Aircraft wing component fatigue crack detection equipment

Abstract

The invention discloses fatigue crack detection equipment for aircraft wing components, and relates to the technical field of fatigue crack detection. Comprising a detection platform, a conveying seat and conveying rollers, multiple sets of conveying rollers are arranged on the side wall of the conveying seat, a driving assembly is arranged on the surfaces of the conveying rollers, a first sliding seat and a second sliding seat are slidably installed on the side wall of the conveying seat, a rotating seat is rotatably installed on the side wall of the first sliding seat, and a moving roller is rotatably installed in the rotating seat; a turnover assembly is arranged in the rotating seat, a rotating rod is fixed to the side wall of the rotating seat, limiting seats are fixed to the two ends of the rotating rod, sliding baffles are installed in the limiting seats, locking blocks are arranged in the limiting seats, and rotating blocks are installed on the side walls of the sliding baffles. Manual intervention or additional electric equipment is not needed, turning-over work of components can be automatically completed through rotation kinetic energy of the conveying rollers, and comprehensiveness and accuracy of crack screening are guaranteed.

Description

Technical Field

[0001] This invention relates to the field of fatigue crack detection technology, specifically to a fatigue crack detection device for aircraft wing components. Background Technology

[0002] The wing is a key component for generating lift in an aircraft, typically composed of skin, spars, ribs, stringers, and moving surfaces such as flaps and ailerons. During long-term service, the wing structure repeatedly experiences alternating stresses from aerodynamic loads, maneuvering loads, ground-to-air-to-ground cyclic loads, and cabin pressurization loads, leading to the gradual initiation of fatigue cracks in holes, edges, or joints. If these cracks are not detected in time, they may propagate under continuous stress, eventually causing structural failure and seriously threatening flight safety. Several aviation accidents have historically been caused by wing fatigue cracks, highlighting the urgent need for early crack detection in wing components.

[0003] To identify fatigue cracks, the industry initially relied on manual visual inspection. This method was not only inefficient but also susceptible to subjective factors, making it difficult to guarantee the accuracy and consistency of the inspection results. Automated inspection equipment based on industrial vision and image sensing technologies has gradually been introduced into the crack screening process for wing components due to its ability to achieve non-contact, high-efficiency, high-resolution imaging and automated analysis of component surface morphology. Such equipment typically uses high-resolution industrial cameras to acquire surface images of components, which are then automatically analyzed by a processing unit to achieve non-contact, high-efficiency inspection. This is particularly suitable for the early identification of surface cracks in detachable components such as flaps and ailerons. Its standardized operating mode helps improve inspection consistency and provides reliable technical support for fatigue life assessment of wing components.

[0004] However, existing inspection equipment still has significant limitations. Most devices can only capture images of the exposed surface of wing components facing upwards, effectively inspecting only one facing surface of the components on the conveyor mechanism, and cannot cover the other side of the components. Taking flaps and ailerons as examples, their curved structure and installation posture make it difficult for some surfaces to be fully covered by the camera. To complete double-sided inspection, the current process often requires interrupting the conveyor line after the first side inspection, relying on manual intervention or additional mechanical devices for flipping and repositioning operations. This process not only disrupts the continuous automated operation of the production line and extends the inspection cycle, but also introduces uncertainty from human operation, affecting overall efficiency and reliability. Therefore, there is an urgent need for a technical solution that can achieve automatic flipping of components and continuous double-sided inspection to eliminate blind spots, ensure the integrity of screening, and maintain the efficient operation of automated production lines.

[0005] To address the aforementioned issues, innovative design based on existing methods is urgently needed. Summary of the Invention

[0006] The purpose of this invention is to provide a fatigue crack detection device for aircraft wing components, in order to solve the problems of low reliability and low detection efficiency of existing detection devices mentioned in the background. The technical solution of this invention addresses the problem that the existing technical solutions are too simplistic and provides a solution that is different from the existing technology.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a fatigue crack detection device for aircraft wing components, comprising a detection platform, a conveyor seat, and conveyor rollers. Multiple sets of conveyor rollers are arranged on the sidewall of the conveyor seat. A driving assembly is arranged on the surface of each conveyor roller. A first sliding seat and a second sliding seat are slidably mounted on the sidewall of the conveyor seat. A rotating seat is rotatably mounted on the sidewall of the first sliding seat. A movable roller is rotatably mounted inside the rotating seat. A flipping assembly is arranged inside the rotating seat. A rotating rod is fixed to the sidewall of the rotating seat. Limit seats are fixed at both ends of the rotating rod. A sliding baffle is installed inside the limit seat. A locking block is arranged inside the limit seat. A rotating block is installed on the sidewall of the sliding baffle. An industrial camera is fixed on the detection platform, and the industrial camera is located above the conveyor seat. The drive assembly includes a drive gear fixed in the middle of the conveying roller and a transmission gear fixed in the middle of the moving roller. It also includes a first limiting groove opened on the side wall of the first sliding seat and a ratchet disposed inside the conveying seat. Additionally, it includes two reset blocks symmetrically fixed on the side wall of the rotating seat.

[0008] Preferably, a return spring is provided on the side wall of the first sliding seat, and the first sliding seat is connected to the conveying seat through the return spring. The position of the ratchet corresponds to the first limiting groove.

[0009] Preferably, the rotating seat is located inside the second sliding seat, and the position of the reset block corresponds to the ratchet.

[0010] Preferably, the top of the sliding baffle is designed at an angle, and electric push rods are provided on both sides of the limiting seat.

[0011] Preferably, a locking spring is provided at the bottom of the sliding baffle, and the side wall of the rotating block is in close contact with the locking block.

[0012] Preferably, the flipping assembly includes a pulling block fixed inside the rotating seat and a pushing block fixed to the side wall of the moving roller, and also includes a second limiting groove opened in the side wall of the rotating seat and a limiting block that elastically limits sliding inside the second sliding seat.

[0013] Preferably, the side wall of the traction block is provided with a tension spring, and the traction block is connected to the push block through the tension spring.

[0014] Preferably, two limiting blocks are symmetrically installed inside the second sliding seat, and the ends of the limiting blocks are designed at an angle.

[0015] Preferably, the position of the limiting block corresponds to the second limiting groove, and the end of the pushing block is in close contact with the inner wall of the rotating seat.

[0016] Compared with the prior art, the beneficial effects of the present invention are: This invention achieves efficient and automated flipping operations during component inspection, improving inspection efficiency and continuity. Specifically, through the coordinated action of a rotating rod, a limiting seat, a sliding baffle, a conveyor roller, and a drive assembly, the component naturally presses against the sliding baffle as it completes its initial inspection and moves with the conveyor roller, triggering the drive assembly to initiate the flipping action. During the flipping process, the component is smoothly rotated to face up, and after flipping, the limiting seat is automatically released, allowing it to continue flowing to the next process with the conveyor roller. The entire process requires no interruption of the production line, ensuring comprehensive crack detection and improving the overall efficiency of batch inspection.

[0017] This invention achieves precision and stability in the component flipping process, improving the continuity of post-flipping conveying. Specifically, through the synergistic action of a locking block, a rotating block, and a flipping component, the rotation angle of the rotating rod is precisely limited to 180°, allowing the component to flip smoothly and effectively preventing posture deviation. After flipping, the sliding baffle is pressed by the conveyor seat, which in turn drives the locking block and rotating block to work together to automatically complete the positioning and locking, ultimately ensuring that this locked state does not affect the smooth conveying of the component. No manual intervention is required throughout the process, ensuring the accuracy and continuity of crack screening. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a schematic diagram of the structure of the conveyor seat and conveyor rollers of the present invention; Figure 3 This is a cross-sectional view of the conveyor seat of the present invention; Figure 4 For the present invention Figure 3 Enlarged structural diagram at point A in the middle; Figure 5 This is a partial structural diagram of the present invention; Figure 6 This is a schematic diagram of the structure of the rotating rod, limiting seat, sliding baffle and moving roller of the present invention; Figure 7 For the present invention Figure 6 Enlarged structural diagram at point B; Figure 8 For the present invention Figure 6 Enlarged structural diagram at point C; Figure 9 This is a schematic diagram of the moving roller, rotating rod, and limiting seat of the present invention; Figure 10For the present invention Figure 9 Enlarged structural diagram at point D.

[0019] In the diagram: 1. Detection platform; 101. Industrial camera; 2. Conveyor seat; 201. Conveyor roller; 202. Drive gear; 203. Ratchet; 3. Moving roller; 301. Transmission gear; 302. Push block; 4. Rotating seat; 401. Pulling block; 402. Second limiting groove; 403. Reset block; 5. Rotating rod; 501. Limiting seat; 502. Sliding baffle; 503. Locking block; 504. Rotating block; 6. First sliding seat; 601. First limiting groove; 7. Second sliding seat; 701. Limiting block. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are merely some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0021] Please see Figures 1-10 This invention provides a technical solution: a fatigue crack detection device for aircraft wing components, including a detection platform 1, a conveyor seat 2, and conveyor rollers 201. Multiple sets of conveyor rollers 201 are arranged on the side wall of the conveyor seat 2. A driving component is arranged on the surface of each conveyor roller 201. A first sliding seat 6 and a second sliding seat 7 are slidably installed on the side wall of the conveyor seat 2. A rotating seat 4 is rotatably installed on the side wall of the first sliding seat 6. A movable roller 3 is rotatably installed inside the rotating seat 4. A flipping component is arranged inside the rotating seat 4. A rotating rod 5 is fixed to the side wall of the rotating seat 4. Limit seats 501 are fixed at both ends of the rotating rod 5. A sliding baffle 502 is installed inside the limit seat 501. A locking block 503 is arranged inside the limit seat 501. A rotating block 504 is installed on the side wall of the sliding baffle 502. An industrial camera 101 is fixed on the detection platform 1, located above the conveyor seat 2. The drive assembly includes a drive gear 202 fixed in the middle of the conveying roller 201, a transmission gear 301 fixed in the middle of the moving roller 3, a first limiting groove 601 opened on the side wall of the first sliding seat 6, a ratchet 203 disposed inside the conveying seat 2, and two reset blocks 403 symmetrically fixed on the side wall of the rotating seat 4.

[0022] In one embodiment of the present invention, a return spring is provided on the side wall of the first sliding seat 6. The first sliding seat 6 is connected to the conveying seat 2 through the return spring. The position of the ratchet 203 corresponds to the first limiting groove 601. When the first limiting groove 601 moves to the position corresponding to the ratchet 203, the ratchet 203 quickly engages in the limiting groove, and the position of the first sliding seat 6 is locked by mechanical engagement, providing support for the stable rotation of the rotating seat 4.

[0023] In one embodiment of the present invention, the rotating seat 4 is located inside the second sliding seat 7, and the position of the reset block 403 corresponds to the ratchet 203. When the rotating seat 4 completes a 180° rotation, the reset block 403 on its side wall rotates to the ratchet 203. Through mechanical compression, the ratchet 203 is forced to disengage from the first limiting groove 601 of the first sliding seat 6, ensuring that the first sliding seat 6 quickly returns to its initial position under the action of the reset spring, thus preparing for the next component inspection process.

[0024] In one embodiment of the present invention, the top of the sliding baffle 502 is designed with an angle, and electric push rods are provided on both sides of the limiting seat 501. The angled structure of the sliding baffle 502 can guide the surface of the component to naturally fit the top of the sliding baffle 502. The horizontal thrust of the component is smoothly converted into a force that drives the sliding baffle 502 to slide inward through the inclined contact surface. The electric push rods on both sides of the limiting seat 501 are controlled by pressure sensors installed on the side wall of the limiting seat 501 to sense the position of the component in real time, firmly clamp the component, and prevent the component from shifting or shaking during the 180° rotation of the rotating seat 4.

[0025] In one embodiment of the present invention, a locking spring is provided at the bottom of the sliding baffle 502, and the side wall of the rotating block 504 is in close contact with the locking block 503. The locking spring always applies an outward elastic force to the sliding baffle 502. When the top of the sliding baffle 502 is squeezed, it overcomes the spring force and contracts inward. The rotating block 504 on its side wall moves synchronously with the baffle. Because it is always in close contact with the guide slope of the locking block 503, it will rotate adaptively along the slope. The rotating block 504 and the locking block 503 are mechanically engaged, thereby locking the sliding baffle 502.

[0026] In one embodiment of the present invention, the flipping assembly includes a pulling block 401 fixed inside the rotating seat 4 and a pushing block 302 fixed to the side wall of the moving roller 3. It also includes a second limiting groove 402 formed in the side wall of the rotating seat 4 and a limiting block 701 elastically limited and slidable inside the second sliding seat 7. When the conveying roller 201 drives the moving roller 3 to rotate via the drive gear 202, the pushing block 302 on the side wall of the moving roller 3 rotates synchronously with it, first pressing the limiting block 701 elastically limited within the second sliding seat 7. Upon being pushed, the straight sidewall partially disengages from the second limiting groove 402 of the rotating seat 4, leaving only the angled end stuck within the second limiting groove 402. This provides the initial conditions for unlocking the rotating seat 4. At this time, the pulling block 401 inside the rotating seat 4 exhibits a flipping tendency under the action of the tension spring, causing the rotating seat 4 to begin rotating. During the rotation, the groove wall of the second limiting groove 402 presses against the angled end of the limiting block 701, forcing the limiting block 701 to completely exit the groove, releasing the rigid constraint on the rotating seat 4, and ensuring that the rotating seat 4 can be freely flipped. When the rotating seat 4 is precisely flipped 180°, the second limiting groove 402, symmetrically opened on the other side, rotates precisely to the position of the limiting block 701. Under the action of the elastic force, the limiting block 701 re-engages into the second limiting groove 402, completing the limiting and locking of the rotating seat 4, ensuring the stability of the component's posture after flipping.

[0027] As one embodiment of the present invention, a tension spring is provided on the side wall of the traction block 401. The traction block 401 is connected to the push block 302 through the tension spring. The tension spring elastically connects the traction block 401 and the push block 302, ensuring the smooth output of the flipping power. The elastic connection realizes the coordinated action of flipping and unlocking.

[0028] As one embodiment of the present invention, two limiting blocks 701 are symmetrically installed inside the second sliding seat 7. The ends of the limiting blocks 701 are designed with bevels. The symmetrically installed limiting blocks 701 correspond to the two locking positions before and after the rotating seat 4 is flipped, ensuring the 180° flipping angle accuracy.

[0029] In one embodiment of the present invention, the position of the limiting block 701 corresponds to the position of the second limiting groove 402, and the end of the pushing block 302 is in close contact with the inner wall of the rotating seat 4, so as to ensure that the pushing block 302 can squeeze the angled end of the limiting block 701 when it moves, thus triggering the unlocking action.

[0030] The specific working process of this invention is as follows: When using the aircraft wing component fatigue crack detection equipment, the wing component to be inspected is first transported by the conveyor rollers 201 on the conveyor seat 2 to the fixed inspection station below the industrial camera 101. The system automatically triggers visual scanning to complete the crack detection on the front surface of the component. After the front surface inspection is completed, the component continues to be transported with the conveyor rollers 201. The component naturally contacts and presses against the sliding baffle 502. The sliding baffle 502, through the force transmission of the rotating rod 5, drives the first sliding seat 6 to slide smoothly within the conveyor seat 2. When the first limiting groove 601 on the first sliding seat 6... When the component moves to the bottom of the ratchet 203, the ratchet 203 rotates rapidly and engages in the first limiting groove 601, thus locking the first sliding seat 6. At this time, the transmission gear 301 in the middle of the moving roller 3 meshes with the drive gear 202 in the middle of the conveying roller 201 to achieve power transmission. Meanwhile, the pressure sensor installed on the side wall of the limiting seat 501 captures the component position signal in real time. The controller drives the electric push rods set on both sides of the limiting seat 501 to extend synchronously and firmly clamp the component, effectively preventing the component from shifting during the flipping process and ensuring detection accuracy. As the conveying roller 201 continues to rotate, the moving roller 3 rotates through the meshing of the transmission gear 301 and the drive gear 202. The push block 302 fixed at its end rotates accordingly. When the end of the push block 302 rotates to the position of the limiting block 701, it gradually squeezes the limiting block 701, causing the straight side wall of the limiting block 701 to exit from the second limiting groove 402, leaving only the angled end stuck in the second limiting groove 402. The moving roller 3 continues to rotate, and through the tension spring, it drives the pulling block 401, causing the rotating seat 4 to have a tendency to flip. At this time, the groove wall of the second limiting groove 402 squeezes the angled end of the limiting block 701, causing the limiting block 701 to exit the second limiting groove 402. After the rotating seat 4 is freed from the limiting constraint, it begins to flip smoothly. When the rotating seat 4 flips 180°, the symmetrically installed limiting blocks 701 re-enter the second limiting groove 402 to complete the limiting of the rotating seat 4 and lock the position of the limiting seat 501. After the sliding baffle 502 extending from the limiting seat 501 is flipped along with the rotating seat 4, it naturally contacts and is squeezed by the side wall of the conveyor seat 2. The sliding baffle 502 slides into the limiting seat 501. The rotating block 504 set on the side wall of the sliding baffle 502 moves along the guide trajectory of the locking block 503 and is locked by the locking block 503, thereby positioning the sliding baffle 502. This ensures that only the inclined end of the sliding baffle 502 protrudes from the conveyor roller 201, which does not hinder the smooth conveying of the components after flipping, and provides the triggering conditions for subsequent components to trigger flipping, maintaining the continuity of the production line. At the same time, the reset block 403 fixed to the side wall of the rotating seat 4 contacts and squeezes the ratchet 203 after the rotating seat 4 is flipped, causing the ratchet 203 to rotate and disengage from the first limiting groove 601. The first sliding seat 6 quickly resets under the elastic force of the reset spring, preparing for the next component inspection process. After the flipped component completes the second side inspection, it is transported by the conveyor roller 201. During the process, the component squeezes the inclined end of the sliding baffle 502, pushing the sliding baffle 502 to slide into the limiting seat 501. The rotating block 504 on the side wall of the sliding baffle 502 rotates under the squeezing force, breaking away from the constraint of the locking block 503. Then, under the reset action of the locking spring, the sliding baffle 502 extends out of the limiting seat 501 again, restoring the initial trigger state and forming a complete automated cycle.

[0031] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fatigue crack detection device for aircraft wing components, comprising a detection platform (1), an industrial camera (101), a conveyor seat (2), and conveyor rollers (201), characterized in that: The side wall of the conveyor seat (2) is provided with multiple sets of conveyor rollers (201). The surface of the conveyor rollers (201) is provided with a drive assembly. The side wall of the conveyor seat (2) is slidably installed with a first sliding seat (6) and a second sliding seat (7). The side wall of the first sliding seat (6) is rotatably installed with a rotating seat (4). The rotating seat (4) is rotatably installed with a moving roller (3). The rotating seat (4) is provided with a flipping assembly. The side wall of the rotating seat (4) is fixed with a rotating rod (5). The two ends of the rotating rod (5) are fixed with limit seats (501). The limit seat (501) is installed with a sliding baffle (502). The limit seat (501) is provided with a locking block (503). The side wall of the sliding baffle (502) is installed with a rotating block (504). The detection platform (1) is fixed with an industrial camera (101). The industrial camera (101) is located above the conveyor seat (2). The drive assembly includes a drive gear (202) fixed in the middle of the conveying roller (201) and a transmission gear (301) fixed in the middle of the moving roller (3). It also includes a first limiting groove (601) opened on the side wall of the first sliding seat (6) and a ratchet (203) provided inside the conveying seat (2). It also includes two reset blocks (403) symmetrically fixed on the side wall of the rotating seat (4).

2. The fatigue crack detection equipment for aircraft wing components according to claim 1, characterized in that: The first sliding seat (6) is provided with a return spring on its side wall. The first sliding seat (6) is connected to the conveyor seat (2) through the return spring. The position of the ratchet (203) corresponds to the first limiting groove (601).

3. The fatigue crack detection equipment for aircraft wing components according to claim 1, characterized in that: The rotating seat (4) is located inside the second sliding seat (7), and the position of the reset block (403) corresponds to the ratchet (203).

4. The fatigue crack detection equipment for aircraft wing components according to claim 1, characterized in that: The top of the sliding baffle (502) is designed at an angle, and electric push rods are provided on both sides of the limiting seat (501).

5. The fatigue crack detection equipment for aircraft wing components according to claim 1, characterized in that: A locking spring is provided at the bottom of the sliding baffle (502), and the side wall of the rotating block (504) is in close contact with the locking block (503).

6. The fatigue crack detection equipment for aircraft wing components according to claim 1, characterized in that: The flipping assembly includes a pulling block (401) fixed inside the rotating seat (4) and a pushing block (302) fixed to the side wall of the moving roller (3), and also includes a second limiting groove (402) opened on the side wall of the rotating seat (4) and a limiting block (701) that elastically limits sliding inside the second sliding seat (7).

7. The fatigue crack detection equipment for aircraft wing components according to claim 6, characterized in that: The side wall of the traction block (401) is provided with a tension spring, and the traction block (401) is connected to the push block (302) through the tension spring.

8. The fatigue crack detection equipment for aircraft wing components according to claim 6, characterized in that: The second sliding seat (7) has two symmetrically installed limiting blocks (701) inside, and the ends of the limiting blocks (701) are designed at an angle.

9. The fatigue crack detection equipment for aircraft wing components according to claim 6, characterized in that: The position of the limiting block (701) corresponds to the position of the second limiting groove (402), and the end of the pushing block (302) is in close contact with the inner wall of the rotating seat (4).

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