An aircraft brake assembly disassembly device with automatic centering

Abstract

The application discloses an aircraft brake assembly dismounting device with automatic centering function, relates to the technical field of dismounting devices, and provides a stable mounting platform for the whole device by taking a rack as a basic support component, a centering and clamping mechanism is installed at one end of the rack and is used for stably clamping and positioning an aircraft brake assembly, a dismounting mechanism is installed at the other end of the rack and is used for applying a dismounting force to the aircraft brake assembly, synchronous adjustment of a clamping center and a dismounting center is realized through transmission connection of the centering and clamping mechanism and the dismounting mechanism, the rack, the aircraft brake assembly, the centering and clamping mechanism and the dismounting mechanism can cooperatively work, and force balance of the device in the dismounting process and accurate positioning are ensured.

Description

Technical Field

[0001] This invention relates to the field of disassembly device technology, specifically to an aircraft brake assembly disassembly device with automatic centering function. Background Technology

[0002] With the continuous growth in the size and number of flights in the civil aviation fleet, the demand for maintenance, repair, and overhaul (MRO) of aircraft braking systems is rapidly increasing. Brake components (including brake pads and spline / hub connectors) are prone to adhesion, corrosion, and micro-seizing on mating surfaces under long-term high temperature, high load, and corrosive environments, making non-destructive disassembly difficult. In the past, the industry mainly relied on general hydraulic / mechanical pulling and manual alignment, catering to front-line maintenance personnel and repair shops. Future equipment needs to take into account: adaptive clamping for different diameters and geometric tolerances, maintaining coaxiality under stress, providing controllable micro-vibration for stuck parts to overcome static friction, and data-driven safety protection throughout the process. Therefore, specialized disassembly equipment with integrated alignment and disassembly capabilities, and the ability to maintain positioning accuracy under complex stress conditions, is becoming a development trend.

[0003] In existing technologies, most methods involve using a three- or four-jaw puller in conjunction with a shaft-end pull rod, employing a screw or hydraulic force amplification to achieve disassembly; or using a horizontal hydraulic press with a universal pad, V-block, or sleeve tooling to eject the brake pad by pressing from above and supporting from below; or using a conical wedge ejector structure or threaded ejector block, achieving radial / axial separation through inclined plane amplification; in addition, there is the heat-cold synergy method, which utilizes thermal expansion and contraction to reduce interference under controlled heating / cooling conditions before drawing.

[0004] However, in existing technologies, the clamping and pulling centers are separated, and alignment is often completed during the unloaded or pre-alignment stage. After being subjected to force, the center drifts, making it difficult to ensure the synchronous transmission of "clamping center equal to disassembly center". Secondly, the adaptability is insufficient. The universal fixture has limited adaptability to differences in diameter, key shape and concentricity deviation, requiring frequent replacement of pads and repeated alignment, and the efficiency is greatly affected by human experience. Therefore, those skilled in the art have provided an aircraft brake assembly disassembly device with automatic alignment function to solve the problems mentioned in the background. Summary of the Invention

[0005] The purpose of this invention is to provide an aircraft brake assembly disassembly device with automatic centering function to solve the problems raised in the prior art.

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

[0007] The disassembly device includes a frame, an aircraft brake assembly, a centering clamping mechanism, and a disassembly mechanism. The centering clamping mechanism is fastened to the frame, and the disassembly mechanism is fastened to the frame. The centering clamping mechanism is located at one end of the frame, and the disassembly mechanism is located at the other end of the frame. The centering clamping mechanism abuts against the aircraft brake assembly, and the disassembly mechanism abuts against the aircraft brake assembly. The centering clamping mechanism and the disassembly mechanism are connected by a transmission.

[0008] By adopting the above technical solution, the frame serves as the basic support component, providing a stable installation platform for the entire device. The centering clamping mechanism is installed at one end of the frame to securely clamp and position the aircraft brake assembly, while the disassembly mechanism is installed at the other end of the frame to apply disassembly force to the aircraft brake assembly. Through the transmission connection between the centering clamping mechanism and the disassembly mechanism, the synchronous adjustment of the clamping center and the disassembly center is achieved, enabling the frame, aircraft brake assembly, centering clamping mechanism, and disassembly mechanism to work together, ensuring that the device is subjected to balanced forces and accurately positioned during the disassembly process.

[0009] Furthermore, the aircraft brake assembly is placed horizontally. The aircraft brake assembly includes brake pads and brake splines. The brake pads and brake splines are connected. The disassembly mechanism abuts against the brake splines, the disassembly mechanism abuts against the brake pads, and the disassembly mechanism abuts against the brake splines. Both the brake pads and the brake splines are cylindrical.

[0010] By adopting the above technical solution, the aircraft brake assembly is placed horizontally. The integrity of the assembly is maintained by the key connection between the brake pads and the brake splines. The disassembly mechanism simultaneously abuts against the brake splines and brake pads, and separates the brake pads from the brake splines through the abutment force. Since the brake pads and brake splines are both cylindrical, the disassembly mechanism can conform to their contours to apply force, thereby efficiently completing the disassembly of the brake pads and brake splines in the aircraft brake assembly.

[0011] Furthermore, the centering clamping mechanism is square in shape and includes a clamping component and a centering linkage component. The clamping component is fastened to the frame, the clamping component and the centering linkage component are driven to each other, the clamping component and the brake spline abut against each other, and the centering linkage component and the disassembly mechanism are driven to each other.

[0012] By adopting the above technical solution, the centering clamping mechanism has a square structure to ensure uniform force distribution. The clamping component is fixed on the frame as the power input end. It achieves workpiece fastening by contacting the brake spline. When the clamping component is in motion, it drives the centering linkage component, which transmits the motion to the disassembly mechanism. This allows the clamping component to automatically adjust the position of the disassembly mechanism when adapting to brake splines of different diameters, thereby achieving adaptive centering of the clamping component, the centering linkage component, and the disassembly mechanism.

[0013] Furthermore, the clamping assembly includes a keyway hydraulic cylinder, a transverse clamping wheel, a vertical clamping wheel, a rotary motor, a transverse block, a vertical block, a transverse scissor bar, a vertical scissor bar, and a hinge block. The keyway hydraulic cylinder is fastened to the frame, the keyway hydraulic cylinder is driven to the vertical block, the rotary motor is fastened to the vertical block, the rotary motor is driven to the vertical clamping wheel, the vertical scissor bar is hinged to the vertical block, the vertical scissor bar is hinged to the hinge block, the hinge block is driven to the transverse scissor bar, the transverse scissor bar is hinged to the transverse block, and the transverse clamping wheel is rotatably connected to the transverse block.

[0014] By adopting the above technical solution, the key-diameter hydraulic cylinder serves as the power source to drive the vertical block to move on the frame, thereby driving the vertical clamping wheel to move closer to the center. The rotating motor drives the vertical clamping wheel to rotate to adjust the workpiece angle. The movement of the vertical block drives the vertical scissor bar to swing. Through the transmission of the hinge block, the horizontal scissor bar and the horizontal block move synchronously, so that the horizontal clamping wheel and the vertical clamping wheel can synchronously contract or expand towards the center, realizing adaptive linkage clamping.

[0015] Furthermore, both the horizontal and vertical clamping wheels are equipped with a first pressure sensor. There are four horizontal and four vertical scissor bars. There are two horizontal scissor bars located at the top and bottom of the frame, and two vertical scissor bars at each end of the horizontal scissor bars. There are eight hinge blocks. There is one hinge block between two adjacent horizontal scissor bars and between two horizontal scissor bars. The horizontal blocks and vertical blocks move the same distance. The horizontal blocks are connected to the centering linkage component.

[0016] By adopting the above technical solution, the first pressure sensor monitors the clamping force of the horizontal and vertical clamping wheels in real time to prevent damage to the workpiece. The four horizontal scissor bars located on the upper and lower sides of the frame and the four vertical scissor bars located at both ends, together with eight hinge blocks, form a stable scissor-type telescopic structure, ensuring that the horizontal and vertical blocks move the same distance. This ensures that the horizontal blocks can accurately drive the centering linkage component for centering adjustment through the transmission connection, thereby realizing synchronous clamping and position feedback using the centering linkage component.

[0017] Furthermore, the centering linkage component includes a vertical follower rod, a horizontal follower rod, a reset elastic element, and a centering rod. The vertical follower rod and the horizontal block are fastened together. The frame is provided with a sliding groove, and the vertical follower rod and the sliding groove are slidably connected. The vertical follower rod and the centering rod are drive-connected. The horizontal follower rod and the vertical block are fastened together. The horizontal follower rod and the centering rod are slidably connected. The reset elastic element and the centering rod are fastened together. The reset elastic element and the horizontal follower rod are fastened together. The centering rod and the disassembly mechanism are drive-connected.

[0018] By adopting the above technical solution, the vertical follower rod moves with the horizontal block and slides in the sliding groove of the frame, thereby pushing the centering rod to change position. The horizontal follower rod moves with the vertical block and slides relative to the centering rod. Under the tension of the reset elastic element, the vertical follower rod and the horizontal follower rod together limit the centering rod to always be at the geometric center position relative to the brake spline. The centering rod then drives the disassembly mechanism to align with the center of the workpiece, thereby realizing automatic alignment.

[0019] Furthermore, the disassembly mechanism includes an abutting component and a pulling component. The abutting component abuts against the brake spline, the pulling component abuts against the brake pad, the centering rod is driven to the abutting component, and the abutting component is driven to the pulling component.

[0020] By adopting the above technical solution, the disassembly mechanism provides reaction force support by abutting the brake spline through the abutting component, and pulls the brake pad axially away by hooking or adsorbing the pull component. The centering rod transmits the centering position to the abutting component, ensuring that the abutting component is coaxial with the workpiece. The abutting component provides an installation reference for the pull component, so that the abutting component and the pull component can cooperate to complete the relative separation movement of the brake pad and the brake spline.

[0021] Furthermore, the abutment assembly includes an abutment post, an abutment hydraulic cylinder, a second pressure sensor, a transverse slide rail, and a vertical slide rail. The abutment hydraulic cylinder and the transverse slide rail are slidably connected, the transverse slide rail and the vertical slide rail are slidably connected, the vertical slide rail and the frame are fastened together, the abutment hydraulic cylinder and the abutment post are driven together, and the second pressure sensor and the abutment post are fastened together.

[0022] By adopting the above technical solution, the vertical slide rail is fixed on the frame to provide the horizontal slide rail with vertical movement freedom, and the horizontal slide rail provides the abutting hydraulic cylinder with horizontal movement freedom, thereby realizing horizontal and vertical floating alignment. The abutting hydraulic cylinder drives the abutting column to extend to tighten the brake spline, and the second pressure sensor detects the pressure of the abutting column in real time, thereby achieving alignment and tightening of the workpiece center.

[0023] Furthermore, the drawing assembly includes a telescopic electric cylinder, a drawing motor, a drawing housing, a drawing gear, a transmission block, a reciprocating block, a drawing block, a first electromagnetic block, a first magnetic block, and a first elastic element. The telescopic electric cylinder is fastened to the abutting hydraulic cylinder, the telescopic electric cylinder is driven to the drawing housing, the drawing motor is fastened to the drawing housing, the drawing motor is driven to the drawing gear, the drawing gear is driven to the transmission block, the transmission block is rotatably connected to the drawing housing, the transmission block is driven to the reciprocating block, the first electromagnetic block is fastened to the reciprocating block, the first electromagnetic block and the first magnetic block are driven by magnetic pole repulsion, the first elastic element is fastened to the first electromagnetic block, the first elastic element is fastened to the first magnetic block, the first magnetic block is fastened to the drawing block, the drawing block and the reciprocating block are slidably connected, the drawing block abuts against the brake pad, and the reciprocating block and the drawing housing are slidably connected.

[0024] By adopting the above technical solution, the telescopic electric cylinder is fixed on the abutting hydraulic cylinder to drive the entire pulling shell to feed forward. The pulling motor drives the transmission block to rotate through the pulling gear. The transmission block drives the reciprocating block to move on the pulling shell. The first electromagnetic block and the first magnetic block generate a non-contact thrust by utilizing the principle of magnetic pole repulsion. Combined with the buffering effect of the first elastic element, the pulling block is driven to generate a vibrational pulling force that acts on the brake pad, thereby overcoming static friction and successfully removing the stuck brake pad.

[0025] Furthermore, the transmission block is provided with a reciprocating annular groove, and the reciprocating block is provided with a reciprocating protrusion. The reciprocating annular groove and the reciprocating protrusion are connected in a transmission manner. The transmission block is provided with a centering cavity, and the abutment post is located in the centering cavity. The cross-section of the centering cavity is circular, and the central axis of the centering cavity and the central axis of the abutment post are located on the same straight line.

[0026] By adopting the above technical solution, when the transmission block rotates, the reciprocating annular groove cooperates with the reciprocating protrusion on the reciprocating block to convert the rotational motion into the axial reciprocating motion of the reciprocating block. The abutment post is inserted into the centering cavity of the transmission block. By utilizing the circular cross-sectional characteristics of the centering cavity and the collinear design with the central axis of the abutment post, it is ensured that the center of application of the vibration pulling force coincides with the center of the abutment support, thereby realizing coaxial vibration pulling during the disassembly process and improving disassembly efficiency and safety.

[0027] Compared with the prior art, the beneficial effects of the present invention are:

[0028] The centering clamping mechanism adopts a square integral structure. The key-diameter hydraulic cylinder is fixed to the frame, driving the vertical block to slide along the frame, pushing the vertical scissor bar to swing hingedly with the hinge block, which in turn moves the horizontal scissor bar and the horizontal block synchronously, ensuring that the horizontal and vertical blocks have equal displacement. The horizontal and vertical clamping wheels are rotatably connected to the block. The rotating motor drives the wheels to rotate and adjust the brake spline angle, achieving uniform clamping in four directions. The extension of the hydraulic cylinder causes the scissor bar to extend and retract in linkage, causing the wheel to retract centripetally to clamp the spline center, and the pressure feedback from the sensor prevents overload. This enables adaptive clamping of brake splines of different diameters. The centering rod is pushed by the vertical follower rod and slides relative to the horizontal follower rod to lock the geometric center, which is then transmitted to the disassembly mechanism for synchronous alignment, avoiding disassembly offset caused by eccentric force and improving positioning accuracy. The abutment hydraulic cylinder drives the abutment column to float and tighten the brake spline center, providing a reaction force reference. The telescopic electric cylinder fixes the hydraulic cylinder, driving the axial feed of the pull-out shell. The pulling motor is driven by a gear transmission block, and the rotation is converted into axial reciprocating motion through the ring groove and the reciprocating block protrusion, thereby reducing the risk of lag and improving the separation efficiency. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0030] Figure 2This is a schematic diagram of the aircraft brake assembly structure of the present invention;

[0031] Figure 3 This is a schematic diagram of the centering and clamping mechanism of the present invention;

[0032] Figure 4 This is a schematic diagram of the clamping component structure of the present invention;

[0033] Figure 5 This is a schematic diagram of the central linkage component structure of the present invention;

[0034] Figure 6 This is a schematic diagram of the disassembly mechanism of the present invention;

[0035] Figure 7 This is a schematic diagram of the contact component structure of the present invention;

[0036] Figure 8 This is a schematic diagram of the pull-out assembly structure of the present invention;

[0037] Figure 9 This is a schematic diagram of the reciprocating annular groove structure of the present invention.

[0038] In the diagram: 1. Frame; 11. Sliding groove; 2. Aircraft brake assembly; 21. Brake pad; 22. Brake spline; 3. Centering clamping mechanism; 31. Clamping assembly; 311. Keyway hydraulic cylinder; 312. Lateral clamping wheel; 313. Vertical clamping wheel; 314. Rotary motor; 315. Lateral block; 316. Vertical block; 317. Lateral scissor bar; 318. Vertical scissor bar; 319. Hinge block; 3110. First pressure sensor; 32. Centering linkage assembly; 321. Vertical follower rod; 322. Lateral follower rod; 323. Reset elastic element; 324. 4. Centering rod; 4. Disassembly mechanism; 41. Abutment assembly; 411. Abutment column; 412. Abutment hydraulic cylinder; 413. Second pressure sensor; 414. Horizontal slide rail; 415. Vertical slide rail; 42. Pulling assembly; 421. Telescopic electric cylinder; 422. Pulling motor; 423. Pulling shell; 424. Pulling gear; 425. Transmission block; 4251. Reciprocating annular groove; 4252. Centering cavity; 426. Reciprocating block; 4261. Reciprocating protrusion; 427. Pulling block; 428. First electromagnetic block; 429. First magnetic block; 4210. First elastic element. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] Please see Figure 1 - Figure 9 As shown, the present invention provides a technical solution for an aircraft brake assembly disassembly device with automatic centering function:

[0041] The disassembly device includes a frame 1, an aircraft brake assembly 2, a centering clamping mechanism 3, and a disassembly mechanism 4. The centering clamping mechanism 3 is fastened to the frame 1, and the disassembly mechanism 4 is fastened to the frame 1. The centering clamping mechanism 3 is located at one end of the frame 1, and the disassembly mechanism 4 is located at the other end of the frame 1. The centering clamping mechanism 3 abuts against the aircraft brake assembly 2, and the disassembly mechanism 4 abuts against the aircraft brake assembly 2. The centering clamping mechanism 3 and the disassembly mechanism 4 are connected by a transmission.

[0042] By adopting the above technical solution, the frame 1 serves as the basic support component, providing a stable installation platform for the entire device. The centering clamping mechanism 3 is installed at one end of the frame 1 to securely clamp and position the aircraft brake assembly 2. The disassembly mechanism 4 is installed at the other end of the frame 1 to apply disassembly force to the aircraft brake assembly 2. Through the transmission connection between the centering clamping mechanism 3 and the disassembly mechanism 4, the synchronous adjustment of the clamping center and the disassembly center is realized, enabling the frame 1, the aircraft brake assembly 2, the centering clamping mechanism 3, and the disassembly mechanism 4 to work together, ensuring that the device is subjected to balanced forces and accurately positioned during the disassembly process.

[0043] Furthermore, the aircraft brake assembly 2 is placed horizontally. The aircraft brake assembly 2 includes brake pads 21 and brake splines 22. The brake pads 21 and brake splines 22 are keyed together. The disassembly mechanism 4 abuts against the brake splines 22, the disassembly mechanism 4 abuts against the brake pads 21, and the disassembly mechanism 4 abuts against the brake splines 22. Both the brake pads 21 and the brake splines 22 are cylindrical.

[0044] By adopting the above technical solution, the aircraft brake assembly 2 is placed horizontally. The assembly integrity is maintained by the key connection between the brake pad 21 and the brake spline 22. The disassembly mechanism 4 simultaneously abuts against the brake spline 22 and the brake pad 21. The brake pad 21 is separated from the brake spline 22 by the abutment force. Since the brake pad 21 and the brake spline 22 are both cylindrical, the disassembly mechanism 4 can apply force in accordance with their contours, thereby efficiently completing the disassembly of the brake pad 21 and the brake spline 22 in the aircraft brake assembly 2.

[0045] Furthermore, the centering clamping mechanism 3 is square in shape. The centering clamping mechanism 3 includes a clamping component 31 and a centering linkage component 32. The clamping component 31 is fastened to the frame 1. The clamping component 31 and the centering linkage component 32 are connected by transmission. The clamping component 31 abuts against the brake spline 22. The centering linkage component 32 is connected by transmission to the disassembly mechanism 4.

[0046] By adopting the above technical solution, the centering clamping mechanism 3 has a square structure to ensure uniform force distribution. The clamping component 31 is fixed on the frame 1 as the power input end. It achieves workpiece fastening by abutting against the brake spline 22. When the clamping component 31 is in motion, it drives the centering linkage component 32. The centering linkage component 32 transmits the motion to the disassembly mechanism 4, so that when the clamping component 31 adapts to brake splines 22 of different diameters, it can automatically adjust the position of the disassembly mechanism 4 through the centering linkage component 32, thereby achieving adaptive centering of the clamping component 31, the centering linkage component 32, and the disassembly mechanism 4.

[0047] Furthermore, the clamping assembly 31 includes a keyway hydraulic cylinder 311, a transverse clamping wheel 312, a vertical clamping wheel 313, a rotary motor 314, a transverse block 315, a vertical block 316, a transverse scissor bar 317, a vertical scissor bar 318, and a hinge block 319. The keyway hydraulic cylinder 311 is fastened to the frame 1, the keyway hydraulic cylinder 311 is driven to the vertical block 316, the rotary motor 314 is fastened to the vertical block 316, the rotary motor 314 is driven to the vertical clamping wheel 313, the vertical scissor bar 318 is hinged to the vertical block 316, the vertical scissor bar 318 is hinged to the hinge block 319, the hinge block 319 is driven to the transverse scissor bar 317, the transverse scissor bar 317 is hinged to the transverse block 315, and the transverse clamping wheel 312 is rotatably connected to the transverse block 315.

[0048] By adopting the above technical solution, the keyway hydraulic cylinder 311 serves as a power source to drive the vertical block 316 to move on the frame 1, thereby driving the vertical clamping wheel 313 to move closer to the center. The rotating motor 314 drives the vertical clamping wheel 313 to rotate to adjust the workpiece angle. The movement of the vertical block 316 causes the vertical scissor bar 318 to swing. Through the transmission of the hinge block 319, the horizontal scissor bar 317 and the horizontal block 315 move synchronously, so that the horizontal clamping wheel 312 and the vertical clamping wheel 313 can synchronously contract or expand towards the center, realizing adaptive linkage clamping.

[0049] Furthermore, both the horizontal clamping wheel 312 and the vertical clamping wheel 313 are equipped with a first pressure sensor 3110. There are four horizontal scissor bars 317 and four vertical scissor bars 318. There are two horizontal scissor bars 317 located at the top and bottom of the frame 1, and two vertical scissor bars 318 located at both ends of the horizontal scissor bars 317. There are eight hinge blocks 319. There is one hinge block 319 between two adjacent horizontal scissor bars 317 and between two adjacent horizontal scissor bars 317. The horizontal block 315 and the vertical block 316 move the same distance. The horizontal block 315 is connected to the centering linkage component 32 through a transmission.

[0050] By adopting the above technical solution, the first pressure sensor 3110 monitors the clamping force of the horizontal clamping wheel 312 and the vertical clamping wheel 313 in real time to prevent damage to the workpiece. The four horizontal scissor bars 317 located on the upper and lower sides of the frame 1 and the four vertical scissor bars 318 located at both ends of them, together with eight hinge blocks 319, form a stable scissor telescopic structure, ensuring that the horizontal block 315 and the vertical block 316 move the same distance, thereby ensuring that the horizontal block 315 can accurately drive the centering linkage component 32 for centering adjustment through the transmission connection, thereby realizing synchronous clamping and position feedback by using the centering linkage component 32.

[0051] Furthermore, the centering linkage component 32 includes a vertical follower rod 321, a horizontal follower rod 322, a reset elastic element 323, and a centering rod 324. The vertical follower rod 321 and the horizontal block 315 are fastened together. The frame 1 is provided with a sliding groove 11. The vertical follower rod 321 and the sliding groove 11 are slidably connected. The vertical follower rod 321 and the centering rod 324 are drive-connected. The horizontal follower rod 322 and the vertical block 316 are fastened together. The horizontal follower rod 322 and the centering rod 324 are slidably connected. The reset elastic element 323 and the centering rod 324 are fastened together. The reset elastic element 323 and the horizontal follower rod 322 are fastened together. The centering rod 324 and the disassembly mechanism 4 are drive-connected.

[0052] By adopting the above technical solution, the vertical follower rod 321 moves with the horizontal block 315 and slides in the sliding groove 11 of the frame 1, thereby pushing the centering rod 324 to change position. The horizontal follower rod 322 moves with the vertical block 316 and slides relative to the centering rod 324. Under the tension of the reset elastic element 323, the vertical follower rod 321 and the horizontal follower rod 322 together limit the centering rod 324 to always be in the geometric center position relative to the brake spline 22. The centering rod 324 then drives the disassembly mechanism 4 to align with the center of the workpiece, thereby realizing automatic alignment.

[0053] Furthermore, the disassembly mechanism 4 includes an abutting component 41 and a pulling component 42. The abutting component 41 abuts against the brake spline 22, the pulling component 42 abuts against the brake pad 21, the centering rod 324 is drivenly connected to the abutting component 41, and the abutting component 41 is drivenly connected to the pulling component 42.

[0054] By adopting the above technical solution, the disassembly mechanism 4 provides reaction force support by abutting the brake spline 22 with the abutting component 41, and pulls the brake pad 21 axially away by hooking or adsorbing the pulling component 42. The centering rod 324 transmits the centering position to the abutting component 41 to ensure that the abutting component 41 is coaxial with the workpiece. The abutting component 41 provides an installation reference for the pulling component 42, so that the abutting component 41 and the pulling component 42 can cooperate to complete the relative separation movement of the brake pad 21 and the brake spline 22.

[0055] Furthermore, the abutment assembly 41 includes an abutment post 411, an abutment hydraulic cylinder 412, a second pressure sensor 413, a transverse slide rail 414, and a vertical slide rail 415. The abutment hydraulic cylinder 412 and the transverse slide rail 414 are slidably connected, the transverse slide rail 414 and the vertical slide rail 415 are slidably connected, the vertical slide rail 415 is fastened to the frame 1, the abutment hydraulic cylinder 412 and the abutment post 411 are drivenly connected, and the second pressure sensor 413 and the abutment post 411 are fastened to each other.

[0056] By adopting the above technical solution, the vertical slide rail 415 is fixed on the frame 1 to provide the horizontal slide rail 414 with vertical movement freedom, and the horizontal slide rail 414 provides the abutment hydraulic cylinder 412 with horizontal movement freedom, thereby realizing horizontal and vertical floating alignment. The abutment hydraulic cylinder 412 drives the abutment column 411 to extend and press against the brake spline 22. The second pressure sensor 413 detects the pressure of the abutment column 411 in real time, thereby realizing alignment and pressing against the center of the workpiece.

[0057] Furthermore, the drawing assembly 42 includes a telescopic electric cylinder 421, a drawing motor 422, a drawing housing 423, a drawing gear 424, a transmission block 425, a reciprocating block 426, a drawing block 427, a first electromagnetic block 428, a first magnetic block 429, and a first elastic element 4210. The telescopic electric cylinder 421 is fastened to the abutting hydraulic cylinder 412, the telescopic electric cylinder 421 is driven to the drawing housing 423, the drawing motor 422 is fastened to the drawing housing 423, the drawing motor 422 is driven to the drawing gear 424, the drawing gear 424 is driven to the transmission block 425, and the transmission block... 425 and the drawing shell 423 are rotatably connected; the transmission block 425 and the reciprocating block 426 are connected by transmission; the first electromagnetic block 428 and the reciprocating block 426 are fastened together; the first electromagnetic block 428 and the first magnetic block 429 are driven by magnetic pole repulsion; the first elastic element 4210 and the first electromagnetic block 428 are fastened together; the first elastic element 4210 and the first magnetic block 429 are fastened together; the first magnetic block 429 and the drawing block 427 are fastened together; the drawing block 427 and the reciprocating block 426 are slidably connected; the drawing block 427 and the brake pad 21 abut together; and the reciprocating block 426 and the drawing shell 423 are slidably connected.

[0058] By adopting the above technical solution, the telescopic electric cylinder 421 is fixed on the abutting hydraulic cylinder 412 to drive the overall feeding of the pulling shell 423. The pulling motor 422 drives the transmission block 425 to rotate through the pulling gear 424. The transmission block 425 drives the reciprocating block 426 to move on the pulling shell 423. The first electromagnetic block 428 and the first magnetic block 429 generate non-contact thrust by utilizing the principle of magnetic pole repulsion. With the buffering effect of the first elastic element 4210, the pulling block 427 is driven to generate a vibration pulling force that acts on the brake pad 21, thereby overcoming static friction and successfully removing the stuck brake pad 21.

[0059] Furthermore, the transmission block 425 is provided with a reciprocating annular groove 4251, and the reciprocating block 426 is provided with a reciprocating protrusion 4261. The reciprocating annular groove 4251 and the reciprocating protrusion 4261 are connected in a transmission manner. The transmission block 425 is provided with a centering cavity 4252, and the abutment post 411 is located in the centering cavity 4252. The cross-section of the centering cavity 4252 is circular, and the central axis of the centering cavity 4252 and the central axis of the abutment post 411 are located on the same straight line.

[0060] By adopting the above technical solution, when the transmission block 425 rotates, the reciprocating annular groove 4251 cooperates with the reciprocating protrusion 4261 on the reciprocating block 426 to convert the rotational motion into the axial reciprocating motion of the reciprocating block 426. The abutment post 411 is inserted into the centering cavity 4252 of the transmission block 425. By utilizing the circular cross-sectional characteristics of the centering cavity 4252 and the collinear design with the central axis of the abutment post 411, it is ensured that the force center of the vibration pulling force coincides with the abutment support center, thereby realizing coaxial vibration pulling during the disassembly process and improving disassembly efficiency and safety.

[0061] The working principle of this invention is as follows: The aircraft brake assembly 2 is placed on the frame 1. The centering clamping mechanism 3 is activated. The keyway hydraulic cylinder 311 drives the vertical block 316 to move, which in turn drives the horizontal block 315, vertical scissor bar 318, horizontal scissor bar 317, and hinge block 319 to move in tandem. This causes the horizontal clamping wheel 312 and vertical clamping wheel 313 of the clamping assembly 31 to move towards the center and clamp the brake spline 22. The first pressure sensor 3110 detects the clamping force in real time. The rotating motor 314 can drive the vertical clamping wheel 313 to adjust its angle. During this process, the vertical follower rod 321 and horizontal follower rod 322 move within the sliding groove 11. Combined with the action of the reset elastic element 323, the centering linkage assembly 32 drives the centering rod 324 to move, achieving automatic centering of the disassembly mechanism 4 and the brake spline 22. The rear abutment assembly 41 operates, and the abutment hydraulic cylinder 412 adjusts its position under the guidance of the horizontal slide rail 414 and the vertical slide rail 415, so that the abutment post 411 extends into the centering cavity 4252 and abuts against the fixed brake spline 22. The second pressure sensor 413 monitors the abutment pressure. Finally, the pull-out assembly 42 is activated, and the telescopic electric cylinder 421 drives the pull-out shell 423 to move. The pull-out motor 422 drives the pull-out gear 424 and the transmission block 425 to rotate. Through the cooperation of the reciprocating ring groove 4251 and the reciprocating protrusion 4261, the reciprocating block 426 is driven to move. Utilizing the magnetic repulsion and buffering cooperation of the first electromagnetic block 428, the first magnetic block 429 and the first elastic element 4210, the pull-out block 427 is driven to reciprocate and pull the brake pad 21, thereby smoothly separating the brake pad 21 from the brake spline 22, realizing efficient automatic disassembly.

[0062] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An aircraft brake assembly disassembly device with automatic centering function, characterized in that: The disassembly device includes a frame (1), an aircraft brake assembly (2), a centering clamping mechanism (3), and a disassembly mechanism (4). The centering clamping mechanism (3) is fastened to the frame (1), and the disassembly mechanism (4) is fastened to the frame (1). The centering clamping mechanism (3) is located at one end of the frame (1), and the disassembly mechanism (4) is located at the other end of the frame (1). The centering clamping mechanism (3) abuts against the aircraft brake assembly (2), and the disassembly mechanism (4) abuts against the aircraft brake assembly (2). The centering clamping mechanism (3) and the disassembly mechanism (4) are connected by a transmission. The disassembly mechanism (4) includes an abutment component (41) and a pull component (42). The abutment component (41) includes an abutment post (411). The pulling assembly (42) includes a transmission block (425) and a reciprocating block (426). The transmission block (425) is provided with a reciprocating annular groove (4251), and the reciprocating block (426) is provided with a reciprocating protrusion (4261). The reciprocating annular groove (4251) and the reciprocating protrusion (4261) are connected in a transmission manner. The transmission block (425) is provided with a centering cavity (4252), and the abutting post (411) is located in the centering cavity (4252). The centering cavity (4252) has a circular cross-section, and the central axis of the centering cavity (4252) and the central axis of the abutting post (411) are located on the same straight line. The aircraft brake assembly (2) is placed horizontally. The aircraft brake assembly (2) includes a brake pad (21) and a brake spline (22). The brake pad (21) and the brake spline (22) are keyed together. The disassembly mechanism (4) abuts against the brake spline (22). The disassembly mechanism (4) abuts against the brake pad (21). The disassembly mechanism (4) abuts against the brake spline (22). Both the brake pad (21) and the brake spline (22) are cylindrical. The centering clamping mechanism (3) is square in shape. The centering clamping mechanism (3) includes a clamping component (31) and a centering linkage component (32). The clamping component (31) is fastened to the frame (1). The clamping component (31) and the centering linkage component (32) are connected in a transmission manner. The clamping component (31) abuts against the brake spline (22). The centering linkage component (32) and the disassembly mechanism (4) are connected in a transmission manner. The clamping assembly (31) includes a keyway hydraulic cylinder (311), a transverse clamping wheel (312), a vertical clamping wheel (313), a rotary motor (314), a transverse block (315), a vertical block (316), a transverse scissor bar (317), a vertical scissor bar (318), and a hinge block (319). The keyway hydraulic cylinder (311) is fastened to the frame (1), and the keyway hydraulic cylinder (311) is drivenly connected to the vertical block (316). The rotary motor (314) The vertical block (316) is fastened to the vertical scissor bar (314) and the vertical clamping wheel (313) are driven to connect the vertical scissor bar (318) and the vertical block (316), the vertical scissor bar (318) and the hinge block (319) are hinged to connect the hinge block (319) and the horizontal scissor bar (317) are driven to connect the horizontal scissor bar (317) and the horizontal block (315) are hinged to connect the horizontal clamping wheel (312) and the horizontal block (315).

2. The aircraft brake assembly disassembly device with automatic centering function according to claim 1, characterized in that: The horizontal clamping wheel (312) and the vertical clamping wheel (313) are each equipped with a first pressure sensor (3110). There are four horizontal scissor bars (317) and four vertical scissor bars (318). There are two horizontal scissor bars (317) located above and below the frame (1). There are two vertical scissor bars (318) at each end of the horizontal scissor bar (317). There are eight hinge blocks (319). There is one hinge block (319) between two adjacent horizontal scissor bars (317). The horizontal block (315) and the vertical block (316) move the same distance. The horizontal block (315) is connected to the centering linkage component (32) by transmission.

3. The aircraft brake assembly disassembly device with automatic centering function according to claim 2, characterized in that: The centering linkage assembly (32) includes a vertical follower rod (321), a horizontal follower rod (322), a reset elastic element (323), and a centering rod (324). The vertical follower rod (321) and the horizontal block (315) are fastened together. The frame (1) is provided with a sliding groove (11). The vertical follower rod (321) and the sliding groove (11) are slidably connected. The vertical follower rod (321) and the centering rod (324) are driven together. The horizontal follower rod (322) and the vertical block (316) are fastened together. The horizontal follower rod (322) and the centering rod (324) are slidably connected. The reset elastic element (323) and the centering rod (324) are fastened together. The reset elastic element (323) and the horizontal follower rod (322) are fastened together. The centering rod (324) and the disassembly mechanism (4) are driven together.

4. The aircraft brake assembly disassembly device with automatic centering function according to claim 3, characterized in that: The abutting component (41) abuts against the brake spline (22), the pulling component (42) abuts against the brake pad (21), the centering rod (324) is driven to the abutting component (41), and the abutting component (41) is driven to the pulling component (42).

5. The aircraft brake assembly disassembly device with automatic centering function according to claim 4, characterized in that: The abutting assembly (41) further includes an abutting hydraulic cylinder (412), a second pressure sensor (413), a transverse slide rail (414), and a vertical slide rail (415). The abutting hydraulic cylinder (412) and the transverse slide rail (414) are slidably connected, the transverse slide rail (414) and the vertical slide rail (415) are slidably connected, the vertical slide rail (415) and the frame (1) are fastened together, the abutting hydraulic cylinder (412) and the abutting column (411) are driven together, and the second pressure sensor (413) and the abutting column (411) are fastened together.

6. The aircraft brake assembly disassembly device with automatic centering function according to claim 5, characterized in that: The drawing assembly (42) further includes a telescopic electric cylinder (421), a drawing motor (422), a drawing shell (423), a drawing gear (424), a drawing block (427), a first electromagnetic block (428), a first magnetic block (429), and a first elastic element (4210). The telescopic electric cylinder (421) and the abutting hydraulic cylinder (412) are fastened together. The telescopic electric cylinder (421) and the drawing shell (423) are driven together. The drawing motor (422) and the drawing shell (423) are fastened together. The drawing motor (422) and the drawing gear (424) are driven together. The drawing gear (424) and the transmission block (425) are driven together. The transmission block (425) and the drawing shell (4210) are driven together. 3) Rotary connection, the transmission block (425) and the reciprocating block (426) are connected by transmission, the first electromagnetic block (428) and the reciprocating block (426) are fastened together, the first electromagnetic block (428) and the first magnetic block (429) are driven by magnetic pole repulsion, the first elastic element (4210) and the first electromagnetic block (428) are fastened together, the first elastic element (4210) and the first magnetic block (429) are fastened together, the first magnetic block (429) and the pulling block (427) are fastened together, the pulling block (427) and the reciprocating block (426) are slidably connected, the pulling block (427) and the brake pad (21) abut together, and the reciprocating block (426) and the pulling shell (423) are slidably connected.

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