A multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts

Abstract

This invention discloses a multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts, relating to the field of aviation technology. To address the problems of cumbersome cross-altitude transfer, high loading and unloading friction, and unadjustable buffer strength in existing technologies for replacing and assembling aircraft parts, this invention features a single-layer, double-layer, and triple-layer support structure. The cargo elevator cage can be raised and lowered to different heights. Support components are located at the bottom of the base plate, and a hydraulic assembly drives a ball bearing assembly to roll and support aircraft parts, reducing friction. A buffer component is also included, using buffer cylinders, push plates, and other structures to achieve elastic buffering, and the buffer support strength is adjustable. This invention enables collaborative scheduling of aircraft parts on the ground and in cargo holds at multiple altitudes, reducing friction during loading and unloading, improving efficiency, reducing damage, and enhancing safety during aircraft assembly.

Description

Technical Field

[0001] This invention relates to the field of aviation equipment technology, and in particular to a multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts. Background Technology

[0002] In the field of aviation equipment, the transfer of parts to be assembled during the manufacturing process of wide-body aircraft is a critical step. Due to the large size of wide-body aircraft and the large size and weight of some aircraft parts, loading the parts to be assembled presents a challenge. Existing technologies mainly use a single mode of lifting aircraft parts by using a winch to drive the cargo elevator cage, but this has significant limitations:

[0003] 1. Traditional transfer platforms can only realize the vertical transportation of aircraft parts between the ground and a single-height cargo hold, lacking the ability to coordinate and schedule the second-level supports (corresponding to the middle cargo hold) and the third-level supports (corresponding to the upper cargo hold). Aircraft parts need to be handled and equipment switched multiple times to complete the transfer across different height areas. For example, after moving from the ground to the second-level supports, they need to be manually moved to the third-level supports. The operation is cumbersome and time-consuming, making it difficult to meet the needs of rapid assembly of parts for wide-body aircraft.

[0004] 2. Currently, when using cargo elevator cages to lift aircraft parts, the bottom plate of the cage is in direct contact with the parts, resulting in high sliding friction. This leads to high labor intensity for workers, low loading and unloading efficiency, and easy damage to the surface of aircraft parts due to hard friction. Although existing technologies attempt to use rollers for assistance, the rollers are fixed to the bottom plate and cannot actively lift the aircraft parts during loading and unloading to reduce friction.

[0005] 3. Cargo elevator cages are prone to falling due to mechanical failure or operational errors during the lifting process. Existing technologies mostly rely on a single buffer device (such as a spring) to absorb the impact, but the buffer strength is not adjustable, the damping effect is poor, and the protection force cannot be dynamically adjusted according to the weight of the aircraft parts, which poses a safety hazard.

[0006] 4. Traditional platforms only provide a single vertical lifting channel. Transferring aircraft parts from the cargo elevator cage to the aircraft door requires manual secondary handling. The lack of a direct docking design with the aircraft door results in low loading efficiency for the "last mile".

[0007] To address the aforementioned issues, this invention proposes a multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts. Summary of the Invention

[0008] This invention provides a multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts, which solves the problems in the prior art that the parts to be assembled during aircraft assembly are cumbersome to transfer across altitudes, have large friction during loading and unloading, and have no adjustable buffer strength.

[0009] This invention provides the following technical solution:

[0010] A multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts includes:

[0011] Single-layer support, double-layer support, and triple-layer support;

[0012] Four guide rails are fixedly installed on the first-layer bracket, the second-layer bracket, and the third-layer bracket;

[0013] The freight elevator cage slides in conjunction with the four guide rails mentioned above;

[0014] A winch is installed on top of the three-layer support and connected to a wire rope pulley on the freight elevator cage via a wire rope to drive the freight elevator cage to rise and fall along the guide rail to a height corresponding to the second-layer support or the third-layer support.

[0015] Support components are installed at the bottom of the base plate of the freight elevator cage;

[0016] A buffer component, installed at the bottom of the base plate, is used to provide cushioning protection when the cargo elevator cage falls. The buffer component is hydraulically connected to the support component, and the cushioning force can be adjusted by the hydraulic pressure of the support component.

[0017] In one possible design, the support component includes:

[0018] The retaining ring is fixedly installed at the bottom of the base plate;

[0019] At least two support boxes are fixedly installed inside the enclosure;

[0020] The ball bearing assembly is vertically mounted inside the support box and passes through a movable hole in the base plate;

[0021] A hydraulic assembly is installed inside the enclosure and connected to the two support boxes;

[0022] The hydraulic component is used to drive the ball assembly to rise above the upper surface of the base plate to roll and support aircraft parts, or to drive the ball assembly to descend and retract below the base plate.

[0023] In one possible design, the ball assembly includes:

[0024] The movable plate is slidably and sealingly connected within the support box.

[0025] Multiple ball bearing mounting brackets are fixed at equal intervals on the top of the movable plate;

[0026] The supporting balls are rolled and fitted into the spherical groove at the top of the ball mounting bracket;

[0027] When hydraulic oil enters the support box and pushes the moving plate upward, the support balls protrude from the base plate through the moving hole to generate rolling friction when the aircraft parts move.

[0028] In one possible design, the hydraulic assembly includes:

[0029] The transmission cylinder is fixed to the bottom of the base plate by a cylinder mounting bracket.

[0030] An electric push rod is fixed to the inner wall of the ring, and its output shaft extends into the transmission cylinder and is fixed with a piston plate.

[0031] An oil delivery component connects the transmission cylinder and the support box;

[0032] The electric push rod drives the piston plate to move, and the hydraulic oil in the transmission cylinder is transported to the support box through the oil delivery component to push the moving plate up.

[0033] In one possible design, the oil conveying component includes:

[0034] An oil supply pipe is connected to the transmission cylinder;

[0035] A diverter cylinder is connected to the oil pipeline;

[0036] Multiple delivery pipes, one end of which is connected to the diverter cylinder and the other end of which is connected to the bottom of the corresponding support box, and each delivery pipe is equipped with a solenoid valve.

[0037] In one possible design, the bottom of the movable plate is provided with a plurality of first electromagnets, and the bottom inner wall of the support box is provided with a plurality of second electromagnets. When the first electromagnets and the second electromagnets are energized, they attract each other to assist in driving the movable plate to descend and reset.

[0038] In one possible design, the buffer component includes:

[0039] Multiple buffer oil cylinders are fixed to the bottom of the retaining ring by fixing plates;

[0040] A push plate is slidably connected within each of the buffer oil cylinders;

[0041] A support rod is fixed to the bottom of the push plate and extends downward out of the buffer oil cylinder;

[0042] A buffer plate is fixedly connected to the bottom end of the plurality of support rods;

[0043] A butterfly-shaped compression spring is installed between the push plate and the top inner wall of the buffer oil cylinder;

[0044] A bend connects the top side wall of the buffer oil cylinder to the bottom side wall of the corresponding support box;

[0045] Hydraulic oil can flow between the support box and the buffer cylinder through the bend, so that when the buffer plate hits the ground, the compression of the butterfly spring and the damping of the hydraulic oil can achieve buffering.

[0046] In one possible design, the amount of hydraulic oil supplied to the buffer cylinder can be adjusted by the electric push rod, thereby changing the initial position of the push plate and the pre-compression of the disc spring, thus adjusting the strength of the buffer support.

[0047] In one possible design, the second-layer support is provided with an L-shaped ball bearing plate, and the third-layer support is provided with a straight ball bearing plate.

[0048] The bottom plate of the freight elevator cage is slidably connected to a double door for docking with the three-layer support on one side, and a side door for docking with the two-layer support is hinged to the other side.

[0049] Once the cargo elevator cage is raised to the corresponding height, the aircraft parts can be rolled and pushed to the aircraft cabin door by opening the side door or the double door via the L-shaped ball bearing plate or the straight ball bearing plate.

[0050] In one possible design, the bottom of the single-layer support is provided with wheels and an electric steering wheel for movement and positioning, as well as a screw positioning frame for fixing the platform to the ground.

[0051] In this invention, during use, the platform is first moved to the target position via four wheels at the bottom of a support layer or two diagonally mounted electric steering wheels. For long-distance movement or precise positioning, an external towing vehicle can be connected via a traction bracket. Once in position, the platform is secured using four screw positioning frames. If parts to be assembled need to be transported into the aircraft, the aircraft parts are first loaded into the cargo elevator cage. At this time, the electric push rod is activated, causing its piston rod to retract. This moves the piston plate closer to the electric push rod, thereby supplying hydraulic oil from the transmission cylinder to the two support boxes via oil pipes, distributors, and conveying pipes. The hydraulic oil pushes the moving plate upward, causing the support balls in the ball bearing mounting bracket to pass through the moving holes. Then, with the help of an external machine for transporting aircraft parts, the aircraft parts can be pushed into the cargo elevator cage. At this time, multiple support balls provide rolling support for the aircraft parts, preventing sliding friction between the aircraft parts and the base plate when pushing the aircraft parts into the cargo elevator cage, thus reducing the risk of damage during transport. Resistance is applied after the aircraft parts are transferred into the cargo elevator cage. At this point, the electric actuator is activated, causing the piston plate to move in the opposite direction. Then, the first and second electromagnets are energized and attracted, causing the moving plate to descend and retract the support balls into the support box. The aircraft parts fall onto the base plate to prevent further movement. The winch is then activated to wind up the wire rope, which passes over the wire rope pulley on the top mounting bracket of the cargo elevator cage, moving the cage longitudinally along the four guide rails to the corresponding height of the second or third-level support. When it reaches the aircraft door corresponding to the second-level support, it opens. On the other side of the base plate, a side-opening door is connected by a hinge. Activating the electric push rod drives the piston plate to move, causing the support balls in the ball bearing mounting bracket to pass through the moving holes. This allows the support balls to lift the aircraft parts above the base plate, forming rolling support. After reducing friction, the aircraft parts are pushed to the L-shaped ball bearing plate of the second-level bracket, and then pushed to the aircraft door by its rolling support. When the parts are delivered to the corresponding door of the third-level bracket, the two double doors are opened. The same operation is performed to lift the aircraft parts with the support balls, push them to the straight ball bearing plate of the third-level bracket, and then move them to the door.

[0052] If the freight elevator cage malfunctions and falls, the safety clamp on the safety clamp fixing bracket will quickly clamp the guide rail for positioning. If the safety clamp brake fails and the buffer plate falls to the ground, multiple butterfly compression springs can be used to provide elastic cushioning support for the freight elevator cage. Alternatively, when the freight elevator cage falls, it can also provide some cushioning support. At the same time, hydraulic oil is injected into the buffer oil cylinder, which can support the push plate. When the push plate moves upward and compresses the butterfly compression spring, it can provide a certain auxiliary protection effect for the butterfly compression spring.

[0053] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit the invention.

[0054] Beneficial effects:

[0055] 1. By setting up a first-layer support, a second-layer support, and a third-layer support, a multi-level structure is formed. In conjunction with the lifting function of the cargo elevator cage, aircraft parts can be lifted to the support positions corresponding to different heights, which facilitates the assembly of aircraft parts to different areas inside the aircraft, meets the diverse aircraft parts assembly needs of wide-body aircraft, and improves the flexibility and efficiency of aircraft parts assembly.

[0056] 2. Support components are set at the bottom of the cargo elevator cage bottom plate. The hydraulic components drive the ball components to move upward, so that the support balls move above the bottom plate to provide rolling support for the aircraft parts. The aircraft parts are separated from the bottom plate, avoiding the friction caused by direct contact between the aircraft parts and the bottom plate. This reduces the resistance when the aircraft parts move or move in and out of the cargo elevator cage, facilitates the pushing of aircraft parts, and improves the convenience of the aircraft parts assembly process.

[0057] 3. The buffer components, through structures such as buffer oil cylinders, push plates, support rods, buffer plates and butterfly compression springs, can provide elastic buffer support when the cargo elevator cage falls to its lowest point or falls, reducing the impact force on the cargo elevator cage and aircraft parts, and further ensuring the safety of the equipment and aircraft parts.

[0058] 4. The hydraulic oil volume in the transmission cylinder is adjusted by an electric push rod, and the hydraulic oil is delivered to the buffer oil cylinder through the oil delivery component. This allows for adjustment of the buffer support strength of the buffer components to meet the buffering requirements of aircraft parts of different weights, improving the versatility and adaptability of the equipment. The hydraulic oil in the buffer oil cylinder flows back and forth through the curved pipe to create a damping effect, which can prevent the cargo elevator cage from vibrating violently when supporting it, while not affecting the normal movement of the support balls to support the aircraft parts, thus improving the stability of the equipment operation.

[0059] This invention enables coordinated scheduling of aircraft parts on the ground and in cargo holds at multiple altitudes, reducing the number of handling operations, lowering friction during loading and unloading, improving efficiency and reducing damage. When the cargo elevator cage falls, it provides multi-level buffer protection through safety clamps, butterfly springs, and buffer oil cylinders, and directly connects with the aircraft door, effectively solving the problems in the assembly process of aircraft parts and improving the efficiency and safety of the overall parts assembly process. Attached Figure Description

[0060] Figure 1 This is a three-dimensional schematic diagram of the overall structure of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0061] Figure 2 A first-view three-dimensional structural schematic diagram of the cargo elevator cage of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0062] Figure 3A second-view three-dimensional structural diagram of the cargo elevator cage of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention;

[0063] Figure 4 A three-dimensional schematic diagram of the separation structure of the shroud and buffer plate of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention;

[0064] Figure 5 A three-dimensional schematic diagram of the internal structure of the enclosing ring of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention;

[0065] Figure 6 A three-dimensional schematic diagram of the support box interior, transmission cylinder and electric push rod connection structure of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0066] Figure 7 A three-dimensional bottom view of the moving plate, multiple ball bearing mounting brackets, and multiple second electromagnet connection structures of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0067] Figure 8 This is a schematic diagram of the surrounding ring cross-sectional structure of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0068] Figure 9 The diagram below shows a three-dimensional top view of the connection structure of the transmission cylinder, two diverter cylinders, two support boxes, multiple bends and multiple buffer cylinders of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0069] Figure 10 This is a three-dimensional cross-sectional schematic diagram of the transmission cylinder structure of the multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts provided in an embodiment of the present invention.

[0070] Figure label:

[0071] 1. First-layer support; 2. Screw positioning bracket; 3. Wheel; 4. Second-layer support; 5. Door stop; 6. Third-layer support; 7. Freight elevator maintenance platform; 8. Winch; 9. Freight elevator cage; 901. Base plate; 902. Protective frame; 903. Double doors; 904. Top mounting bracket; 905. Wire rope pulley; 906. Side door; 907. Safety clamp fixing bracket; 908. Moving hole; 909. Enclosure ring; 910. Support box; 911. Bearing ring; 912. Moving plate; 913. Ball bearing mounting bracket; 914. Supporting ball bearing; 915. First electric... 916. Magnet; 917. Second electromagnet; 918. Cylinder mounting bracket; 919. Transmission cylinder; 920. Electric push rod; 921. Piston plate; 922. Oil delivery pipe; 923. Diverter cylinder; 924. Delivery pipe; 925. Bend; 926. Fixing plate; 927. Buffer cylinder; 928. Push plate; 929. Support rod; 930. Support ring; 931. Butterfly compression spring; 932. Buffer plate; 10. Guide rail; 11. Staircase; 12. Wire rope; 13. Electric steering wheel; 14. Traction bracket; 15. L-shaped ball bearing plate; 16. Straight ball bearing plate. Detailed Implementation

[0072] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0073] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connection" and "installation" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. Furthermore, "connection" can be a direct connection or an indirect connection through an intermediate medium. "Fixed" means that the devices are connected to each other and their relative positional relationship remains unchanged after the connection. The directional terms mentioned in the embodiments of the present invention, such as "inner," "outer," "top," and "bottom," are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of the present invention, and are not intended to 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 the embodiments of the present invention.

[0074] In this embodiment of the invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0075] In this embodiment of the invention, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0076] References to "one embodiment" or "some embodiments" as used in this specification mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in one or more embodiments of the invention. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless otherwise specifically emphasized.

[0077] In one embodiment: Refer to Figure 1-10 A transshipment platform, the overall structure of which is as follows: Figure 1 As shown, the transfer platform mainly consists of a first-layer support 1, a second-layer support 4, and a third-layer support 6. The second-layer support 4 is installed on top of the first-layer support 1 by welding or bolting, and the third-layer support 6 is also fixed to the top of the second-layer support 4 by welding, forming a stable frame structure. An inflatable rubber wheel 3 is installed at each of the four corners of the bottom of the first-layer support 1, and two electric steering wheels 13 with a rated load of 2 tons are also installed diagonally at the bottom of the first-layer support 1. A screw positioning bracket 2 is installed at each of the four corners of the first-layer support 1 for mechanical fixing after the platform is moved into position. A traction bracket 14 is welded to one side of the first-floor support 1, which can be used to connect an external tractor for long-distance towing. A door 5 is also installed on the second-floor support 4. The door 5 is a four-panel sliding door, of which the two on the sides are fixed and the two in the middle can be pushed and pulled laterally. A staircase 11 is also provided on one side of the first-floor support 1. The top of the staircase 11 is fixedly connected to one side of the freight elevator maintenance platform 7, so as to facilitate the staff to climb the second-floor support 4, the third-floor support 6 or the freight elevator maintenance platform 7 respectively.

[0078] Two double doors 903 are slidably installed on one side of the base plate 901 in a split configuration. A side door 906 is connected to the other side of the base plate 901 via multiple hinges. An L-shaped ball bearing plate 15 is bolted to the second-layer bracket 4, and a straight ball bearing plate 16 is bolted to the third-layer bracket 6. Multiple rollers are rotatably connected to the upper surfaces of both the L-shaped ball bearing plate 15 and the straight ball bearing plate 16. By starting the winch 8 to wind up the wire rope 12, the height of the freight elevator cage 9 can be raised, moving it to the height corresponding to the second-layer bracket 4 or the third-layer bracket 6. After raising the freight elevator cage 9 to the height corresponding to the second-layer bracket 4, it can be... When the side door 906 is opened, the aircraft parts to be assembled during the assembly process can be pushed onto the L-shaped ball bearing plate 15. The rolling support of the L-shaped ball bearing plate 15 can push the aircraft parts to the corresponding cabin door of the aircraft. When the cargo elevator cage 9 is raised to the height of the three-layer support 6, the two double doors 903 can be pushed open, thereby pushing the aircraft parts onto the straight ball bearing plate 16. The rolling support of the straight ball bearing plate 16 can move the aircraft parts to the corresponding cabin door of the aircraft. This facilitates the transportation of aircraft parts to different areas inside the aircraft, thus facilitating the transport of the aircraft parts to be assembled inside the aircraft.

[0079] like Figure 1 As shown, a freight elevator maintenance platform 7 is welded and fixed to one side of the top of the three-layer support 6. A winch 8 is installed on the freight elevator maintenance platform 7 using high-strength bolts. Four T-shaped steel guide rails 10 are fixedly installed at the four corners of the first-layer support 1, the second-layer support 4, and the third-layer support 6. These four guide rails 10 are parallel and perpendicular to each other. A freight elevator cage 9 slides with the four guide shoes at its four corners.

[0080] like Figure 2-4 As shown, the freight elevator cage 9 includes a base plate 901 made of Q235 steel plate. Two safety clamp fixing brackets 907 are installed on both sides of the base plate 901, for a total of four, for installing safety clamps. A protective frame 902 made of square tubing is welded around the base plate 901. A top mounting bracket 904 is welded to the top of the protective frame 902, and a wire rope pulley 905 is rotatably connected to the top mounting bracket 904 via a shaft and bearing. One end of a wire rope 12 is fixed to the drum of the winch 8, and the other end passes over the wire rope pulley 905 and is fixed downwards to the bottom anchor point of the first-floor support 1. By starting the winch 8 to rotate forward or reverse, winding or unwinding the wire rope 12, the freight elevator cage 9 can be driven to move up and down along the four guide rails 10, so that the working plane of its base plate 901 can be aligned with the working plane of the second-floor support 4 or the third-floor support 6, respectively.

[0081] like Figure 4-8As shown, a rectangular retaining ring 909, made of channel steel, is welded to the bottom of the base plate 901. Two support boxes 910 are symmetrically fixed inside the retaining ring 909. Each support box 910 is a rectangular steel box with a precision-machined inner wall and a surface roughness Ra≤3.2μm. A movable plate 912 is tightly slidably connected inside each support box 910, and its outer edge is embedded with a polyurethane sealing ring to ensure sliding sealing. A bearing ring 911 is welded to the bottom of the support box 910 to limit the downward movement of the movable plate 912. Multiple ball bearing brackets 913 are welded at equal intervals to the top of the movable plate 912; in this embodiment, six ball bearing brackets 913 are welded to each movable plate 912. A spherical groove is machined on the top of each ball bearing bracket 913, and a support ball 914 is fitted into the groove. A movable hole 908 is provided on the base plate 901 corresponding to the position of each support ball 914.

[0082] like Figure 5 , Figure 6 and Figure 10 As shown, within the retaining ring 909, between the two support boxes 910, a transmission cylinder 918 is mounted via two cylinder mounting brackets 917. The transmission cylinder 918 is a hydraulic cylinder. An electric push rod 919 is bolted to the inner wall of one side of the retaining ring 909. The output shaft of the electric push rod 919 extends into the transmission cylinder 918 and is fixed to a piston plate 920 via a threaded connection. The piston plate 920 is equipped with a sealing ring that slides tightly against the inner wall of the transmission cylinder 918. The transmission cylinder 918 is pre-filled with anti-wear hydraulic oil. An oil supply pipe 921 is fixedly connected to each of the inner walls on both sides of the transmission cylinder 918. The other end of each oil supply pipe 921 is connected to a diverter cylinder 922. Multiple delivery pipes 923 are connected at equal intervals to each diverter cylinder 922. In this embodiment, there are three delivery pipes 923. The other ends of the three delivery pipes 923 are welded to the bottom inner wall of the corresponding support box 910. Each delivery pipe 923 is connected in series with a normally closed two-position two-way solenoid valve. On the bottom inner wall of the other side of the support box 910, a bend 924 is welded, the other end of which is connected to the top side wall of a buffer oil cylinder 926.

[0083] like Figure 4 , Figure 5 and Figure 9As shown, there are ten buffer cylinders 926, which are fixedly installed at equal intervals on the fixing plates 925 on both sides of the bottom of the retaining ring 909. Each buffer cylinder 926 is a hydraulic cylinder. A push plate 927 is tightly slidably connected inside each buffer cylinder 926. A support rod 928 is welded to the center of the bottom of the push plate 927, and the bottom end of the support rod 928 extends downward and passes through the retaining ring 909. The bottom ends of four support rods 928 are welded together to a buffer plate 931. A butterfly compression spring 930 is installed between the top of the push plate 927 and the top inner wall of the buffer cylinder 926. On the inner wall of the buffer cylinder 926, approximately 50mm below the push plate 927, a support ring 929 is welded to limit the downward movement of the push plate 927.

[0084] like Figure 6-8 As shown, three first electromagnets 915 are equally spaced and embedded at the bottom of the movable plate 912, and three second electromagnets 916 are embedded at corresponding positions on the bottom inner wall of the support box 910. When energized, the opposing magnetic poles of the first electromagnets 915 and the second electromagnets 916 are N and S poles, respectively, and can attract each other.

[0085] When aircraft parts to be assembled in a wide-body aircraft need to be transported to the aircraft cabin, the operator first loads the parts onto the cargo elevator cage 9 from the ground. The operator then activates the electric push rod 919, causing its output shaft to retract. The piston plate 920 moves towards the electric push rod 919, forcing hydraulic oil from the transmission cylinder 918 through two oil supply pipes 921 into two distribution cylinders 922. At this time, the solenoid valves on all the supply pipes 923 open, and the hydraulic oil enters the bottom chambers of the two support boxes 910 through the supply pipes 923. The hydraulic oil pushes the moving plate 912 upwards against gravity, causing the six ball bearing mounting brackets 913 and support balls 914 on it to rise synchronously. The support balls 914 pass through the moving holes 908 on the base plate 901, protruding approximately 15mm from the upper surface of the base plate 901. At this time, external conveying equipment (such as forklifts) can push the aircraft parts to be assembled into the cargo elevator cage 9. The bottom surface of the aircraft parts is supported by multiple rows of support balls 914, forming rolling friction, which significantly reduces the pushing resistance.

[0086] The use of hydraulically driven ball bearings for lifting, rather than permanently installing fixed rollers on the base plate, is based on considerations of transportation safety. During the lifting and lowering of the cargo elevator cage 9, if the rollers were always protruding, aircraft parts might shift due to inertia or vibration, posing a safety hazard. In this embodiment, the ball bearings are housed under the base plate via a hydraulic system. During lifting and lowering, the aircraft parts are placed directly flat on the base plate 901, with the protective frame 902 providing better stability. Without this liftable ball bearing structure, it would be extremely difficult to manually or mechanically slide and install aircraft parts weighing over 1 ton onto the base plate, typically requiring additional traction devices, increasing operational complexity and cost.

[0087] After the aircraft parts are fully inside the cargo elevator cage 9, the operator controls the output shaft of the electric push rod 919 to slowly extend, reducing the pressure inside the transmission cylinder 918. Simultaneously, the first electromagnet 915 and the second electromagnet 916 are energized, generating an attraction force. Under the electromagnetic attraction and the weight of the moving plate 912 and the aircraft parts, the moving plate 912 drives the support ball bearings 914 to descend until they are completely below the plane of the base plate 901, at which point the moving plate 912 falls back onto the bearing ring 911. The bottom surface of the aircraft parts then contacts the base plate 901. At this point, the solenoid valve on the delivery pipe 923 is closed, locking the hydraulic oil in the circuit of the support box 910 and the transmission cylinder 918, fixing the position of the moving plate 912 and preventing the support ball bearings 914 from ejecting on their own. Afterwards, the winch 8 is started, and the cargo elevator cage 9 is pulled smoothly up along the guide rail 10 to the target height (e.g., the height of the three-layer support 6) via the wire rope 12.

[0088] Once the cargo elevator cage 9 reaches the target height, the doors in the corresponding direction are opened (e.g., pushing open the two double doors 903 when reaching the third-floor support 6). Then, the solenoid valve on the delivery pipe 923 is reopened, and the electric push rod 919 is activated to retract its output shaft. Hydraulic oil re-enters the support box 910, pushing the moving plate 912 and support ball bearings 914 upwards, lifting the aircraft parts from the base plate 901. At this point, the operator can push the aircraft parts from inside the cargo elevator cage 9 onto the straight ball bearing plate 16 of the corresponding support with minimal force. Due to the minimal rolling resistance of the aircraft parts on the ball bearing plate, they can be easily pushed to the aircraft door, completing the loading process.

[0089] During the loading and unloading of aircraft parts, the hydraulic oil flow path also includes entering the buffer cylinder 926 through the bend 924. When the support ball 914 needs to be raised, the hydraulic oil first fills the lower chamber of the buffer cylinder 926, lifting the push plate 927 to press against the support ring 929. This process pre-applies a certain preload to the butterfly spring 930. If the cargo elevator cage 9 falls due to an accident (such as a broken wire rope or a malfunctioning safety clamp), the buffer plate 931 will first impact the ground. The impact force is transmitted to the push plate 927 through the support rod 928, which further compresses the butterfly spring 930. At the same time, the hydraulic oil in the buffer cylinder 926 is squeezed back into the support box 910 under pressure through the bend 924, and then flows through pipelines such as the delivery pipe 923. The hydraulic oil generates flow resistance as it flows through pipelines and valves, creating a damping effect that dissipates the impact energy. By controlling the stroke of the electric push rod 919, the amount of hydraulic oil entering the buffer cylinder 926 can be adjusted, thereby changing the pre-compression of the disc spring 930 and the initial damping of the system, achieving adaptive adjustment of the buffering characteristics under different load conditions (no load, half load, full load). If this linkage adjustable design is not adopted, and a spring buffer with fixed parameters is used, structural damage may occur due to insufficient buffering during heavy-load drops, while excessive buffering may cause large rebound during light-load drops.

[0090] To achieve automated and coordinated control of the platform, this transfer platform also includes a controller (not shown in the figure). The controller can be a PLC (Programmable Logic Controller) or an industrial control computer, preferably a Siemens S7-1200 series PLC with built-in timers and counters. The controller is electrically connected to the drive motor of the winch 8, the electric push rod 919, the solenoid valves on each conveying pipe 923, the first electromagnet 915, the second electromagnet 916, and the drive motor of the electric steering wheel 13. In addition, to detect the position of the freight elevator cage 9, position sensors (such as photoelectric switches or proximity switches, not shown in the figure) electrically connected to the controller are installed at the corresponding height positions of the second-layer support 4 and the third-layer support 6.

[0091] The control process is as follows: When the freight elevator cage 9 rises to the height triggered by the position sensor, the controller receives a signal and issues a command to stop the winch 8. Subsequently, the controller controls the corresponding solenoid valve to open according to the target floor, such as the second-floor support, and simultaneously activates the electric push rod 919 to extend and retract, thereby achieving precise lifting and lowering of the support ball bearing 914. When the moving plate 912 needs to be lowered and reset, the controller first controls the electric push rod 919 to reverse its movement, and then energizes the first electromagnet 915 and the second electromagnet 916 to ensure reliable reset.

[0092] This application can be used in the field of aerospace technology, or in other fields applicable to this application.

[0093] In another embodiment: an improvement on the above embodiment: a multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts, which is applied to the field of aviation technology. The main difference between this embodiment and the above is that the control logic for ball lifting and buffer adjustment has been simplified to adapt to application scenarios that are more sensitive to cost or have relatively fixed operating conditions.

[0094] In this embodiment, the solenoid valve on the delivery pipe 923, as well as the first electromagnet 915 and the second electromagnet 916, are omitted. The support box 910 is directly connected to the transmission cylinder 918 and the buffer cylinder 926 via pipelines, forming a closed hydraulic circuit. The moving plate 912 and the inner wall of the support box 910 are fitted with a clearance fit, without a sealing ring, relying on machining precision to ensure a small leakage.

[0095] The working process is as follows: When loading and unloading aircraft parts to be assembled, the electric push rod 919 retracts, hydraulic oil pushes the moving plate 912 upward, and the support ball 914 protrudes. After the aircraft parts are moved in, the electric push rod 919 moves in the opposite direction, but since there is no electromagnet to assist in pulling down, the moving plate 912 mainly relies on the weight of the aircraft parts and its own gravity to slowly reset. To prevent the support ball 914 from accidentally popping out due to vibration or pressure fluctuations during the lifting and lowering process, a small accumulator (not shown in the figure) and an overflow valve are added to the hydraulic circuit to stabilize the system pressure and set the maximum working pressure. The buffering function is still achieved by the flow of hydraulic oil between the buffer cylinder 926 and the main circuit, but the adjustment of the buffering characteristics is changed to manually adjusting the set pressure of the overflow valve, instead of automatically adjusting it through the stroke of the electric push rod 919.

[0096] This embodiment has a simpler structure, fewer parts, and is easier to maintain. However, its disadvantages are that it relies heavily on the pressure of the base plate when fixing aircraft parts, and for extremely light aircraft parts, the moving plate 912 may not be able to fully reset; the adjustment of the cushioning characteristics requires manual intervention and cannot quickly respond to different load conditions. Therefore, this embodiment is more suitable for occasions where the weight range of aircraft parts is relatively concentrated and the real-time requirements for cushioning adjustment are not high.

[0097] However, as is well known to those skilled in the art, the working principles and wiring methods of the winch 8, the first electromagnet 915, the second electromagnet 916, the electric push rod 919 and the electric steering wheel 13 are conventional means or common knowledge, and will not be described in detail here. Those skilled in the art can make any selections according to their needs or convenience.

[0098] The accompanying drawings in this application are for illustrative purposes only. The dimensions and shapes of the components shown are not actual limitations but are merely schematic representations. In actual implementation, the components can be reasonably configured and adjusted according to specific needs and actual conditions.

[0099] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. In the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts, characterized in that, include: A single-layer support (1), a double-layer support (4), and a triple-layer support (6); Four guide rails (10) are fixedly installed on the first-layer bracket (1), the second-layer bracket (4) and the third-layer bracket (6); The freight elevator cage (9) is slidably engaged with the four guide rails (10); A winch (8) is installed on the top of the three-layer support (6) and connected to a wire rope pulley (905) on the cargo elevator cage (9) via a wire rope (12) to drive the cargo elevator cage (9) to rise and fall along the guide rail (10) to the height corresponding to the second-layer support (4) or the third-layer support (6); Support components are installed at the bottom of the base plate (901) of the cargo elevator cage (9); A buffer component is installed at the bottom of the base plate (901) to provide buffer protection when the cargo elevator cage (9) falls. The buffer component is hydraulically connected to the support component and the buffering force can be adjusted by the hydraulic pressure of the support component.

2. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 1, characterized in that, The supporting component includes: A retaining ring (909) is fixedly installed at the bottom of the base plate (901); At least two support boxes (910) are fixedly installed inside the retaining ring (909); The ball bearing assembly is vertically mounted in the support box (910) and passes through the movable hole (908) opened on the base plate (901). A hydraulic assembly is installed inside the circumferential ring (909) and connected to the two support boxes (910).

3. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 2, characterized in that, The ball assembly includes: The movable plate (912) is slidably and sealingly connected within the support box (910); Multiple ball bearing mounting brackets (913) are fixed at equal intervals on the top of the movable plate (912); The support ball (914) is rolled in the spherical groove at the top of the ball mounting bracket (913).

4. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 3, characterized in that, The hydraulic assembly includes: The transmission cylinder (918) is fixed to the bottom of the base plate (901) by the cylinder mounting bracket (917); An electric push rod (919) is fixed on the inner wall of the circumferential ring (909), and its output shaft extends into the transmission cylinder (918) and is fixed with a piston plate (920). The oil delivery component connects the transmission cylinder (918) and the support box (910).

5. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 4, characterized in that, The oil conveying component includes: An oil supply pipe (921) is connected to the transmission cylinder (918); The diversion tube (922) is connected to the oil pipeline (921); Multiple delivery pipes (923) are connected at one end to the diverter (922) and at the other end to the bottom of the corresponding support box (910). Each delivery pipe (923) is equipped with a solenoid valve.

6. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 3, characterized in that, The bottom of the movable plate (912) is provided with a plurality of first electromagnets (915), and the bottom inner wall of the support box (910) is provided with a plurality of second electromagnets (916). When the first electromagnets (915) and the second electromagnets (916) are energized, they attract each other and assist in driving the movable plate (912) to descend and reset.

7. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 4, characterized in that, The buffer component includes: Multiple buffer oil cylinders (926) are fixed to the bottom of the retaining ring (909) by fixing plates (925); A push plate (927) is slidably connected within each of the buffer oil cylinders (926); The support rod (928) is fixed to the bottom of the push plate (927) and extends downward out of the buffer oil cylinder (926); The buffer plate (931) is fixedly connected to the bottom end of the plurality of support rods (928); A butterfly compression spring (930) is installed between the push plate (927) and the top inner wall of the buffer oil cylinder (926); The bend (924) connects the top sidewall of the buffer oil cylinder (926) with the bottom sidewall of the corresponding support box (910).

8. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to claim 7, characterized in that, The amount of hydraulic oil supplied to the buffer cylinder (926) can be adjusted by the electric push rod (919), thereby changing the initial position of the push plate (927) and the pre-compression of the butterfly spring (930).

9. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to any one of claims 1 to 8, characterized in that, The second-layer support (4) is provided with an L-shaped ball bearing plate (15), and the third-layer support (6) is provided with a straight ball bearing plate (16). The bottom plate (901) of the freight elevator cage (9) is slidably connected to a double door (903) for docking with the three-layer support (6) on one side, and a side door (906) for docking with the two-layer support (4) is hinged to the other side.

10. The multi-level collaborative equipment transfer platform for assembling wide-body aircraft parts according to any one of claims 1 to 8, characterized in that, The bottom of the first-layer support (1) is provided with wheels (3) for movement and positioning and electric steering wheel (13), as well as screw positioning frame (2) for fixing the platform to the ground.

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