate through the conversion shaft, which in turn drives the rotating disc to rotate. When the conversion sleeve is poweredly connected to the third bevel gear through the jaws, the conversion shaft is poweredly connected to the threaded rod through the connecting part. At this time, the third bevel gear drives the threaded rod to rotate through the conversion shaft.

[0011] A further technical solution is that a conversion rod is fixed on the conversion sleeve, and the conversion rod is used to drive the conversion sleeve to move up and down.

[0012] A further technical solution is as follows: the first bevel gear is mounted on a transverse bearing rod, the transverse bearing rod is provided with an input gear, the output shaft of the second drive reduction motor is fixed with an output gear, the output gear meshes with the input gear, and the second drive reduction motor is used to drive the first bevel gear to rotate forward and backward through the output gear, the input gear, and the transverse bearing rod.

[0013] A further technical solution is that the lower end of the conversion shaft is connected to the inner shaft via an inner edge insertion connecting part and an outer edge insertion connecting part, thereby enabling the conversion shaft to be poweredly connected to the inner shaft.

[0014] A further technical solution is that there are three clamping arms, and the angle between each clamping arm and the center is 120 degrees.

[0015] Compared with the prior art, one of the beneficial effects of the present invention is that by controlling the forward and reverse rotation of each motor, the lifting, twisting and gripping operations of the working end can be realized in the equipment, so that the working end of the device can directly reach the hard-to-reach construction area for detection and operation, thereby replacing some manual operations, improving the convenience of operation and the safety of construction, and thus improving the efficiency of aircraft maintenance and other operations. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating a structural aspect of an embodiment of the present invention.

[0017] Figure 2 This is a schematic diagram illustrating another embodiment of the present invention.

[0018] Figure 3 This is a schematic diagram of the overall assembly structure of the present invention.

[0019] In the diagram, 101 is the base, 102 is the threaded cavity, 103 is the threaded block, 104 is the lifting rod, 105 is the first drive wheel, 106 is the second drive wheel, 107 is the drive slider, 108 is the first drive reduction motor, 109 is the first connecting rod, 110 is the drive cylinder, 111 is the drive shaft, 112 is the steering slider, 113 is the guide rod, 114 is the second connecting rod, 115 is the fixing block, 116 is the first rotating shaft, 117 is the rotating block, 118 is the second rotating shaft, 119 is the steering fixing seat, 120 is the arc-shaped slide, 121 is the connecting rod, 122 is the limiting rod, 123 is the limiting end, and 1 24 is the limiting groove, 125 is the drive housing, 126 is the fixing rod, 127 is the fixing cavity, 201 is the conversion box, 202 is the second drive reduction motor, 203 is the first bevel gear, 204 is the second bevel gear, 205 is the third bevel gear, 206 is the conversion shaft, 207 is the threaded rod, 208 is the inner shaft, 209 is the turning disc, 210 is the clamping arm, 211 is the arc-shaped tooth, 212 is the conversion sleeve, 213 is the chuck, 214 is the conversion rod, 215 is the transverse bearing rod, 216 is the input gear, 217 is the output gear, 218 is the main shaft, 301 is the moving trolley, and 302 is the fixed end. Detailed Implementation

[0020] The invention will now be further described with reference to the accompanying drawings.

[0021] refer to Figure 1As shown, one embodiment of the present invention is a lifting and steering device, including a base 101, on which a threaded cavity 102 is provided. A threaded block 103 is provided inside the threaded cavity 102. The threaded block 103 is installed at the lower end of a lifting rod 104, and the threaded block 103 engages with the inner wall of the threaded cavity 102 via threads. A first drive wheel 105 is installed at the upper end of the lifting rod 104, and a second drive wheel 106 is designed above the first drive wheel 105, maintaining a gap between the second drive wheel 106 and the first drive wheel 105. More importantly, for ease of transmission, a drive slider 107 is installed on the side of the second drive wheel 106 and the first drive wheel 105. The drive slider 107 is poweredly connected to the output shaft of a first drive reduction motor 108, and the drive slider 107 is also poweredly connected to the output end of a drive cylinder 110 via a first connecting rod 109. The first drive reduction motor 108 and the drive cylinder 110 are connected to each other. Each cylinder 110 is fixed to its respective support frame. Based on the aforementioned structure, the first drive reduction motor 108 can drive the slider 107 to rotate the first drive wheel 105 and / or the second drive wheel 106. The drive cylinder 110 can drive the drive slider 107 to mesh with the first drive wheel 105 and / or the second drive wheel 106 via the first connecting rod 109. As described above, there are three driving modes between the drive slider 107 and the first drive wheel 105 and the second drive wheel 106: the first is that the drive slider 107 drives the first drive wheel 105 to rotate while the second drive wheel 106 remains stationary; the second is that the drive slider 107 drives the second drive wheel 106 to rotate while the first drive wheel 105 remains stationary; and the third is that the drive slider 107 simultaneously drives both the first drive wheel 105 and the second drive wheel 106 to rotate. Under the action of the drive cylinder 110, the drive slider 107 can drive the corresponding drive wheel to rotate according to different needs.

[0022] As Figure 1As shown, the aforementioned second drive wheel 106 is mounted on the end of the drive shaft 111; a steering slider 112 is mounted on the drive shaft 111. When the drive slider 107 drives the second drive wheel 106 to rotate, it can drive the drive shaft 111 to rotate, thereby causing the steering slider 112 to move up and down on the drive shaft 111 through the thread; at the same time, in order to maintain stability, the aforementioned steering slider 112 can also be movably mounted on the guide rod 113 and threadedly engaged with the drive shaft 111, so that the rotation of the drive shaft 111 drives the steering slider 112 to move up and down along the guide rod 113. More importantly, a second transverse connecting rod 114 is also installed on the steering slider 112. A fixing block 115 is installed at the end of the second connecting rod 114. The fixing block 115 is then movably connected to the rotating block 117 and the main shaft 218 via the first rotating shaft 116. The second rotating shaft 118 is installed at the lower end of the rotating block 117. The second rotating shaft 118 is then movably installed in the arc-shaped slide groove 120 on the steering fixed seat 119. With the aforementioned structure, when the steering slider 112 moves up and down on the drive shaft 111, the main shaft 218 can be driven to rotate approximately 90 degrees on the fixing block 115 through the aforementioned combined rotation structure. That is, when the steering slider 112 moves up and down along the guide rod 113, the first rotating shaft 116 and the second rotating shaft 118 are interconnected, causing the rotating block 117 and the main shaft 218 to switch between longitudinal and transverse directions.

[0023] Still referencing Figure 1 As shown, in this embodiment, to prevent the drive slider 107 from rotating the first drive wheel 105 or the second drive wheel 106 without interlocking with the other drive wheel, preferably, a transverse connecting rod 121 can be installed on the drive slider 107. A limiting rod 122 is installed at the end of the connecting rod 121, and the limiting rod 122 has two limiting ends 123, which correspond to the first drive wheel 105 and the second drive wheel 106 respectively. The limiting rod 122 can limit the second drive wheel 106 when the drive slider 107 is engaged with the first drive wheel 105, and limit the first drive wheel 105 when the drive slider 107 is engaged with the second drive wheel 106. Alternatively, when the drive slider 107 is simultaneously engaged with both the first drive wheel 105 and the second drive wheel 106, the two limiting ends 123 maintain a gap with the first drive wheel 105 and the second drive wheel 106 respectively. Correspondingly, for the purpose of stabilization, a limiting groove 124 corresponding to and matching the limiting end 123 of the limiting rod 122 can be provided on the first driving wheel 105 and the second driving wheel 106.

[0024] On the other hand, to improve the stability of the aforementioned transmission structure, the first drive wheel 105 and the second drive wheel 106 can both be mounted in the drive housing 125 via their respective bearings. Similarly, the first drive reduction motor 108, the drive cylinder 110, and the drive slider 107 are all placed inside the drive housing 125, and then a fixing rod 126 is installed on the drive housing 125. Meanwhile, the base 101 has a fixing cavity 127, in which the fixing rod 126 is inserted, and the fixing rod 126 must be in contact with the inner wall of the fixing cavity 127. Through the aforementioned structure of the fixing cavity 127 and the fixing rod 126 cooperating, the stability of the fixing cavity 127 during lifting and lowering can be improved.

[0025] refer to Figure 2 As shown, based on the above embodiments, another embodiment of the present invention is a rotary detection device for aircraft maintenance, which is mounted on the aforementioned main shaft 218. Specifically, a conversion box 201 is mounted on the main shaft 218, and a second drive reduction motor 202 is installed inside the conversion box 201. The aforementioned second drive reduction motor 202 is poweredly connected to a first bevel gear 203. A second bevel gear 204 is mounted on one side of the first bevel gear 203, and a third bevel gear 205 is mounted above the second bevel gear 204. The aforementioned second bevel gear 204 and third bevel gear 205 are respectively mounted on the conversion box 201 through their respective bearings. The aforementioned first bevel gear 203 meshes with the second bevel gear 204 and the third bevel gear 205 respectively, so that the first bevel gear 203 can simultaneously drive the second bevel gear 204 and the third bevel gear 205 to rotate.

[0026] More importantly, for ease of power transmission, the second bevel gear 204 and the third bevel gear 205 pass through a conversion shaft 206, which is movably mounted in the conversion box 201. The upper end of the conversion shaft 206 corresponds to the threaded rod 207, and both ends of the conversion shaft 206 and the threaded rod 207 are provided with insertion connecting parts. The threaded rod 207 is mounted on the upper part of the conversion box 201 via bearings. The lower end of the conversion shaft 206 is poweredly connected to the inner shaft 208 via the insertion connecting part. The inner shaft 208 is located on the main shaft 218. Inside, the inner shaft 208 extends axially from bottom to top, passing through the conversion shaft 206 and the threaded rod 207. A rotating disc 209 is fixedly mounted on the upper end of the inner shaft 208. Simultaneously, multiple clamping arms 210 are movably mounted on the upper part of the conversion box 201. The inner sides of the ends of these clamping arms 210 each have arc-shaped teeth 211, which mesh with the threaded rod 207. When the threaded rod 207 rotates, the arc-shaped teeth 211 drive the clamping arms 210 to open and close. The rotating disc 209, mounted at the end of the inner shaft 208, is positioned in the middle of the multiple clamping arms 210. Preferably, the lower end of the conversion shaft 206 is connected to the inner shaft 208 via an inner edge insertion connecting part, thus providing a power connection between the conversion shaft 206 and the inner shaft 208. Specifically, for ease of clamping, the aforementioned clamping arms 210 can be designed as three, and the angle between each clamping arm 210 and the center can be set to 120 degrees.

[0027] In this embodiment, a conversion sleeve 212 is also fitted onto the outside of the conversion shaft 206. The conversion sleeve 212 is fixedly connected (or referred to as a power connection) to the conversion shaft 206. The conversion sleeve 212 has mutually engaging jaws 213 with the second bevel gear 204 and the third bevel gear 205. The function of the conversion sleeve 212 is to move up and down synchronously with the conversion shaft 206. When the conversion sleeve 212 is poweredly connected to the second bevel gear 204 via the jaws 213, the conversion shaft 206 is poweredly connected to the inner shaft 208 via the insertion connecting part. At this time, the second bevel gear... Gear 204 drives inner shaft 208 to rotate via conversion shaft 206, which in turn drives rotating disc 209 to rotate. When conversion sleeve 212 is poweredly connected to third bevel gear 205 via pawl 213, conversion shaft 206 is poweredly connected to threaded rod 207 via plug-in linkage. At this time, third bevel gear 205 drives threaded rod 207 to rotate via conversion shaft 206, which in turn drives multiple clamping arms 210 to open and close as described above. For example, when rotating disc 209 rotates, multiple clamping arms 210 also clamp the target object.

[0028] Furthermore, to facilitate the adjustment of the power linkage of the aforementioned conversion shaft 206, a conversion rod 214 can be fixed on the conversion sleeve 212 as shown in the figure, thereby driving the conversion sleeve 212 to move up and down through the conversion rod 214. On the other hand, to facilitate power input, the aforementioned first bevel gear 203 can be mounted on the transverse bearing rod 215, and then an input gear 216 can be mounted on the transverse bearing rod 215. An output gear 217 is then fixed on the output shaft of the aforementioned second drive reduction motor 202. The output gear 217 meshes with the input gear 216, so that the second drive reduction motor 202 can drive the first bevel gear 203 to rotate in both directions through the output gear 217, the input gear 216, and the transverse bearing rod 215.

[0029] The two embodiments described above can be combined in use as follows: Figure 3 The device is designed to be used as a screw-in detection device for aircraft maintenance. To facilitate easy movement of the device during use, the base 101 can be mounted on a mobile trolley 301. The mobile trolley 301 can then be used to move the screw-in detection device to the required position. To ensure the stability of the device, fixed ends 302 can be installed at both the front and rear of the mobile trolley 301. The fixed ends 302 can be used to fix the mobile trolley 301 in place in the work area, thus ensuring the stability of the screw-in detection device.

[0030] In this embodiment, by controlling the forward and reverse rotation of each motor, the lifting, twisting and gripping operations of the working end can be realized in the equipment, so that the working end of the device can directly reach the hard-to-reach construction area for detection and operation. This can replace some manual operations, improve the convenience of operation and the safety of construction, and thus improve the efficiency of aircraft maintenance and other operations.

[0031] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0032] Although the invention has been described herein with reference to several illustrative embodiments, it should be understood that many other modifications and implementations can be devised by those skilled in the art, which will fall within the scope and spirit of the principles disclosed herein. More specifically, various variations and modifications can be made to the components and / or layout of the subject matter arrangement within the scope of the disclosure, drawings, and claims. Besides variations and modifications to the components and / or layout, other uses will be apparent to those skilled in the art.

Claims

1. A lifting and steering device, characterized in that: The device includes a base with a threaded cavity. A threaded block is located inside the threaded cavity and is installed at the lower end of a lifting rod, engaging with the inner wall of the threaded cavity via threads. A first drive wheel is mounted at the upper end of the lifting rod, and a second drive wheel is located above the first drive wheel, maintaining a gap between them. A drive slider is located on the side of both the second and first drive wheels, and is poweredly connected to the output shaft of a first drive reduction motor. The drive slider is also poweredly connected to the output end of a drive cylinder via a first connecting rod. Both the first drive reduction motor and the drive cylinder are fixed to their respective support frames. The first drive reduction motor is used to drive the first drive wheel and / or the second drive wheel to rotate via the drive slider, and the drive cylinder is used to drive the drive slider to mesh with the first drive wheel and / or the second drive wheel via the first connecting rod; The second drive wheel is mounted on the end of the drive shaft; a steering slider is mounted on the drive shaft, the steering slider is movably mounted on the guide rod and threadedly engaged with the drive shaft, the drive shaft is used to rotate and drive the steering slider to move up and down along the guide rod; a transverse second connecting rod is mounted on the steering slider, a fixing block is mounted on the end of the second connecting rod, the fixing block is movably connected to the rotating block and the main shaft respectively through a first rotating shaft, a second rotating shaft is mounted on the lower end of the rotating block, the second rotating shaft is movably mounted in the arc-shaped groove on the steering fixed seat; The steering slider is used to switch between longitudinal and lateral movements of the rotating block and the main shaft when moving up and down along the guide rod, through the interaction of the first and second rotating shafts.

2. The lifting and steering device according to claim 1, characterized in that: The drive slider is also equipped with a transverse connecting rod, and a limit rod is installed at the end of the connecting rod. The limit rod has two limit ends, which correspond to the first drive wheel and the second drive wheel respectively. The limit rod is used to limit the second drive wheel when the drive slider is engaged with the first drive wheel, and to limit the first drive wheel when the drive slider is engaged with the second drive wheel.

3. The lifting and steering device according to claim 2, characterized in that: The limiting rod is also used to maintain a gap between the two limiting ends and the first driving wheel and the second driving wheel respectively when the driving slider is engaged with the first driving wheel and the second driving wheel at the same time.

4. The lifting and steering device according to claim 2 or 3, characterized in that: The first drive wheel and the second drive wheel are provided with limiting grooves that correspond to and fit with the limiting end of the limiting rod.

5. The lifting and steering device according to claim 1, characterized in that: The first drive wheel, the second drive wheel, the first drive reduction motor, the drive cylinder and the drive slider are all installed in the drive housing, and a fixing rod is installed on the drive housing; the base has a fixing cavity, the fixing rod is inserted into the fixing cavity, and the fixing rod is in contact with the inner wall of the fixing cavity.

6. A screw-in detection device for aircraft maintenance, characterized in that: The lifting and steering device includes any one of claims 1-5, wherein a conversion box is mounted on the main shaft of the lifting and steering device, a second drive reduction motor is mounted on the conversion box, the second drive reduction motor is poweredly connected to a first bevel gear, a second bevel gear is mounted on one side of the first bevel gear, and a third bevel gear is provided above the second bevel gear; the second bevel gear and the third bevel gear are respectively mounted on the conversion box through their respective bearings. The first bevel gear meshes with the second bevel gear and the third bevel gear respectively; the first bevel gear is used to simultaneously drive the second bevel gear and the third bevel gear to rotate. The second and third bevel gears pass through a conversion shaft, which is movably mounted in a conversion box. The upper end of the conversion shaft corresponds to the threaded rod, and both the conversion shaft and the threaded rod have a connecting part at their ends. The threaded rod is mounted on the conversion box via a bearing. The lower end of the conversion shaft is connected to an inner shaft via the connecting part. The inner shaft is located inside the main shaft and extends axially from bottom to top, passing through the conversion shaft and the threaded rod. A rotating disc is fixedly mounted on the upper end of the inner shaft. Multiple clamping arms are movably mounted on the upper part of the conversion box. The inner side of the end of each clamping arm has arc-shaped teeth that mesh with the threaded rod, used to drive the clamping arms to open and close when the threaded rod rotates. The rotating disc is located in the middle of the multiple clamping arms. A conversion sleeve is fitted around the conversion shaft, and the conversion sleeve is fixedly connected to the conversion shaft. The conversion sleeve has cleats that cooperate with the second bevel gear and the third bevel gear. The conversion sleeve is used to move up and down synchronously with the conversion shaft. When the conversion sleeve is poweredly connected to the second bevel gear through the cleats, the conversion shaft is poweredly connected to the inner shaft through the plug-in linkage. At this time, the second bevel gear drives the inner shaft to rotate through the conversion shaft, which in turn drives the rotating disc to rotate. When the conversion sleeve is poweredly connected to the third bevel gear through the cleats, the conversion shaft is poweredly connected to the threaded rod through the plug-in linkage. At this time, the third bevel gear drives the threaded rod to rotate through the conversion shaft.

7. The screw detection device for aircraft maintenance according to claim 6, characterized in that: A conversion rod is fixed on the conversion sleeve, and the conversion rod is used to drive the conversion sleeve to move up and down.

8. The screw detection device for aircraft maintenance according to claim 6, characterized in that: The first bevel gear is mounted on a transverse bearing rod, and an input gear is provided on the transverse bearing rod. An output gear is fixed on the output shaft of the second drive reduction motor. The output gear meshes with the input gear. The second drive reduction motor is used to drive the first bevel gear to rotate forward and backward through the output gear, the input gear, and the transverse bearing rod.

9. The screw detection device for aircraft maintenance according to claim 6, characterized in that: The lower end of the conversion shaft is connected to the inner shaft via an inner edge insertion connecting part and an outer edge insertion connecting part, thereby powering the conversion shaft to the inner shaft.

10. The screw detection device for aircraft maintenance according to claim 6, characterized in that: There are three clamping arms, and the angle between each clamping arm and the center is 120 degrees.

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