Aircraft tire assembling and nut automatic tightening system

Abstract

The invention discloses an aircraft tire assembling and nut automatic tightening system which comprises a tire assembling and overturning device, a nut tightening device, a nut tightening device and a tire assembling and overturning device, and the tire assembling and overturning device is used for pre-assembling and overturning aircraft tires; the double-shaft tightening axle box is used for automatically tightening bolts and nuts on the aircraft tires, and the double-shaft tightening axle box is connected with the six-shaft robot through a rotating joint; the cantilever crane is used for hoisting the aircraft hub; and the industrial personal computer is used for respectively controlling the movement of the six-axis robot and the action process of tightening the axle box by the double shafts. Pre-assembling and overturning of the aircraft tires are achieved through the tire assembling and overturning device, control actions of the six-axis robot and the double-axis tightening axle box are achieved through the industrial personal computer, the automatic tightening process of the double-axis tightening axle box on hub bolts and nuts is controlled, the automatic assembling process of the aircraft tires is achieved, and the production efficiency is improved. The assembling efficiency and quality of the aircraft tires are greatly improved, and the requirement for large-scale assembling and machining of the aircraft tires is met.

Description

Technical Field

[0001] This invention relates to the field of aircraft tire technology, and more specifically to an aircraft tire assembly and automatic nut tightening system. Background Technology

[0002] The scale of aircraft tire repair is increasing daily. The final step in repair is tire assembly, which is currently done manually. This manual assembly requires multiple people to collaborate on tasks such as assembling the tire and rim, flipping it, and tightening bolts and nuts. Due to human error, the quality of aircraft tire repair declines, leading to a continuous increase in the number of tires requiring rework and inspection. Manual assembly is time-consuming, labor-intensive, and inefficient, failing to meet the demands of high production volumes. Currently, manual tire assembly suffers from both low efficiency and low repair quality.

[0003] Therefore, the present invention mainly addresses the above-mentioned technical problems through research and improvement. Summary of the Invention

[0004] To address the existing technical problems, this invention provides an automatic aircraft tire assembly and nut tightening system to solve the problems in the prior art.

[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solution: An automatic aircraft tire assembly and nut tightening system includes: Tire assembly and flipping device, used for pre-assembling and flipping aircraft tires; The dual-axis tightening axle box is used to tighten the bolts and nuts on aircraft tires. The dual-axis tightening axle box is connected to a six-axis robot via a rotary joint. Cantilever cranes are used to lift aircraft wheel hubs; An industrial control computer is provided, and the six-axis robot and the dual-axis tightening axle box are electrically connected to the industrial control computer to control the movement of the six-axis robot and the action of the dual-axis tightening axle box, respectively.

[0006] Preferably, the tire assembly and flipping device includes a base, a flipping seat is rotatably connected to the base, a mounting seat is slidably connected to the flipping seat, and a tire fixture is detachably connected to the mounting seat. The flipping seat can drive the mounting seat and the tire fixture to rotate between a horizontal plane and a vertical plane.

[0007] Preferably, the tire tooling includes an assembly tooling and a clamping tooling. The assembly tooling includes a connecting disc that is snapped onto the mounting base, and a plurality of bolt sleeves are evenly distributed along its circumference on the connecting disc. The clamping fixture includes a lower chuck assembly connected to the mounting base, a pull rod movably passing through the lower chuck assembly along its axial direction, and an upper chuck assembly engaging the pull rod to clamp the aircraft wheel hub.

[0008] Preferably, the lower chuck assembly includes a lower chuck, on which a lower locking sleeve is fixed, and lower locking balls are distributed circumferentially on the lower locking sleeve. A lower guide sleeve is floatingly connected to the lower chuck along its axial direction. The lower guide sleeve is movably sleeved on the lower locking sleeve, and the lower guide sleeve can be locked and fixed to the lower locking sleeve by the lower locking balls. The pull rod passes through the lower retaining sleeve, and the pull rod can be engaged and fixed with the lower retaining sleeve by the lower retaining ball.

[0009] Preferably, the upper chuck assembly includes an upper chuck, on which an upper snap-fit ​​sleeve is fixed, and upper snap-fit ​​balls are distributed circumferentially on the upper snap-fit ​​sleeve. An upper guide sleeve is floatingly connected to the upper chuck along its axial direction. The upper guide sleeve is movably sleeved on the upper snap-fit ​​sleeve, and the upper guide sleeve can be snapped and fixed to the upper snap-fit ​​sleeve by the upper snap-fit ​​balls. The pull rod passes through the upper snap-fit ​​sleeve, and the pull rod can be snapped and fixed to the upper snap-fit ​​sleeve by the upper snap-fit ​​ball.

[0010] Preferably, the mounting base is provided with a mounting plate surface, and the mounting plate surface is provided with mounting slots; The connecting plate has a connecting pin on one side facing the mounting plate surface that mates with the mounting slot. After the connecting pin is inserted into the corresponding mounting slot, it is pressed by a miniature cylinder on the mounting base.

[0011] Preferably, the dual-axis tightening shaft box includes a housing, in which a variable pitch lead screw is provided in the horizontal direction. Two electric tightening shafts are movably connected to the variable pitch lead screw through two lead screw nuts. Both electric tightening shafts are arranged in the vertical direction. The variable pitch lead screw is driven by a servo motor. The bottom of the housing is provided with a through groove, through which the lower ends of the two electric tightening shafts pass. An industrial camera and a smart ring light are located at the center of the two electric tightening shafts at the bottom of the housing. The industrial camera, the smart ring light, the servo motor, and the drive unit of the electric tightening shafts are all connected to the industrial control computer.

[0012] In this solution, an industrial camera and intelligent ring lighting upload the tire bolt position data to an industrial control computer for data processing. Then, the industrial control computer controls a six-axis robot to move a dual-axis tightening axle box to directly above the aircraft tire. It also controls a servo motor to drive a variable pitch screw to adjust the distance between the two electric tightening axes to match the distance between the two corresponding bolts on the aircraft tire. After that, the two electric tightening axes move down to tighten the bolts and nuts at the corresponding positions.

[0013] Preferably, a slide rail is provided in the horizontal direction inside the housing, and the two lead screw nuts are slidably connected on the slide rail.

[0014] With this configuration, when the variable pitch screw adjusts the distance between the two electric tightening shafts, the screw nut on the variable pitch screw will move horizontally along the slide rail, improving the motion accuracy.

[0015] Preferably, it also includes a transfer trolley, which includes a base, a movable frame movably connected to the base in the horizontal direction, a tire support roller on the movable frame, and a wedge-shaped frame on one side of the base, through which the outer tire enters the movable frame.

[0016] In this scheme, during the pre-assembly of aircraft tires, the outer tire is fed onto a moving frame via a wedge-shaped frame, and then moves with the moving frame to the tire tooling of the tire assembly and flipping device for pre-assembly of the aircraft tires.

[0017] Preferably, the cantilever crane includes a column, the upper end of which is provided with a boom, and an electric hoist is movably connected to the boom in the horizontal direction.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention realizes the pre-assembly and flipping of aircraft tires through a tire assembly and flipping device, and realizes the control actions of a six-axis robot and a dual-axis tightening axle box through an industrial control computer, and controls the automatic tightening process of the dual-axis tightening axle box, thereby realizing the automation process of aircraft tire assembly, greatly improving the assembly efficiency and quality of aircraft tires, and meeting the needs of mass assembly and processing of aircraft tires. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall system structure of the present invention; Figure 2 for Figure 1 A schematic diagram of the tire assembly and flipping device in the diagram; Figure 3 for Figure 2 Another structural diagram; Figure 4 for Figure 2 A schematic diagram of the structure after removing the tire fixture; Figure 5for Figure 2 A schematic diagram of the tire tooling structure in the diagram; Figure 6 for Figure 5 Another structural diagram from a different angle; Figure 7 for Figure 5 A longitudinal sectional view of the clamping fixture in the image; Figure 8 for Figure 7 A schematic diagram of the clamping fixture in the clamping state; Figure 9 for Figure 1 A schematic diagram of the internal structure of the dual-axis tightening axle box; Figure 10 for Figure 9 Another structural diagram from a different angle; Figure 11 for Figure 1 A schematic diagram of the transfer trolley in the diagram; Figure 12 This is a photograph of a bolt being tightened using the present invention. Detailed Implementation

[0020] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0021] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] As attached Figure 1 -Appendix Figure 11 The aircraft tire assembly and nut automatic tightening system shown mainly includes: Tire assembly and flipping device 9 is used for pre-assembly and flipping of aircraft tires; The dual-axis tightening axle box 8 is used to tighten the nuts on the aircraft tires. The dual-axis tightening axle box 8 is connected to the six-axis robot 3 via a rotary joint. A cantilever crane 4 is used to lift aircraft wheel hubs. The cantilever crane 4 includes a column 41, and a boom 42 is provided at the upper end of the column 41. An electric hoist 43 is movably connected to the boom 42 in the horizontal direction. The industrial control computer 5, the six-axis robot 3 and the dual-axis tightening axle box 8 are electrically connected to the industrial control computer 5, and are used to control the movement of the six-axis robot 3 and the action process of the dual-axis tightening axle box 8 respectively; The transfer trolley 1 is used to transfer the outer tire to the tire assembly and flipping device 9 to realize the assembly of the outer tire and the aircraft wheel hub.

[0023] refer to Figure 10 The transfer trolley 1 includes a base 10, on which a movable frame 11 is movably connected in a horizontal direction. Two tire support rollers 12 are mounted on the movable frame 11, parallel to each other and perpendicular to the moving direction of the movable frame 11. A wedge-shaped frame 13 is provided on one side of the base 10, through which an outer tire enters the movable frame 11. The outer tire is supported and limited on the movable frame 11 by the two tire support rollers 12 and moves with the movable frame 11. A pusher 14 is provided at the rear of the base 10 for easy pushing of the transfer trolley 1 to the desired position.

[0024] This invention first uses a transfer trolley 1 and a tire assembly and flipping device 9 to pre-assemble and flip aircraft tires. Then, an industrial control computer 5 controls a six-axis robot 3 and a dual-axis tightening axle box 8 to tighten the bolts and nuts on the pre-assembled aircraft tires. In this embodiment, the tire assembly and flipping device 9 is mainly for the pre-assembly of split-type wheel hubs.

[0025] refer to Figures 2-4 The tire assembly and flipping device 9 includes a base 91, a flipping seat 92 rotatably connected to the base 91, a mounting seat 93 slidably connected to the flipping seat 92, and a tire tooling 94 detachably connected to the mounting seat 93. The flipping seat 92 can drive the mounting seat 93 and the tire tooling 94 to rotate between the horizontal plane and the vertical plane.

[0026] Specifically, the base 91 is provided with two first hinge supports 951, and a rotating shaft 95 is rotatably connected between the two first hinge supports 951. The axis of the rotating shaft 95 is parallel to the horizontal plane. One end of the flipping seat 92 is fixedly connected to the rotating shaft 95. A second hinge support 961 is provided on the rotating shaft 95. A first hydraulic cylinder 96 is provided on the base 91 along the horizontal direction. The movable end of the first hydraulic cylinder 96 is rotatably connected to the second hinge support 961. The extension and retraction of the first hydraulic cylinder 96 drives the rotating shaft 95 to rotate, and the rotation of the rotating shaft 95 synchronously drives the flipping seat 92 to rotate between the horizontal and vertical planes.

[0027] The rotating shaft 95 is equipped with a connecting seat 971, on which a second hydraulic cylinder 97 is mounted. The movable end of the second hydraulic cylinder 97 is connected to the mounting seat 93. The tilting seat 92 is equipped with a tilting slide rail 921, and the mounting seat 93 is slidably connected to the tilting slide rail 921 via a slider 922. When the tilting seat 92 is in a vertical position, the action of the second hydraulic cylinder 97 can drive the mounting seat 93 to slide up and down along the tilting seat 92, thereby moving the aircraft hub to a suitable position.

[0028] refer to Figures 5-7 The tire fixture 94 includes an assembly fixture and a clamping fixture. The assembly fixture includes a connecting disc 941 that is snapped onto the mounting base 93. The connecting disc 941 has an annular structure, and the inner diameter of the central hole of the annular structure is larger than the outer diameter of the lower chuck 9451. Multiple bolt sleeves 942 are evenly distributed along the circumference of the connecting disc 941, and the bolt sleeves 942 extend axially along the connecting disc 941. The number of bolt sleeves 942 matches the aircraft wheel hub model; different models of aircraft wheel hubs have different numbers of bolts. When assembling different models of aircraft tire wheel hubs, only the matching assembly fixture needs to be selected and installed on the mounting base 93.

[0029] refer to Figure 4 The mounting base 93 is provided with a mounting plate 931, which is generally disc-shaped. The mounting plate 931 is provided with mounting slots 932, which are elongated holes. The size of one end of the elongated hole is larger than the size of other positions, so that the connecting pin 943 can pass through the mounting slot 932 from the larger position for installation.

[0030] The connecting plate 941 has a connecting pin 943 on one side facing the mounting plate surface 931, which mates with the mounting slot 932. The connecting pin 943 extends axially along the connecting plate 941, and the connecting pin 943 and the bolt sleeve 942 are respectively located on the two end faces of the connecting plate 941. The connecting pin 943 is inserted into the corresponding mounting slot 932 and rotated at a certain angle before being pressed by a miniature cylinder 933 on the mounting base 93. The connecting pin 943 is rotated at a certain angle after being inserted into the mounting slot 932 to avoid the large size position of the mounting slot 932. The number and position of the miniature cylinders 933 correspond to those of the connecting pins 943. The miniature cylinders 933 press and fix the connecting pins 943 on the mounting plate surface 931 to prevent the connecting pins 943 from moving freely and coming out of the mounting slot 932 during the assembly process.

[0031] refer to Figure 7 , Figure 8 and Figure 3The clamping fixture includes a lower chuck assembly 945 connected to the mounting plate surface 931 of the mounting base 93. A pull rod 944 is movably threaded through the lower chuck assembly 945 along its axial direction. An upper chuck assembly 946 is engaged with the pull rod 944, thereby clamping the aircraft wheel hub. A third hydraulic cylinder 947 is provided on the mounting base 93 along the axial direction of the pull rod 944, and the movable end of the third hydraulic cylinder 947 is connected to the end of the pull rod 944.

[0032] Specifically, the lower chuck assembly 945 includes a lower chuck 9451, which is rigidly connected to the center of the mounting plate 931 by screws. The lower chuck 9451 has a central through hole 9450 at its center. A lower retaining sleeve 9454 is fixed on the lower chuck 9451. The central axis of the lower retaining sleeve 9454 is on the same straight line as the axis of the central through hole 9450 of the lower chuck 9451. A pull rod 944 passes through the lower retaining sleeve 9454 and its lower end extends into the central through hole 9450 of the lower chuck 9451. The movable end of the third hydraulic cylinder 947 extends into the central through hole 9450 of the lower chuck 9451 and is connected to the pull rod 944. The lower locking sleeve 9454 has lower locking balls 9455 distributed circumferentially, and the lower locking balls 9455 are movably connected to the lower locking sleeve 9454. The lower chuck 9451 is axially connected to a lower guide sleeve 9452, which is movably sleeved on the lower locking sleeve 9454 and coaxially arranged with the lower locking sleeve 9454. The inner side of the lower guide sleeve 9452 is provided with a first locking groove 9453, and the lower locking balls 9455 can be locked into the first locking groove 9453 to realize the locking and fixing of the lower guide sleeve 9452 and the lower locking sleeve 9454 by the lower locking balls 9455.

[0033] The pull rod 944 has multiple snap-fit ​​grooves 9440 distributed along its length. When the pull rod 944 is inserted into the lower snap-fit ​​sleeve 9454 and adjusted to the correct position, the lower snap-fit ​​ball 9455 can snap into the corresponding snap-fit ​​groove 9440 to achieve the snap-fit ​​fixation of the pull rod 9444 to the lower snap-fit ​​sleeve 9454 through the lower snap-fit ​​ball 9455.

[0034] The floating mechanism of the lower guide sleeve 9452 is specifically configured such that blind holes are distributed on the lower chuck 9451, and multiple first springs 9456 are installed inside the blind holes. The multiple first springs 9456 are distributed around the lower clamping sleeve 9454 in a circumferential manner, and one end of the first spring 9456 is connected to the lower chuck 9451, and the other end is connected to the lower guide sleeve 9452. The lower guide sleeve 9452 floats up and down through the first springs 9456.

[0035] In the initial state, the lower retaining ball 9455 is engaged in the first retaining slot 9453 (see reference). Figure 7After the pull rod 944 is installed, press down the guide sleeve 9452. The lower locking ball 9455 will disengage from the first locking groove 9453 and then lock into the locking ring groove 9440 on the pull rod 944 (see reference). Figure 8 This enables the installation of the tie rod 944.

[0036] The structure and principle of the upper chuck assembly 946 are similar to those of the lower chuck assembly 945. Specifically, the upper chuck assembly 946 includes an upper chuck 9461, on which an upper locking sleeve 9464 is fixed. Upper locking balls 9465 are distributed circumferentially on the upper locking sleeve 9464, and the upper locking balls 9465 are movably connected to the upper locking sleeve 9464. An upper guide sleeve 9462 is floatingly connected to the upper chuck 9461 along its axial direction. The upper guide sleeve 9462 is movably sleeved on the upper locking sleeve 9464 and coaxially arranged with the upper locking sleeve 9464. A second locking groove 9463 is provided on the inner side of the upper guide sleeve 9462, and the upper locking balls 9465 can be locked into the second locking groove 9463, so that the upper guide sleeve 9462 is fixed to the upper locking sleeve 9464 by the locking balls 9465.

[0037] The floating mechanism of the upper guide sleeve 9462 is specifically configured such that multiple second springs 9466 are provided on the upper chuck 9461, and the multiple second springs 9466 are distributed circumferentially along the upper snap sleeve 9464. One end of the second spring 9466 is connected to the upper chuck 9461, and the other end is connected to the upper guide sleeve 9462.

[0038] The upper chuck assembly 946 is sleeved on the pull rod 944. When the positions of the pull rod 944 and the upper chuck assembly 946 are adjusted so that the upper chuck 9461 clamps the aircraft wheel hub, the upper locking ball 9465 can be locked into the corresponding locking ring groove 9440, so that the pull rod 944 is fixed to the upper locking sleeve 9464 through the locking ball 9465, that is, the upper chuck assembly 946 is fixed on the pull rod 944.

[0039] Similarly, in the initial state, the upper locking ball 9465 on the upper chuck assembly 946 is engaged in the second slot 9463 (see reference). Figure 7 When the upper chuck assembly 946 is fitted onto the pull rod 944 and the position of the upper chuck assembly 946 on the pull rod 944 is adjusted to clamp the aircraft wheel hub, pressing the upper guide sleeve 9462 causes the upper locking ball 9465 to disengage from the second locking groove 9463 and then lock into the corresponding locking ring groove 9440 on the pull rod 944 (see reference). Figure 8 This allows the upper chuck assembly 946 to be fixed in position on the pull rod 944, i.e., to clamp the aircraft wheel hub.

[0040] refer to Figure 9 and Figure 10The dual-axis tightening axle box 8 includes a housing 81. A variable-pitch lead screw 84 is horizontally mounted inside the housing 81. Two electrically operated tightening shafts 82 are movably connected to the variable-pitch lead screw 84 via two lead screw nuts. Both electrically operated tightening shafts 82 are vertically positioned, and the distance between them is adjustable to accommodate different tire models. The variable-pitch lead screw 84 is driven by a servo motor 840. A slide rail 850 is horizontally mounted inside the housing 81, and the two lead screw nuts are slidably connected to this slide rail 850. A connecting flange 88 is located at the rear of the housing 81, and this connecting flange 88 is connected to a rotary joint.

[0041] The bottom of the housing 81 is provided with a through groove 83, through which the lower ends of the two electric tightening shafts 82 pass. An industrial camera 86 and an intelligent ring light 87 are provided at the center of the two electric tightening shafts 82 at the bottom of the housing 81. The industrial camera 86, the intelligent ring light 87, the servo motor 840 and the drive unit of the electric tightening shafts 82 are all electrically connected to the industrial control computer 5.

[0042] During the tightening process, different aircraft tire models have different bolt hole spacings, so the spacing between the two electric tightening shafts 82 will be adjusted accordingly. The bolt hole spacing of the corresponding workpiece is obtained through the industrial camera 86 and the intelligent ring light 87, and fed back to the industrial control computer 5. The industrial control computer 5 controls the servo motor 840 to drive the variable pitch screw 84 to adjust the spacing between the two electric tightening shafts 82 to the spacing corresponding to the bolt holes of the workpiece model.

[0043] Specific pre-tightening strategy: Step 1 (Synchronous Pre-tightening): All tightening shafts are simultaneously brought in at low speed and low torque (such as 20% of the final torque) to eliminate gaps between parts and ensure that the initial state is consistent; Main tightening strategy (core innovation sequence): Employ a "cross-symmetrical" path, for example, for 12 bolts, in a diagonal order (see reference). Figure 12 Tighten to the required torque, ensuring that the previous set of bolts reaches the set torque value before triggering the next set.

[0044] Final tightening strategy: After reaching the target torque, the "angle monitoring method" can be used to check for consistency: add a small rotation angle (such as 30°) to all bolts and monitor whether the torque increment is within a narrow window to determine the consistency of the friction coefficient and clamping force.

[0045] The core process during tightening is as follows: visual coarse positioning → robot positioning → fine positioning and adaptive matching of bolt holes → servo pitch adjustment → group tightening (including sequence control) → real-time monitoring and pass / fail judgment → data upload and report generation.

[0046] The core logic during tightening is to collect the torque (T) of each tightening shaft in real time and ensure that the final torque value falls within the preset target value - lower limit, or target value + upper limit range. The specific control process of the tightening shaft is existing technology and will not be described in further detail here.

[0047] The working principle of this invention is as follows: The process of using this invention includes two main steps: pre-assembly of aircraft tires and tightening of bolts and nuts. (1) Pre-assembly of aircraft tires First, adjust the tilting seat 92 to a horizontal position. Connect the lower chuck assembly 945 of the assembly fixture and clamping fixture to the mounting base 93 respectively. Install the pull rod 944 on the lower chuck assembly 945 and connect it to the movable end of the third hydraulic cylinder 947. Connect the first hub of the split-type wheel hub to the assembly fixture, specifically, the center shaft hole of the first hub passes through the pull rod 944, and the bolt sleeve 942 of the assembly fixture extends into the bolt hole on the first hub. Then, install the upper chuck assembly 946 onto the pull rod 944. The third hydraulic cylinder 947 drives the pull rod 944 to move, causing the upper chuck 9461 to clamp the first hub. After clamping, the upper locking ball 9465 will engage in the corresponding locking ring groove 9440, fixing the pull rod 944 to the upper locking assembly 946, thus achieving the clamping of the first hub by the upper chuck assembly 946. The rear tilting seat 92 is tilted to a vertical position, and the outer tire is moved to the tire assembly tilting device 9 by the transfer trolley 1 and put on the first wheel hub. Then the tilting seat 92 is tilted to a horizontal position, the pull rod 944 is pulled and the upper guide sleeve 9462 is pressed to make the upper locking ball 9465 lock into the second locking groove 9463. At this time, the pull rod 944 is disengaged from the upper chuck assembly 946, and the upper chuck assembly 946 can be removed. The second wheel hub of the split wheel hub is assembled onto the first wheel hub. The assembly process of the second wheel hub is similar to that of the first wheel hub. Both are connected to the tire tooling through the central shaft hole and the circumferential bolt holes. After the second wheel hub is assembled, the upper chuck assembly 946 is installed again and the clamping action of the upper chuck assembly 946 is repeated to clamp the assembled aircraft wheel hub and carry out the subsequent bolt and nut tightening process. (2) Tighten the bolts and nuts First, the workpiece is identified using an industrial camera 86 and an intelligent ring light 87 to quickly locate the reference point, and the information is uploaded to the industrial control computer 5. The industrial control computer 5 controls the working coordinate system of the six-axis robot 3 to align the theoretical bolt hole position in the six-axis robot 3 program with the actual position of the workpiece. Then, the industrial control computer 5 controls the servo motor 840 to drive the variable pitch screw 84 to adjust the distance between the two electric tightening shafts 82 to the distance corresponding to the bolt hole of the workpiece of this model. The variable pitch range between the two electric tightening shafts 82 is 300~500mm. The two electric tightening shafts 82 begin tightening. When a set of bolts and nuts reaches the set torque value, the industrial control computer 5 controls the six-axis robot 3 to rotate the dual-axis tightening shaft box 8 by a certain angle to tighten the next set of bolts and nuts, until all bolts and nuts on the aircraft tire are tightened.

[0048] The preferred embodiments of the present invention have been described above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. An automatic nut tightening system for aircraft tire assembly, characterized in that, include: Tire assembly and flipping device (9) is used for pre-assembly and flipping of aircraft tires; A dual-axis tightening axle box (8) is used to tighten the bolts and nuts on the aircraft tires. The dual-axis tightening axle box (8) is connected to the six-axis robot (3) via a rotary joint. Cantilever crane (4) is used to lift aircraft wheel hubs; The industrial control computer (5) is electrically connected to the six-axis robot (3) and the dual-axis tightening axle box (8) respectively, and is used to control the movement of the six-axis robot (3) and the action process of the dual-axis tightening axle box (8).

2. The aircraft tire assembly and nut automatic tightening system according to claim 1, characterized in that: The tire assembly flipping device (9) includes a base (91), a flipping seat (92) is rotatably connected to the base (91), a mounting seat (93) is slidably connected to the flipping seat (92), and a tire fixture (94) is detachably connected to the mounting seat (93). The flipping seat (92) can drive the mounting seat (93) and the tire fixture (94) to rotate between the horizontal plane and the vertical plane.

3. The aircraft tire assembly and nut automatic tightening system according to claim 2, characterized in that: The tire fixture (94) includes an assembly fixture and a clamping fixture. The assembly fixture includes a connecting plate (941) that is snapped onto the mounting base (93). Multiple bolt sleeves (942) are evenly distributed along the circumference of the connecting plate (941). The clamping fixture includes a lower chuck assembly (945) connected to the mounting base (93), on which a pull rod (944) is movably inserted along its axial direction, and an upper chuck assembly (946) is engaged with the pull rod (944) to clamp the aircraft wheel hub.

4. The aircraft tire assembly and nut automatic tightening system according to claim 3, characterized in that: The lower chuck assembly (945) includes a lower chuck (9451), on which a lower locking sleeve (9454) is fixed. Lower locking balls (9455) are distributed circumferentially on the lower locking sleeve (9454). A lower guide sleeve (9452) is floatingly connected to the lower chuck (9451) along its axial direction. The lower guide sleeve (9452) is movably sleeved on the lower locking sleeve (9454). The lower guide sleeve (9452) can be locked and fixed to the lower locking sleeve (9454) by the lower locking balls (9455). The pull rod (944) passes through the lower retaining sleeve (9454), and the pull rod (944) can be engaged and fixed with the lower retaining sleeve (9454) by the lower retaining ball (9455).

5. The aircraft tire assembly and nut automatic tightening system according to claim 4, characterized in that: The upper chuck assembly (946) includes an upper chuck (9461), on which an upper snap-fit ​​sleeve (9464) is fixed. Upper snap-fit ​​balls (9465) are distributed circumferentially on the upper snap-fit ​​sleeve (9464). An upper guide sleeve (9462) is floatingly connected to the upper chuck (9461) along its axial direction. The upper guide sleeve (9462) is movably sleeved on the upper snap-fit ​​sleeve (9464). The upper guide sleeve (9462) can be snapped and fixed to the upper snap-fit ​​sleeve (9464) by the upper snap-fit ​​balls (9465). The pull rod (944) passes through the upper snap-fit ​​sleeve (9464), and the pull rod (944) can be snapped and fixed to the upper snap-fit ​​sleeve (9464) by the upper snap-fit ​​ball (9465).

6. The aircraft tire assembly and nut automatic tightening system according to claim 3, characterized in that: The mounting base (93) is provided with a mounting plate (931), and mounting slots (932) are distributed on the mounting plate (931). The connecting plate (941) has a connecting pin (943) on one side facing the mounting plate surface (931) that matches the mounting slot (932). After the connecting pin (943) is inserted into the corresponding mounting slot (932), it is pressed by a miniature cylinder (933) on the mounting base (93).

7. The aircraft tire assembly and nut automatic tightening system according to claim 1, characterized in that: The dual-axis tightening shaft box (8) includes a housing (81), inside which a variable pitch lead screw (84) is provided in the horizontal direction. Two electric tightening shafts (82) are movably connected to the variable pitch lead screw (84) through two lead screw nuts. Both electric tightening shafts (82) are arranged in the vertical direction. The variable pitch lead screw (84) is driven by a servo motor (840). The bottom of the housing (81) is provided with a through groove (83), and the lower ends of the two electric tightening shafts (82) pass through the through groove (83). An industrial camera (86) and an intelligent ring light (87) are provided at the center of the two electric tightening shafts (82) at the bottom of the housing (81). The driving parts of the industrial camera (86), the intelligent ring light (87), the servo motor (840) and the electric tightening shafts (82) are all electrically connected to the industrial computer (5).

8. The aircraft tire assembly and nut automatic tightening system according to claim 7, characterized in that: The housing (81) is provided with a slide rail (850) along the horizontal direction, and the two lead screw nuts are slidably connected on the slide rail (850).

9. The aircraft tire assembly and nut automatic tightening system according to claim 1, characterized in that: It also includes a transfer trolley (1), which includes a base (10) and a movable frame (11) connected to the base (10) in the horizontal direction. The movable frame (11) is provided with a tire support roller (12). A wedge frame (13) is provided on one side of the base (10), and the outer tire enters the movable frame (11) through the wedge frame (13).

10. The aircraft tire assembly and nut automatic tightening system according to claim 1, characterized in that: The cantilever crane (4) includes a column (41), and a boom (42) is provided at the upper end of the column (41). An electric hoist (43) is movably connected to the boom (42) in the horizontal direction.

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