Airplane tail wing mounting device and attitude adjusting method

Abstract

The application discloses an aircraft tail wing mounting device and an attitude adjusting method, and relates to the technical field of aircraft assembly. The aircraft tail wing mounting device comprises a chassis assembly and an attitude adjusting assembly. The attitude adjusting assembly comprises a bearing frame body and an attitude adjusting driving mechanism which are connected with each other. The bearing frame body is rotationally connected to the chassis assembly and is used for bearing and limiting the tail wing. The attitude adjusting driving mechanism is used for driving the bearing frame body to rotate to a preset position and is fixed. The application aims at solving the problem that the bearing and the assembly attitude adjusting function of the existing device are mutually separated, and the direct conversion from the horizontal bearing state to the assembly pitch attitude cannot be realized on the same device.

Description

Technical Field

[0001] This invention relates to the field of aircraft assembly technology, and in particular to an aircraft tail fin mounting device and attitude adjustment method. Background Technology

[0002] As a crucial aerodynamic and primary control surface of an aircraft, the tail fin plays a vital role in pitch and yaw control. In aircraft manufacturing, assembly, maintenance, and disassembly, the tail fin undergoes multiple continuous stages, including storage and precise assembly with the rear fuselage docking structure. During assembly, the fuselage is typically leveled first, with the docking interface designed for a vertical orientation. However, the presence of the tail fin's side wings (horizontal stabilizers) shifts the overall center of gravity aft, resulting in a "rear-heavy, front-light" configuration. This structural characteristic makes the tail fin prone to pitching backward when naturally placed, causing the docking cut to deviate from perpendicularity to the ground. Therefore, the tail fin mounting equipment must not only stably support the tail fin but also possess the capability to adjust it to a specific pitch angle on-site to correct attitude deviations and ensure the tail fin cut is vertical and precisely aligned with the fuselage's vertical cut.

[0003] In existing technologies, the support and assembly of tail fins typically employ a separate equipment configuration. On one hand, ordinary tail fin support brackets are used for support and placement. These brackets are usually fixed-height frame structures that only have the function of supporting the tail fin, and the tail fin is usually fixed to the bracket in a near-horizontal position. On the other hand, at the assembly site, since the support brackets do not have pitch adjustment capabilities, the tail fin must be lifted off and transferred to a dedicated fixed assembly fixture, and then the pitch angle is adjusted using this assembly fixture to complete the docking and installation.

[0004] However, due to the limited functionality of existing equipment, a separate operation mode can only be adopted. This disconnects the placement and assembly / adjustment of the tail fin, making it impossible to directly switch from a horizontal load-bearing state to the pitch angle on the same equipment. This not only necessitates the configuration of multiple specialized devices, increasing equipment investment costs, but also makes the tail fin installation process cumbersome and time-consuming due to repeated equipment changes and repositioning. Furthermore, it significantly increases the potential risk of collision damage to the tail fin during hoisting and adjustment, severely restricting the efficiency and safety of tail fin installation operations. Summary of the Invention

[0005] The main objective of this invention is to propose an aircraft tail fin mounting device and attitude adjustment method, which aims to solve the problem that the existing equipment's load-bearing and assembly attitude adjustment functions are separated, making it impossible to directly switch from a horizontal load-bearing state to an assembled pitch attitude on the same equipment.

[0006] To achieve the above objectives, the present invention provides an aircraft tail fin mounting device, comprising: Chassis components; and The attitude adjustment component includes a support frame and an attitude adjustment drive mechanism connected to each other. The support frame is rotatably connected to the chassis assembly and is used to support and limit the tail fin. The attitude adjustment drive mechanism is used to drive the support frame to rotate relative to the chassis assembly to a preset position and then fix it, so as to realize the pitch angle adjustment of the tail fin.

[0007] In one embodiment, the attitude adjustment component further includes a support frame connected to the chassis assembly and forming an accommodating space; the bearing frame is at least partially suspended within the accommodating space so that the bearing frame can rotate relative to the chassis assembly within the accommodating space. The attitude adjustment drive mechanism is located between the support frame and the bearing frame and within the accommodating space.

[0008] In one embodiment, the attitude adjustment drive mechanism includes: A first support base is provided on the support frame; A transmission structure, comprising a lead screw and a lead screw slider, wherein the lead screw is rotatably mounted on the first support seat, and the lead screw slider is sleeved on the lead screw and threadedly engaged with the lead screw; and The first support rod has one end rotatably connected to the lead screw slider and the other end rotatably connected to the bottom of the support frame.

[0009] In one embodiment, the attitude adjustment assembly further includes a guiding mechanism, which includes a second support base, a guide member, and a second support rod. The second support base is disposed on the support frame and spaced apart from the first support base. The guide member includes a guide rod and a guide seat. The guide rod is disposed on the second support base, and the guide seat is sleeved on the guide rod and is movable along the axial direction of the guide rod. One end of the second support rod is rotatably connected to the guide seat, and the other end is rotatably connected to the bottom of the support frame; and / or The transmission structure further includes a first manual adjustment component, which is connected to the lead screw and is used to drive the lead screw to rotate.

[0010] In one embodiment, the chassis assembly includes a main chassis frame and a lifting mechanism; the lifting mechanism is disposed on the main chassis frame. The support frame is rotatably connected to the drive end of the lifting mechanism, and the lifting mechanism is used to drive the support frame to rise and fall.

[0011] In one embodiment, the chassis assembly further includes: The longitudinal movement mechanism includes a longitudinal movement base and a longitudinal movement drive component. The longitudinal movement base is disposed on the main frame of the chassis, and the longitudinal movement drive component is used to drive the longitudinal movement base to move along a first direction. A transverse movement mechanism, comprising a transverse movement base and a transverse movement drive member, wherein the transverse movement base is disposed on the longitudinal movement base, and the transverse movement drive member is used to drive the lifting mechanism to move along a second direction; The lifting mechanism is located on the transverse sliding seat, and the first direction and the second direction are arranged at an angle.

[0012] In one embodiment, the chassis assembly further includes an auxiliary support mechanism, one end of which is rotatably connected to the load-bearing frame and the other end of which is rotatably connected to the transverse sliding seat.

[0013] In one embodiment, the aircraft tail fin mounting device includes at least two chassis assemblies, wherein two chassis main frames are spaced apart, and two lifting mechanisms are respectively connected to both sides of the support frame.

[0014] In one embodiment, the tail fin has two wing portions, and the support frame includes: Base; Two side supports are located on opposite sides of the base and rotatably connected to the base. Each side support is used to support and limit one of the wings. An adjustment component is rotatably connected to the two side support portions and is used to adjust the distance between the adjustment component and the rotatable connection point of the two side support portions, so as to adjust the included angle between the two side support portions.

[0015] In one embodiment, each of the side supports includes a support bracket rotatably connected to the base and a support member disposed on the support bracket, the support member having a first contoured surface adapted to the outer surface of the wing.

[0016] This invention also provides a method for adjusting the attitude of an aircraft tail fin, applied to an aircraft tail fin mounting device. The tail fin mounting device includes a chassis assembly and an attitude adjustment assembly. The chassis assembly includes a lifting mechanism. The attitude adjustment assembly includes a connected support frame and an attitude adjustment drive mechanism. The support frame is rotatably connected to the lifting mechanism and is used to support and limit the tail fin. The attitude adjustment drive mechanism is used to drive the support frame to rotate relative to the lifting mechanism to a preset position and then fix it. The method includes: The tail fin is placed on the support frame, so that the support frame supports and limits the tail fin; The lifting mechanism is controlled to drive the support frame to rise to the target height and then stop; The attitude adjustment drive mechanism is controlled to drive the support frame to rotate relative to the lifting mechanism to the target pitch angle; The attitude adjustment drive mechanism is controlled to lock the target pitch angle and to perform docking and installation of the tail fin.

[0017] In one embodiment, the aircraft tail fin mounting device further includes a position detection device for detecting the position of the elevator mechanism; prior to the step of placing the tail fin on the support frame, so that the support frame supports and limits the tail fin, the device further includes: In response to the zeroing operation command, the lifting mechanism is controlled to descend; The system monitors and receives the output signal from the position detection device in real time. When the output signal indicates that the lifting mechanism has reached a preset lowest position, the system controls the lifting mechanism to stop operating.

[0018] In one embodiment, the aircraft tail fin mounting device further includes a position detection device for detecting the position of the lifting mechanism; the step of controlling the lifting mechanism to drive the support frame to rise to a target height and then stop includes: In response to a lifting operation command, the lifting mechanism is controlled to rise; The system monitors and receives the output signal from the position detection device in real time. When the output signal indicates that the lifting mechanism has reached the target height position, the system controls the lifting mechanism to stop operating.

[0019] The aircraft tail fin mounting device provided by this invention, by employing a chassis assembly and an attitude adjustment assembly including a rotatable support frame mounted on the chassis assembly and an attitude adjustment drive mechanism, solves the problem of existing equipment where the support and assembly attitude adjustment functions are separated, making it impossible to directly switch from a horizontal support state to an assembly pitch attitude on the same equipment. Specifically, the support frame forms a limiting space for supporting and limiting the tail fin. During ground transport, the attitude adjustment drive mechanism fixes the support frame in a suitable transport state, and the chassis assembly enables movement. Upon arrival at the assembly site, the attitude adjustment drive mechanism drives the support frame to rotate relative to the chassis assembly, and can fix the support frame when it rotates to a preset position, thereby adjusting the tail fin from a horizontal state to a specific assembly pitch angle to correct the tail fin's backward tilt caused by its rearward center of gravity, ensuring that the tail fin cut is vertical and precisely aligned with the fuselage. Thus, the device integrates load-bearing and attitude adjustment functions, eliminating the need to transfer the tail fin multiple times between the transport trolley and the fixed assembly fixture. This not only reduces equipment investment costs and work preparation cycle, but also effectively avoids collision damage to the tail fin during transportation, significantly improving the efficiency and safety of the installation operation. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the assembly structure of the aircraft tail fin mounting device and tail fin provided by the present invention; Figure 2 A three-dimensional structural schematic diagram of the aircraft tail fin mounting device provided by the present invention; Figure 3 This is a schematic diagram of the structure of an embodiment of the attitude adjustment component provided by the present invention; Figure 4 A schematic diagram of the structure of an embodiment of the attitude adjustment drive mechanism provided by the present invention; Figure 5 A schematic diagram of the structure of a guide mechanism provided by the present invention in one embodiment; Figure 6 This is a front view schematic diagram of a portion of the aircraft tail fin mounting device provided by the present invention. Figure 7 This is a schematic diagram of the structure of a chassis assembly provided by the present invention in one embodiment; Figure 8 An assembly diagram of the transverse and longitudinal movement mechanisms provided by the present invention; Figure 9 A schematic diagram of the structure of one embodiment of the side support portion provided by the present invention; Figure 10 This is a schematic diagram of the assembly structure of the adjustment component and the side support provided by the present invention; Figure 11 A side view of the aircraft tail fin mounting device provided by the present invention; Figure 12 A schematic diagram of the aircraft tail fin mounting device provided by the present invention in the state of docking the tail fin with the fuselage; Figure 13 A schematic diagram of the main process of the aircraft tail wing attitude adjustment method provided by the present invention; Figure 14 for Figure 13 A schematic diagram of the pre-process; Figure 15 for Figure 13 A detailed flowchart illustrating the lifting and height adjustment steps of the central lifting mechanism for the support frame.

[0022] Explanation of icon numbers: 1000. Aircraft tail fin mounting device; 100. Chassis assembly; 11. Chassis main frame; 12. Lifting mechanism; 13. Longitudinal traverse mechanism; 131. Longitudinal traverse seat; 14. Lateral traverse mechanism; 141. Lateral traverse seat; 15. Auxiliary support mechanism; 151. First support rod; 152. Second support rod; 16. Second manual adjustment component; 17. Walking mechanism; 171. Walking wheel; 200. Attitude adjustment assembly; 21. Bearing frame; 211. Base; 2111. Reception slot; 212. Side support; 2121. Support bracket; 2122. Support component; 21221. Seat; 21222. Limiting protrusion; 213. Adjustment assembly; 213 1. Mounting base; 2132. Adjusting connecting rod; 21321. Adjusting lead screw; 21322. Adjusting drive component; 22. Support frame; 23. Attitude adjustment drive mechanism; 231. First support base; 232. Transmission structure; 2321. Lead screw; 2322. Lead screw slider; 233. First support rod; 234. First manual adjustment component; 24. Guide mechanism; 241. Second support base; 242. Guide component; 2421. Guide rod; 2422. Guide seat; 243. Second support rod; 300. Connecting frame; 400. Lifting structure; 500. Hand lever structure; 2000. Tail wing; 201. Main body; 202. Wing.

[0023] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0026] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0027] The present invention provides an aircraft tail fin mounting device 1000.

[0028] Please see Figure 1 In one embodiment, the aircraft tail fin mounting device 1000 includes a chassis assembly 100 and an attitude adjustment assembly 200. The attitude adjustment assembly 200 includes a support frame 21 and an attitude adjustment drive mechanism 23 connected to each other. The support frame 21 is rotatably connected to the chassis assembly 100 and is used to support and limit the tail fin 2000. The attitude adjustment drive mechanism 23 is used to drive the support frame 21 to rotate relative to the chassis assembly 100 to a preset position and then fix it, so as to realize the pitch angle adjustment of the tail fin 2000 within the limited space.

[0029] It should be noted that the aircraft tail fin mounting device 1000 is a special equipment that integrates the ground transfer and attitude adjustment functions of the tail fin 2000. It is used to safely transfer the tail fin 2000 from the storage area to the assembly site during the aircraft manufacturing, maintenance or disassembly process, and directly adjust the spatial attitude of the tail fin 2000 to achieve precise docking with the fuselage.

[0030] The chassis assembly 100 serves as the foundation for the entire device's load-bearing and mobility. Its main function is to support the attitude adjustment assembly 200 and position the tail fin 2000 during ground transfer and docking. The chassis assembly 100 can be a rectangular frame structure with multiple casters or swivel casters with braking functions installed at the bottom of the frame to facilitate flexible movement in the factory or helipad and to lock the position during operation to prevent slippage. Alternatively, the chassis assembly 100 can also be a load-bearing platform including manually or hydraulically driven lifting wheel sets. When long-distance towing is required, the lifting wheels can be lowered for towing by a tractor. The chassis can also be equipped with connection interfaces that mate with internal guide rails or mooring points inside the container to enhance stability within the transport container.

[0031] The support frame 21 in the attitude adjustment assembly 200 is a key component that directly contacts and supports the tail fin 2000. It is positioned above the chassis assembly 100 and can rotate relative to the chassis, forming a limiting space within it for accommodating and securing the tail fin 2000. The support frame 21 can be a U-shaped, fork-shaped, or V-shaped skeleton structure with its opening facing upwards. Its inner wall has contoured supports that match the aerodynamic shape of the tail fin 2000. These contoured supports are typically made of flexible materials such as rubber or nylon and provide wrap-around support by conforming to the surface of the tail fin 2000 to prevent damage to the skin. Alternatively, the support frame 21 can also be a grid-like truss structure composed of multiple crossbeams and longitudinal beams. Multiple adjustable mechanical latches or quick-clamping devices are installed above the truss, using these locking mechanisms to clamp and secure the tail fin 2000 from its root or specific reinforcement points, accommodating tail fin models of different sizes or weight distributions.

[0032] The attitude adjustment drive mechanism 23 in the attitude adjustment assembly 200 is connected between the support frame 21 and the chassis assembly 100. It provides power for the rotation of the support frame 21 and ensures that it can be locked at any desired assembly angle (see reference). Figure 11 and Figure 12 The attitude adjustment drive mechanism 23 can be an electric push rod. The housing end of the electric push rod is rotatably connected to the chassis assembly 100 via a hinge support, and the telescopic rod end is also rotatably connected to the side wall of the support frame 21 via a hinge support. The internal lead screw 2321 is rotated by a servo motor or a geared motor to drive the telescopic rod to extend and retract, thereby pushing and pulling the support frame 21 to rotate around the rotation connection point. The electric push rod itself has a trapezoidal lead screw self-locking function or a worm gear self-locking function to prevent the angle from falling back. Alternatively, the attitude adjustment drive mechanism 23 can also be a hydraulic cylinder system, including a two-way hydraulic cylinder, a hydraulic pump station, and a hydraulic lock. The two ends of the hydraulic cylinder are respectively connected to the chassis and the support frame 21 by lugs. The piston rod is driven to extend and retract by the hydraulic pump to achieve the overturning action of a large load, and the hydraulic lock in the hydraulic circuit controls the oil circuit to achieve the suspension and rigid locking of the support frame 21 in a preset position.

[0033] The rotatable connection structure between the support frame 21 and the chassis assembly 100 is the basis for adjusting the pitch angle of the tail fin 2000, allowing the support frame 21 to deflect in the vertical plane. This connection structure can be a pin assembly, where a pair of upward-extending lugs are fixed to the front or rear end of the chassis assembly 100, and a corresponding pair of lugs are fixed to the support frame 21. A cylindrical pin passes through the shaft holes of both lugs, forming a rotating pair. Alternatively, the connection structure can use a heavy-duty slewing bearing. The inner ring of the slewing bearing is bolted to the chassis assembly 100, and the outer ring is bolted to the support frame 21. Relative rotation is achieved through the rolling of internal balls. This structure can withstand greater overturning moments and radial loads, improving stability and anti-overturning capabilities during rollover.

[0034] The aircraft tail fin mounting device 1000 provided by the present invention, by employing a chassis assembly 100 and an attitude adjustment assembly 200 including a support frame 21 rotatably mounted on the chassis assembly 100 and an attitude adjustment drive mechanism 23, can solve the problem that the existing equipment's transportation and assembly attitude adjustment functions are separated, and it is impossible to achieve a direct conversion from horizontal transportation state to assembly pitch attitude on the same equipment. Specifically, the support frame 21 forms a limiting space for supporting and limiting the tail fin 2000. During ground transport, the attitude adjustment drive mechanism 23 fixes the support frame 21 in a suitable transport state, and the chassis assembly 100 enables movement. Upon arrival at the assembly site, the attitude adjustment drive mechanism 23 drives the support frame 21 to rotate relative to the chassis assembly 100, which can be rotated to a pitch angle of 15° or more. The support frame 21 can also be fixed when rotated to a preset position, thereby adjusting the tail fin 2000 from a horizontal state to a specific assembly pitch angle to correct the backward tilt of the tail fin 2000 caused by its rearward center of gravity, ensuring that the tail fin 2000 cut is vertical and precisely aligned with the fuselage. In this way, the device integrates support and attitude adjustment functions, eliminating the need to transfer the tail fin 2000 multiple times between the transport trolley and the fixed assembly fixture. This not only reduces equipment investment costs and work preparation time, but also effectively avoids collision damage to the tail fin 2000 during transport, significantly improving the efficiency and safety of the installation operation.

[0035] Please see Figure 2 and Figure 3 In one embodiment, the attitude adjustment assembly 200 further includes a support frame 22, which is connected to the chassis assembly 100 and forms an accommodating space; a carrier frame 21 is at least partially suspended in the accommodating space so that the carrier frame 21 can rotate relative to the support frame 22 in the accommodating space; and an attitude adjustment drive mechanism 23 is disposed between the support frame 22 and the carrier frame 21 and is located in the accommodating space.

[0036] It should be noted that the support frame 22 is connected to the chassis assembly 100, forming the main skeleton of the entire device. Its overall structural form is similar to a swing set in a park amusement facility, mainly composed of vertically erected columns and connecting frames or connecting seats connected to the top or bottom of the columns, thereby enclosing and forming the aforementioned accommodating space. Specifically, the support frame 22 may include two parallel, V-shaped, or U-shaped columns, with the ends of the two columns connected together by connecting frames or connecting seats located above or below the supporting frame 21 to form a stable frame structure; alternatively, the support frame 22 may also adopt an A-shaped frame structure, with the top or bottom of the two trapezoidal frames connected to each other by connecting frames or connecting seats. This swing-like structure has excellent anti-tilting ability.

[0037] The supporting frame 21 is suspended from the supporting frame 22 in a manner similar to a swing seat. Its top or bottom is rotatably connected to the connecting seat or crossbeam at the top or bottom of the supporting frame 22. The main body of the supporting tail fin 2000 extends downward into the accommodating space of the supporting frame 22, allowing the supporting frame 21 to swing and rotate relative to the supporting frame 22 like a swing. Specifically, the supporting frame 21 can be one or more upwardly extending connecting arms, which are hinged to the top crossbeam of the supporting frame 22 via rotating pins. The connecting arms naturally suspend between the two columns under the action of gravity, forming a suspended rotating connection structure. Alternatively, the supporting frame 21 can also be suspended from a U-shaped or V-shaped frame at the top of the supporting frame 22 by two parallel rotating connecting lugs. The lugs are fitted onto the rotating shaft at the top of the supporting frame 22, allowing the entire U-shaped or V-shaped frame to be suspended in the air like a swing pedal and to rotate freely around the axis. The attitude adjustment drive mechanism 23 is located in the accommodating space and is used to drive the support frame 21 to adjust its pitch around the aforementioned rotating connection.

[0038] The attitude adjustment drive mechanism 23 is located in the space between the support frame 22 and the load-bearing frame 21, serving as the power source for rotating the "swing". The attitude adjustment drive mechanism 23 can be an inverted electric push rod, its bottom end fixed to the lower crossbeam or chassis of the support frame 22 via a hinge. The top of its telescopic rod pushes upwards against the bottom or side of the load-bearing frame 21, changing the tilt angle of the load-bearing frame 21 by varying the length of the telescopic rod. Alternatively, the attitude adjustment drive mechanism 23 can be a winch device installed on the inner top of the support frame 22, connected downwards to the rear end of the load-bearing frame 21 via a wire rope. The winch retracts and extends the wire rope to pull the load-bearing frame 21 back and forth within the space, allowing for optimal utilization of the internal space and minimizing interference with the external working environment.

[0039] In this embodiment, by suspending the support frame 21 on top of the support frame 22 in a structure similar to a swing, and by embedding the attitude adjustment drive mechanism 23 within the accommodating space, the overall center of gravity of the device is lowered and the structure is compact. This suspended rotation method utilizes the change in gravitational potential energy to assist in attitude adjustment, making the movement process more stable and smooth. At the same time, the support frame 22 provides effective physical protection for the internal attitude adjustment drive mechanism 23, preventing collision damage during transportation or operation, and significantly improving the safety and durability of the device under complex working conditions.

[0040] Please see Figure 4 In one embodiment, the attitude adjustment drive mechanism 23 includes a first support base 231, a transmission structure 232, and a first support rod 233. The first support base 231 is disposed on the support frame 22. The transmission structure 232 includes a lead screw 2321 and a lead screw slider 2322. The lead screw 2321 is rotatably disposed on the first support base 231, and the lead screw slider 2322 is sleeved on the lead screw 2321 and threadedly engaged with the lead screw 2321. One end of the first support rod 233 is rotatably connected to the lead screw slider 2322, and the other end is rotatably connected to the bottom of the support frame 21.

[0041] It should be noted that the first support base 231, as the basic mounting base of the transmission structure 232, is stably set on the support frame 22 to support and position the rotating lead screw 2321. The first support base 231 can be a seat with bearing holes, fixed to the inner wall of the column of the support frame 22 by bolts to ensure the coaxiality of the lead screw 2321 during rotation. Alternatively, the first support base 231 can also be a pair of welded lugs, directly welded to the underside of the crossbeam of the support frame 22, directly positioning the end of the lead screw 2321 by embedding a self-lubricating bushing, simplifying the overall structural weight.

[0042] The transmission structure 232 is the core component that converts rotational power into linear driving force, mainly comprising a lead screw 2321 and a matching lead screw slider 2322. The transmission structure 232 can be a high-precision ball screw pair 2321, with helical raceways machined on the surface of the lead screw 2321 and circulating balls inside the lead screw slider 2322. This structure features high transmission efficiency, low frictional resistance, and long service life. Alternatively, the transmission structure 232 can also employ a trapezoidal lead screw and nut pair with higher load-bearing capacity. The lead screw 2321 has a trapezoidal thread, and the lead screw slider 2322 has a corresponding trapezoidal nut. This structure has excellent self-locking functionality, maintaining the slider position even in the event of a power outage. Alternatively, the transmission structure 232 can also be an integrated electric actuator, integrating the motor, reduction gear, and transmission screw into a compact housing, directly outputting linear motion, eliminating the exposed lead screw 2321 and slider structure, further simplifying installation space and maintenance procedures.

[0043] The first support rod 233, as a key force-transmitting component connecting the transmission structure 232 and the support frame 21, has its two ends rotatably connected to the lead screw slider 2322 and the bottom of the support frame 21, respectively. It plays a role in dynamically changing its angle and transmitting support force during movement. The first support rod 233 can be a rod-shaped structure. When the lead screw 2321 drives the slider to move linearly, the rotational connection angle of the first support rod 233 relative to the slider and the support frame 21 changes in real time, thus adapting to the arc-shaped trajectory changes of the support frame 21 during rotation. Simultaneously, it acts as a rigid connecting rod to bear the weight reaction force from the tail fin 2000. Alternatively, the first support rod 233 can also be a connecting rod with internal cross-shaped reinforcing ribs. As its tilt angle continuously adjusts with the rotation of the support frame 21, it maintains effective support for the support frame 21, preventing deformation under stress.

[0044] In this embodiment, the structural design of driving the first support rod 233 through the cooperation of the lead screw 2321 and the lead screw slider 2322 can convert the precise rotational displacement output by the motor into the linear push-pull action of the first support rod 233. Furthermore, by utilizing the characteristic of the first support rod 233 to adaptively change its tilt angle during the follow-up process, the linear driving force is smoothly converted into the rotational torque of the support frame 21. This structure not only utilizes the high precision and high rigidity of the lead screw 2321 transmission to ensure the accuracy of the pitch angle adjustment of the tail fin 2000, but also ensures that the first support rod 233 maintains an effective support connection during the rotation of the support frame 21, enhancing the overall structural stability of the device and avoiding swaying caused by changes in the center of gravity, thereby achieving efficient and precise attitude adjustment.

[0045] Please see Figure 5 In one embodiment, the posture adjustment assembly 200 further includes a guide mechanism 24, which includes a second support base 241, a guide member 242, and a second support rod 243. The second support base 241 is disposed on the support frame 22 and spaced apart from the first support base 231. The guide member 242 includes a guide rod 2421 and a guide seat 2422. The guide rod 2421 is disposed on the second support base 241, and the guide seat 2422 is sleeved on the guide rod 2421 and can move along the axial direction of the guide rod 2421. One end of the second support rod 243 is rotatably connected to the guide seat 2422, and the other end is rotatably connected to the bottom of the support frame 21.

[0046] It should be noted that the second support 241 is mounted on the support frame 22, mainly used to support and fix the guide rod 2421, and maintains a certain distance from the first support 231 to form a parallel layout. The second support 241 can be a metal bracket or metal block connected to the column on the other side of the support frame 22 by bolts, and its bottom is machined with positioning holes for the guide rod 2421 to pass through. Alternatively, the second support 241 can also be a flange structure integrally formed with the crossbeam of the support frame 22, directly serving as the fixed end of the guide rod 2421. This integrated structure can reduce assembly errors and improve overall rigidity.

[0047] The guide component 242 includes a guide rod 2421 and a guide seat 2422, used to provide linear guidance for moving parts and prevent swaying or jamming during movement. The guide component 242 can be a cylindrical guide rail fitted with a linear bearing housing. The two ends of the guide rod 2421 are fixed to the second support 241, and the guide seat 2422 is sleeved on the outside of the guide rod, allowing for smooth axial sliding under load. Alternatively, the guide component 242 can also be a guide shaft with an anti-rotation keyway fitted with a sliding sleeve, where the guide seat 2422 is the sliding sleeve. This structure not only withstands radial loads but also resists rotation of the guide seat 2422 itself through the keyway fit, further improving the accuracy of guidance.

[0048] The second support rod 243 serves as a follower component connecting the guide seat 2422 and the support frame 21. One end is rotatably connected to the guide seat 2422, and the other end is rotatably connected to the bottom of the support frame 21, providing auxiliary support and stabilizing the posture. The second support rod 243 can be a tubular structure with the same length as the first support rod 233, with both ends connected to the guide seat 2422 and the support frame 21 respectively via ball joint bearings or rotating connecting shafts, enabling adaptive compensation of assembly errors and absorption of lateral forces. Alternatively, the second support rod 243 can also be an adjustable-length threaded rod structure, with the rod length finely adjusted by rotating the adjusting nut on the rod body to precisely calibrate the levelness or angle of the support frame 21 during installation.

[0049] In this embodiment, by adding a guide mechanism 24 including a second support base 241, a guide member 242, and a second support rod 243, a stable parallelogram or triangular support structure is formed together with the original drive mechanism. This effectively constrains the degree of freedom of the load-bearing frame 21 during rotation and eliminates the lateral component force and torsional torque that may be generated by unilateral drive. The guide member 242, in conjunction with the second support rod 243, ensures that the load-bearing frame 21 always moves smoothly along the predetermined planar trajectory, which greatly improves the anti-interference ability and movement accuracy of the tail fin 2000 during attitude adjustment, thereby ensuring the reliability and safety of assembly and docking.

[0050] In one embodiment, the attitude adjustment component 200 also includes an angle sensor, which is located at the rotational connection shaft between the carrier frame 21 and the support frame 22, or directly on the carrier frame 21. The angle sensor is used to collect real-time rotation angle data of the carrier frame 21 relative to the support frame 22 and transmit this data to the vehicle's main controller in real time. The angle sensor can be a high-precision tilt sensor or a rotary encoder. Through the feedback from the angle sensor, the operator can intuitively read the current pitch angle value of the tail wing 2000 on the display screen. Simultaneously, the control system can achieve precise digital adjustment and closed-loop control of the pitch angle based on this feedback signal, ensuring the accuracy of adjusting the tail wing 2000 to the target attitude.

[0051] In one embodiment, the attitude adjustment assembly 200 further includes a pitch locking mechanism, which is located between the carrier frame 21 and the support frame 22. The pitch locking mechanism is used to mechanically and rigidly lock the carrier frame 21 after it has rotated to the target attitude, preventing attitude drift due to external vibration or load changes during the docking operation. The pitch locking mechanism can be a manually locking pin structure, where the pin is inserted into the positioning holes of the carrier frame 21 and the support frame 22 for locking; or it can be a hydraulic brake clamp or a pneumatic brake structure, which achieves braking and locking by clamping the friction disc of the rotating connecting shaft. By setting up the pitch locking mechanism, the attitude stability and safety of the tail fin 2000 during the assembly and docking process are further improved.

[0052] Please see Figure 4 In one embodiment, the transmission structure 232 further includes a first manual adjustment member 234, which is connected to the lead screw 2321 and is used to drive the lead screw 2321 to rotate.

[0053] It should be noted that the first manual adjustment component 234 serves as an auxiliary or backup power input end, connected to the end of the lead screw 2321, and is used to directly or indirectly drive the lead screw 2321 to rotate via manual operation. The first manual adjustment component 234 can be a handwheel directly fitted onto the shaft extension end of the lead screw 2321. This handwheel can be made of die-cast aluminum alloy or nylon, with its rim surface machined with anti-slip knurling or covered with a layer of rubber material, so that the operator can hold it firmly and apply rotational torque. Alternatively, the first manual adjustment component 234 can also be a crank-handle mechanism connected to the lead screw 2321 via a reduction gearbox. That is, the handle of the crank is mounted on the high-speed input shaft of the reduction gearbox, and the output shaft of the reduction gearbox is coaxially connected to the lead screw 2321. By rotating the crank, the operator utilizes the gear reduction and torque amplification characteristics of the reduction gearbox to drive the heavy-load-bearing frame 21 to perform lifting and lowering movements with minimal physical effort.

[0054] In this embodiment, by setting the first manual adjustment component 234, the device is provided with a manual operation mode in addition to electric drive. In emergency situations such as power supply interruption, motor failure, or control system failure, the operator can still manually drive the lead screw 2321 to rotate, complete the attitude fine adjustment or reset and retraction of the tail fin 2000. This effectively avoids the risk of the tail fin 2000 getting stuck in mid-air and unable to move due to electrical system failure, and significantly improves the safety and operational flexibility of the device under complex working conditions.

[0055] Please see Figure 6 and Figure 7 In one embodiment, the chassis assembly 100 includes a chassis main frame 11 and a lifting mechanism 12; the lifting mechanism 12 is disposed on the chassis main frame 11; wherein, the support frame 21 is connected to the drive end of the lifting mechanism 12, and the lifting mechanism 12 is used to drive the support frame 21 to rise and fall.

[0056] It should be noted that the chassis main frame 11, as the base platform for the installation of the lifting mechanism 12, not only provides mobile support but also needs to withstand the enormous loads during the lifting process. The chassis main frame 11 can be a grid-like platform with mounting holes on its surface for positioning the lifting mechanism 12. Alternatively, the chassis main frame 11 can also be a box-shaped structure with a double-layered bottom plate, forming an internal storage space to conceal and store some components of the lifting mechanism 12, thereby lowering the overall center of gravity and protecting the mechanical structure from external damage.

[0057] The lifting mechanism 12 is connected between the chassis main frame 11 and the support frame 21, and is used to drive the support frame 21 and the tail fin 2000 to adjust their vertical height. The lifting mechanism 12 can be a scissor lift structure, which is fixed to the chassis main frame 11, with the top platform connected to the support frame 21. Multiple sets of cross-rotatingly connected booms are extended or retracted via hydraulic cylinders, thereby achieving smooth lifting and lowering of the support frame 21. Alternatively, the lifting mechanism 12 can also be an electric push rod lift, with the push rod connected to and supported at the bottom of the support frame 21, facilitating the overall lifting and lowering of the support frame 21 or fine-tuning of its height difference.

[0058] In this embodiment, by integrating a lifting mechanism 12 into the chassis assembly 100 to drive the lifting of the support frame 21, the device is given a degree of freedom in the vertical direction (Z-axis). This allows the tail fin 2000 to not only be transported in a horizontal transport state, but also to be adjusted in height at the assembly site according to the actual height of the fuselage docking interface. This design eliminates the need for external forklifts or cranes for height compensation, significantly improving the automation level of the assembly site and the adaptability to different fuselage models. It effectively solves the docking problem caused by uneven ground or changes in fuselage height, and significantly improves the efficiency and accuracy of assembly operations.

[0059] In another embodiment, the lifting mechanism 12 is vertically fixedly installed on the chassis main frame 11, serving as the core transmission unit connecting the chassis main frame 11 and the support frame 21. It mainly consists of a lifting screw, a screw nut, a vertical guide column, a lifting platform, a lifting drive motor, a position encoder, and a low-position limit switch. The bottom end of the vertical guide column is fixedly connected to the chassis main frame 11, providing a vertical guiding foundation for the lifting movement. The main body of the lifting drive motor is fixedly connected to the chassis main frame 11, and its output shaft is driven by the lifting screw, driving the lifting screw to rotate relative to the chassis main frame 11. The screw nut is threadedly fitted onto the lifting screw and fixedly connected to the lifting platform. The lifting platform is simultaneously slidably fitted onto the vertical guide column, and its upper surface is used to connect with the support frame 21. Furthermore, the position encoder is installed on the shaft end of the lifting drive motor and rotates synchronously with the motor shaft; the low-position limit switch is fixedly installed on the chassis main frame 11 at a predetermined position corresponding to the extreme downward position of the lifting mechanism 12.

[0060] During operation, the lifting drive motor drives the lifting screw to rotate, which in turn drives the lifting platform to move smoothly up and down relative to the chassis main frame 11 along the vertical guide column via the screw nut. The constraint of the guide column effectively avoids lateral deviation during the lifting process, completing the overall lifting height adjustment of the rear wing 2000. At the same time, the position encoder collects the motor rotation pulse signal in real time, which is transmitted to the vehicle controller via the CAN bus and combined with the screw lead to calculate the actual lifting height, realizing precise closed-loop height control. When the lifting platform returns to the lowest transport position, it triggers the low-position limit switch on the chassis main frame 11, and the control system immediately cuts off the lifting power, realizing automatic low-position limit reset to zero.

[0061] Of course, in one embodiment, when the attitude adjustment assembly 200 also includes a support frame 22, the lifting mechanism 12 can also be directly connected to the support frame 22 to drive the support frame 22 to move up and down relative to the chassis main frame 11. Specifically, the fixed end of the lifting mechanism 12 is located on the chassis main frame 11, and its driving end is connected to the bottom of the support frame 22; when the lifting mechanism 12 is activated, it pushes the support frame 22 to rise as a whole, thereby driving the load-bearing frame 21 suspended on the support frame 22 to rise synchronously. This structural layout makes reasonable use of the support frame 22 as an intermediate force transmission carrier, decoupling the vertical lifting motion from the pitch adjustment motion, which can not only ensure the structural stability during the attitude adjustment process, but also realize the flexible adjustment of the docking height of the tail fin 2000, adapting to more diverse assembly conditions.

[0062] Please see Figure 8In one embodiment, the chassis assembly 100 further includes a longitudinal movement mechanism 13 and a transverse movement mechanism 14. The longitudinal movement mechanism 13 includes a longitudinal movement seat 131 and a longitudinal movement drive member. The longitudinal movement seat 131 is disposed on the chassis main frame 11, and the longitudinal movement drive member is used to drive the longitudinal movement seat 131 to move along a first direction. The transverse movement mechanism 14 includes a transverse movement seat 141 and a transverse movement drive member. The transverse movement seat 141 is disposed on the longitudinal movement seat 131, and the transverse movement drive member is used to drive the lifting mechanism 12 to move along a second direction. The lifting mechanism 12 is disposed on the transverse movement seat 141, and the first direction and the second direction are arranged at an angle.

[0063] It should be noted that the longitudinal movement mechanism 13 is mounted on the main chassis frame 11 and is used to provide the tail fin 2000 with the ability to adjust its position in the first dimension of the horizontal plane. It mainly consists of the longitudinal movement base 131, which serves as the load-bearing foundation, and the longitudinal movement drive component, which provides power. The longitudinal movement mechanism 13 can adopt a structure of linear guide rail and slider. That is, the longitudinal movement base 131 is placed on a long guide rail laid on the main chassis frame 11 as a sliding platform. The longitudinal movement drive component is a servo motor or hydraulic motor installed on one side of the longitudinal movement base 131. It drives the longitudinal movement base 131 to move along the "first direction" through gear and rack transmission, chain drag, or lead screw. Here, the "first direction" only refers to a linear motion axis of the device. Depending on the actual work site layout or operating habits, this axis can be defined as the traditional front-to-back direction, or it can be flexibly adjusted to the left-to-right direction as needed. Its specific orientation is not limited.

[0064] The transverse mechanism 14 is stacked on top of the longitudinal sliding base 131 to provide a second-dimensional positional adjustment capability perpendicular to the first direction, thereby driving the lifting mechanism 12 to perform horizontal deflection. It includes the transverse sliding base 141 and a transverse drive component. The transverse mechanism 14 can be another set of guide rails vertically laid on the longitudinal sliding base 131, with the transverse sliding base 141 serving as the sliding carrier on this pair. The lifting mechanism 12 is directly mounted and fixed on the transverse sliding base 141. The transverse drive component can be an electric push rod or a lead screw module, which pushes the transverse sliding base 141 to move along the "second direction" through extension, retraction, or rotation. Similarly, the "second direction" is another axis orthogonal to the "first direction" on the horizontal plane. The specific orientational correspondence between the two depends entirely on the design requirements of the device. Longitudinal and transverse movements can correspond to front and back and left and right respectively, or they can be interchanged, or correspond to any other two vertical horizontal directions, thus adapting to different operating environments.

[0065] It should be further explained that "the first direction and the second direction are set at an angle" means that the first direction and the second direction are not parallel in spatial layout, and they intersect to form a two-dimensional motion plane. Specifically, in the conventional preferred embodiment, the included angle is usually 90 degrees, that is, the first direction and the second direction are perpendicular and orthogonal to each other to construct a conventional rectangular coordinate system. This orthogonal layout not only makes the motion decoupling the best, but also makes it most convenient for the operator to perform axial control and position conversion. However, the present invention does not make an absolute limitation on the specific degree of the included angle. Depending on the actual shape constraints of the chassis main frame 11, the arrangement space of internal components, or to meet specific assembly trajectory requirements, the included angle can also be designed to be any angle other than 90° (e.g., acute or obtuse angle). Through this two-dimensional motion composite with an included angle, the displacement of the longitudinal movement mechanism 13 along the first direction and the displacement of the transverse movement mechanism 14 along the second direction can be vector-superimposed, so that the lifting mechanism 12 (and the tail fin 2000 it carries) can move and precisely position itself in the plane determined by the included angle, thereby giving the device spatial adaptability and alignment flexibility.

[0066] In this embodiment, by setting longitudinal movement mechanism 13 and transverse movement mechanism 14 in chassis component 100, a mobile platform with preset position adjustment capability in the horizontal plane is constructed. Since there is no limitation on specific orientation definition, the device can flexibly plan the movement path according to the actual situation of the assembly site, eliminating the trouble of having to repeatedly adjust the vehicle body posture due to the traditional single-direction movement limitation. This structure allows operators to quickly transport the tail wing 2000 to the underside of the fuselage and align the interface through free combination of two directions, improving the flexibility of assembly operations and adaptability to different site environments.

[0067] In another embodiment, the longitudinal movement drive integrates both manual and electric functions. Besides the servo motor, the longitudinal movement drive also includes a manual fine-tuning component, which mainly consists of a rocker arm, mounting base, cover plate, bevel gears, pressure plate, nut, screw, connecting block, mounting plate, linear guide pair, and bearing with mounting seat. Rotating the rocker arm drives the bevel gear set to move relative to each other. Utilizing the reversing characteristic of the bevel gears, the screw rotates, thereby driving the nut to move linearly along the axial direction. The nut, through the connecting block, drives the mounting plate and the longitudinal movement seat 131 to move, thus achieving longitudinal movement adjustment.

[0068] Similarly, the transverse drive also integrates manual and electric functions. The transverse base 141 is slidably mounted on the longitudinal base 131 in conjunction with the linear guide pair. In addition to the electric push rod, the transverse drive also includes a manual adjustment assembly, which mainly consists of a hand crank, a mounting base, a nut, a screw, the linear guide pair, and a bearing with a mounting seat. By rotating the hand crank, the screw is rotated, causing the nut to move axially and drive the slider, thereby driving the transverse base 141 and the lifting mechanism 12 mounted on it to move in the second direction.

[0069] In particular, the bevel gear set in the longitudinal movement mechanism 13 can reverse the transmission and centralize the originally scattered lateral and longitudinal movement operation interfaces; by guiding the installation position of the adjustment handle to the same operating area as another adjustment mechanism through the bevel gear set, the operator can hold and drive the lateral and longitudinal movement hand cranks at the same position without moving around the device, which greatly optimizes the ergonomic experience.

[0070] In this embodiment, by setting a longitudinal movement mechanism 13 and a transverse movement mechanism 14 in the chassis assembly 100, a mobile platform with the ability to adjust a preset position in the horizontal plane is constructed. The bevel gear set reversing design integrated in the longitudinal movement mechanism 13 allows the operator to complete the displacement adjustment in two directions at the same station without having to move back and forth on different sides of the device. This highly integrated human-machine interaction design significantly reduces the labor intensity of the operator and ensures that the tail fin 2000 can quickly and accurately align with the fuselage interface through free combination in both longitudinal and transverse directions, thereby significantly improving the efficiency of assembly operations, ease of operation, and adaptability to different site environments.

[0071] Please see Figure 2 In one embodiment, the chassis assembly 100 further includes an auxiliary support mechanism 15, one end of which is rotatably connected to the support frame 21 and the other end of which is rotatably connected to the transverse slide seat 141.

[0072] It should be noted that the auxiliary support mechanism 15, as an auxiliary force-bearing component between the support frame 21 and the transverse seat 141, can adaptively extend, retract, and deflect in angle as the height of the support frame 21 changes during the process of the lifting mechanism 12 driving the support frame 21 to rise and fall.

[0073] In this way, the auxiliary support mechanism 15 can establish a stable mechanical transmission path between the chassis assembly 100 and the load-bearing frame 21, share the load of the lifting mechanism 12, and significantly improve the lateral stability and anti-overturning ability of the load-bearing frame 21 during lifting and load-bearing processes.

[0074] Please see Figure 2 In one embodiment, the auxiliary support mechanism 15 includes a first support rod 151 and a second support rod 152. The first support rod 151 is rotatably connected to the support frame 21. One end of the second support rod 152 is sleeved on the outside of the first support rod 151 and can move along the axial direction of the first support rod 151. The other end of the second support rod 152 is rotatably connected to the transverse sliding seat 141.

[0075] It should be noted that the first support rod 151 is an inner member of the auxiliary support mechanism 15, mainly used to connect to the upper load-bearing frame 21. The first support rod 151 can be made of high-strength alloy steel or aluminum alloy, and its shape can be a solid round rod or a hollow tubular structure. One end of the first support rod 151 is connected to the load-bearing frame 21 via a hinge, and can rotate with the movement of the load-bearing frame 21.

[0076] The second support rod 152 is the outer layer of the auxiliary support mechanism 15, sleeved on the outside of the first support rod 151, forming a telescopic sleeve structure with the first support rod 151. The second support rod 152 can be made of carbon steel or structural steel, and its shape can be a hollow cylindrical or square tube. The lower end of the second support rod 152 is connected to the transverse sliding seat 141 via a hinge, and its inner diameter is adapted to the outer diameter of the first support rod 151, allowing the first support rod 151 to slide smoothly inside it.

[0077] During the adjustment of the support, when the lifting mechanism 12 drives the support frame 21 to move up and down, the support frame 21 drives the first support rod 151 to move up and down. Since the first support rod 151 and the second support rod 152 are slidably sleeved together and respectively rotatably connected between the relatively moving support frame 21 and the transverse seat 141, as the height of the support frame 21 changes, the first support rod 151 will extend or retract axially relative to the second support rod 152. During this process, the rotational connection angle of the two support rods will adaptively deflect, always forming a stable triangular support structure between the support frame 21 and the chassis, thereby achieving follow-up auxiliary support.

[0078] In this embodiment, by setting up an auxiliary support mechanism 15 consisting of a first support rod 151 and a second support rod 152, the support length is automatically adjusted when the support frame 21 is raised and lowered by utilizing the relative sliding and rotational connection angle between the two rods. This not only shares the weight load of the support frame 21 and its supporting tail fin 2000 and reduces the pressure on the lifting mechanism 12, but more importantly, it significantly enhances the lateral rigidity and anti-overturning ability of the device during the lifting process, effectively preventing the tail fin 2000 from shaking or shifting during high-altitude operations, thereby ensuring the safety and accuracy of the assembly and docking process.

[0079] Please see Figure 1 and Figure 2 In one embodiment, the aircraft tail fin mounting device 1000 includes at least two chassis assemblies 100, in which two chassis main frames 11 are spaced apart, and two lifting mechanisms 12 are respectively connected to both sides of the support frame 21.

[0080] It should be noted that, in this embodiment, the aircraft tail fin mounting device 1000 adopts a structure in which two chassis assemblies 100 work together. The main chassis frame 11 serves as the bottom support base of the device, and the two main chassis frames 11 are set at intervals. The main chassis frame 11 can be made of high-strength alloy steel or profiled aluminum alloy, and its shape is usually a long rectangular frame structure to provide a stable bottom support surface.

[0081] Lifting mechanisms 12 are installed on two chassis assemblies 100, respectively. These two lifting mechanisms 12 are symmetrically distributed, and their top drive ends are fixedly connected to the two sides of the support frame 21 along the second direction. The support frame 21 spans across the two spaced-apart main chassis frames 11. When the two lifting mechanisms 12 are driven synchronously, they drive the support frame 21 to move vertically; when the two lifting mechanisms 12 are driven differentially, they can adjust the lateral level of the support frame 21 (leveling) or make the support frame 21 tilt laterally (adjusting the roll angle).

[0082] In this embodiment, by setting two chassis components 100 arranged at intervals along the second direction and connecting them to both sides of the support frame 21, a wide-span dual-point support structure is formed. This design not only significantly widens the support base of the device and lowers the center of gravity, greatly improving the anti-overturning stability of the tail fin 2000 at a high position, but also realizes multiple functions of vertical lifting, automatic leveling, and lateral tilt angle adjustment of the support frame 21 by using the synchronous or differential cooperation of the two lifting mechanisms 12. This allows it to flexibly adapt to uneven ground conditions and meet the precise docking requirements of the tail fin 2000 under different tilt attitudes.

[0083] Please see Figure 1 and Figure 6 In one embodiment, the aircraft tail fin mounting device 1000 further includes a connecting frame 300, which connects two chassis main frames 11.

[0084] It should be noted that the connecting frame 300 is a structural component used to connect two spaced-apart chassis main frames 11. Its main function is to fix the two independent chassis components 100 together as a whole to maintain their relative positional relationship. The connecting frame 300 can be made of high-strength alloy steel, aluminum alloy, or carbon steel, and its shape can be a long beam or a grid-like frame structure.

[0085] Regarding the location and specific structure of the connecting frame 300, it can be a crossbeam located below the two main chassis frames 11, spanning and connecting the bottom of the two chassis. This bottom-mounted connecting frame 300 structure can be a single straight beam or a portal frame welded from multiple steel sections to enhance the overall strength of the bottom. Alternatively, the connecting frame 300 can also be a side beam located on the side of the two main chassis frames 11, connecting the outer walls of the two chassis. This side connecting frame 300 can be a pair of parallel round rods or square tubes, or an X-shaped truss structure composed of intersecting members, which connects and reinforces the two main chassis frames 11 from the side.

[0086] In this embodiment, by adding a connecting frame 300 between the two chassis main frames 11, the separately set chassis components 100 are rigidly connected into a unified whole chassis system, which effectively improves the overall structural rigidity of the device and prevents the two chassis from being misaligned, twisted or having changes in spacing when moving or bearing load. This ensures the stability of the support frame 21 and the tail fin 2000 during movement and lifting, guarantees the synchronous operation accuracy of the lifting mechanisms 12 on both sides, and thus greatly improves the safety and reliability of the aircraft tail fin 2000 assembly operation.

[0087] In one embodiment, the aircraft tail fin mounting device 1000 further includes a lift frame, which is disposed between the lifting mechanism 12 and the support frame 21.

[0088] It should be noted that the lifting frame, as an intermediate load-bearing component connecting the lifting mechanism 12 and the support frame 21, is located between the top of the lifting mechanism 12 and the bottom of the support frame 21, serving to assist in transmitting lifting power and enhance support stability. The lifting frame can be made of high-strength alloy steel or aluminum alloy, and its shape can be a rectangular plate, a box beam, or a grid frame structure, providing a large installation surface and structural strength. The lower surface of the lifting frame is connected to the drive end of the lifting mechanism 12 (such as a hydraulic cylinder rod head or lead screw nut), and the upper surface is fixedly connected to the bottom of the support frame 21. During operation, the lifting frame directly bears the thrust or pull of the lifting mechanism 12 and converts this concentrated force into uniform surface support for the support frame 21, while also helping to limit the twisting or swaying of the support frame 21 during the lifting process.

[0089] In this embodiment, by setting up a lifting frame between the lifting mechanism 12 and the support frame 21, a stable intermediate force transmission and support platform is constructed, which effectively improves the force state between the lifting mechanism 12 and the support frame 21, converting the point or line contact load output by the lifting mechanism 12 into a surface support load on the support frame 21, avoiding structural damage caused by excessive local stress, and enhancing the anti-interference ability of the support frame 21 during vertical movement, thereby ensuring the stability, safety and structural reliability of the entire device when carrying the heavy tail fin 2000 for lifting operations.

[0090] Please see Figure 6 and Figure 7 In one embodiment, the chassis assembly 100 further includes a second manual adjustment member 16, which is drive-connected to the drive end of the lifting mechanism 12.

[0091] It should be noted that the second manual adjustment component 16 is a manually operated component in the chassis assembly 100 used to directly intervene in the movement state of the lifting mechanism 12, and its transmission is connected to the drive end of the lifting mechanism 12 (such as the input shaft of the gearbox or the drive shaft of the lead screw). The second manual adjustment component 16 can be a handwheel with anti-slip texture, a folding crank handle, or a ratchet wrench.

[0092] During operation, the lifting mechanism 12 is normally powered by an electric motor or hydraulic system for automatic lifting, with the second manual adjustment component 16 either moving in tandem or in a disengaged state. When manual intervention is required, the operator can directly input torque to the drive end by rotating or rocking the second manual adjustment component 16, thereby driving the lifting mechanism 12 to move upward or downward. This design achieves an organic combination of manual adjustment and electric drive, supporting both efficient electric operation and allowing direct transmission of manual force.

[0093] In this embodiment, by setting a second manual adjustment component 16 in the chassis assembly 100 that is connected to the drive end of the lifting mechanism 12, a hybrid control mode combining electric drive and manual adjustment is constructed. This not only ensures that in emergency situations such as power failure, electric control system failure, or insufficient motor power, the operator can safely and controllably adjust the height of the support frame 21 by manual operation, but also greatly improves the operational safety and emergency support capability of the device, thereby significantly improving the overall operational flexibility and environmental adaptability of the device.

[0094] Please see Figure 2 and Figure 6 In one embodiment, the chassis assembly 100 further includes a walking mechanism 17, which is disposed on the chassis main frame 11 and is used to support the chassis main frame 11 and drive the chassis main frame 11 to move.

[0095] It should be noted that the walking mechanism 17 is a moving component located at the bottom of the chassis main frame 11. Its main function is to support the weight of the entire device and drive the chassis main frame 11 to move flexibly and adjust its position on the ground. The walking mechanism 17 can be a wheel or track structure with hubs, and is usually fixedly connected to the bottom of the chassis main frame 11 by mounting brackets or axles.

[0096] During movement, the walking mechanism 17 integrates a combination of electric drive and manual push. In electric mode, the drive motor inside the walking mechanism 17 directly drives the wheels to rotate, enabling the device to move, steer, and position itself automatically. In manual mode, the drive motor is de-energized or disengaged, and the wheels are in a free-rolling or low-resistance state. At this time, the operator can manually push the chassis main frame 11 to achieve rapid transfer or fine adjustment of the device, or change the direction of travel by using the manual steering component.

[0097] In this embodiment, by setting up a walking mechanism 17 with a combination of electric drive and manual push functions, the aircraft tail fin mounting device 1000 is provided with flexible and diverse movement modes. The electric drive mode ensures the ease of operation and control precision of the device when carrying heavy objects for long-distance movement or entering a precise docking position, while the manual push mode provides emergency movement capability and maneuverability in the event of power failure, equipment failure, or confined space. The two complement each other, enabling the entire device to adapt to complex and ever-changing factory operating environments, significantly improving the efficiency, safety, and reliability of assembly operations in response to emergencies.

[0098] In another embodiment, the walking mechanism 17 may specifically include walking wheels 171, a braking device, a steering mechanism, and a vehicle body limiting device. Among them, the traveling wheel 171 is a rolling component that directly contacts the ground. Its material can be high-strength wear-resistant rubber, polyurethane, or metal, and its shape can be a round tire with a hub or a Mecanum wheel. The braking device is used to lock the traveling wheel 171 to prevent slippage. Its material can be metal friction pads or composite brake blocks, or a disc brake structure or a drum brake shoe structure. The steering mechanism is used to change the direction of travel of the device. It can be a slewing support structure, a steering trapezoidal linkage, or a gear and rack structure. The vehicle body limiting device is used to physically limit or protect against collisions after the device moves into place. Its material can be elastic rubber or spring steel, and its shape can be a buffer block, a limiting baffle, or a telescopic baffle. The vehicle body limiting device is usually set on the side or end of the chassis main frame 11. When the device moves to the predetermined position (such as the limiting point inside the container), the vehicle body limiting device contacts the external limiting structure. Through elastic deformation or mechanical blocking, it achieves precise positioning and buffer energy absorption, preventing the device from moving excessively or causing collision damage.

[0099] In terms of control, the walking mechanism 17 also integrates manual and electric functions: the walking wheels 171 and the steering mechanism can be driven by a motor to achieve electric movement and automatic steering, or they can be switched to free mode to move and steer by manually pushing or pulling or manually turning the steering wheel / handle, so as to adapt to the flexible needs under different working conditions.

[0100] Please see Figure 2 In one embodiment, the support frame 21 includes a base 211, two side support portions 212, and an adjustment assembly 213. The two side support portions 212 are located on opposite sides of the base 211 and are rotatably connected to the base 211. Each side support portion 212 is used to support and limit a wing portion 202. The adjustment assembly 213 is rotatably connected to the two side support portions 212 and is used to adjust the distance between the adjustment assembly 213 and the rotatable connection point of the two side support portions 212, so as to adjust the included angle between the two side support portions 212.

[0101] It should be noted that, in terms of structural form, the base 211 can be designed as a flat plate structure or a grid truss structure, and its material can be carbon steel or lightweight aluminum alloy. The upper part of the base 211 is used to rotatably connect the relevant components of the supporting frame 21, while the lower part is used to fit against the working surface. Through this vertical connection, the base 211 can evenly distribute the weight of the upper tail fin 2000 to the supporting surface, ensuring the stability of the overall structure.

[0102] Two side support portions 212 are distributed on opposite sides of the base 211. Working together, they support and limit the wing portion 202 from both sides of the tail fin 2000, preventing lateral displacement of the tail fin 2000. The side support portions 212, as key load-bearing components of the support frame 21, directly support and limit one wing portion 202 of the tail fin 2000. In terms of shape, the side support portions 212 can be a curved support plate structure or a V-groove structure, and their material can be carbon fiber composite material or ordinary steel. The bottom of each side support portion 212 is rotatably connected to the base 211, while its side is rotatably connected to the adjustment component 213. Through this composite connection, the side support portion 212 can rotate around the base 211 under the traction of the adjustment component 213 to change the deployment angle, and can also provide a close-fitting support surface for the wing portion 202 after the angle is fixed.

[0103] The adjusting component 213, located between the two side support portions 212, is the core component for achieving dynamic adjustment of the included angle. In terms of structure, the adjusting component 213 can be a hydraulic telescopic rod structure or a two-way threaded screw structure, and its material can be alloy steel or rigid plastic. Both ends of the adjusting component 213 are rotatably connected to the two side support portions 212. When the adjusting component 213 pushes or pulls the side support portions 212 by changing its effective length, the rotatable connection between the adjusting component 213 and both side support portions 212 allows for flexible relative rotation during dynamic changes in their relative positions. This effectively releases the interference bending moment and additional stress generated when the side support portions 212 rotate around the base 211 under traction, preventing structural jamming or deformation damage. Through this smooth linkage, the adjustment component 213 can smoothly convert its own length change into the rotational movement of the side support 212, thereby changing the distance between the two side support 212 rotational connection points and the relative angle between the two side support 212 to adapt to the load-bearing requirements of different specifications of tail fin 2000.

[0104] In this embodiment, by employing a base 211, two side support portions 212 rotatably connected to the base 211, and an adjustment assembly 213 rotatably connected to the two side support portions 212, the problems of existing devices having a fixed and non-adjustable bearing angle, being unable to adapt to tail fins of different specifications, and having extremely poor equipment versatility can be solved. Specifically, when bearing and limiting the tail fin 2000, the base 211 provides basic support, and the two side support portions 212 rotatably connected to opposite sides of the base 211 each bear one fin portion 202. When facing tail fins 2000 with different deployment angles, the adjustment assembly 213 is operated to change its extension state, thereby adjusting the distance between the adjustment assembly 213 and the rotatably connected points of the two side support portions 212. During this process, the rotatable connection between the adjustment assembly 213 and the two side support portions 212 allows for flexible relative rotation of the three components, effectively releasing the interference bending moment and additional stress generated when the side support portions 212 are traction-driven and rotate around the base 211, thus avoiding structural jamming or deformation damage. This smooth linkage smoothly translates distance changes into the rotation of the side support 212, enabling dynamic adjustment of the angle between the two side support 212 until it matches the deployment angle of the wing 202. Through this structure, the aircraft tail fin mounting device 1000 achieves flexible and adjustable load-bearing angles, allowing a single device to meet the load-bearing requirements of various tail fin specifications 2000, avoiding resource waste and cost increases caused by custom-designed devices. Simultaneously, adjusting the angle of the side support 212 to match the wing 202 ensures good wing surface fit, eliminates localized hard compression or weak contact, avoids dangerous stress concentration, effectively protects the surface structure of the tail fin 2000, and significantly improves the device's versatility and reliability.

[0105] Please see Figure 10 In one embodiment, the adjustment assembly 213 includes two mounting seats 2131 and an adjustment link 2132. The two mounting seats 2131 are rotatably connected to two side support portions 212 respectively. The two ends of the adjustment link 2132 are respectively connected to the two mounting seats 2131 for adjusting the distance between the two mounting seats 2131.

[0106] It should be noted that the mounting base 2131, as a transitional force transmission component between the adjustment assembly 213 and the side support 212, can be structurally either an ear plate structure or a support structure with a ball cup, and can be made of carbon steel or aluminum alloy. Two mounting bases 2131 are respectively mounted on two side supports 212, and are connected by a rotatable connection. Specifically, this rotatable connection can be a pin-and-ear joint structure, where corresponding positions of the mounting base 2131 and the side support 212 have perforated connecting ears that insert the pin for rotatable connection, allowing the mounting base 2131 to swing flexibly around the center line of the pin; alternatively, a ball joint connection structure can be used, where one side is designed as a ball head structure and the other side as a matching ball cup structure with limiting, thus forming a multi-degree-of-freedom rotatable connection. These connections enable the mounting base 2131 to not only reliably transmit the force of the adjusting linkage 2132 to the side support 212, but also to provide sufficient rotational freedom when the side support 212 is constrained by the base 211 and undergoes spatial posture changes or rotation, thereby releasing additional torsional stress during the movement in all directions and avoiding rigid interference at the connection point that would hinder the adjustment action.

[0107] The adjusting rod 2132 is laterally positioned between the two mounting seats 2131 and is primarily responsible for performing distance adjustment. In terms of structure, the adjusting rod 2132 can be a two-way threaded screw structure or a multi-section telescopic sleeve structure, and its material can be alloy steel or engineering plastic. Both ends of the adjusting rod 2132 are connected to the two mounting seats 2131 respectively. When it is necessary to change the included angle of the two sides, operating the adjusting rod 2132 to extend or retract it will directly push or pull the two mounting seats 2131, thereby changing the linear distance between the two mounting seats 2131. This serves as the power source for the drive side support 212 to rotate around the base 211.

[0108] In this embodiment, the complex spatial angle adjustment can be transformed into simple linear distance control through the cooperative arrangement of the aforementioned adjusting rod 2132 with the two mounting seats 2131 and their corresponding rotatable connections. This reduces the operational difficulty and improves the reliability of the adjustment process. Simultaneously, the flexible relative rotation between the mounting seats 2131 and the side support 212, combined with the linear push-pull of the adjusting rod 2132, effectively releases the internal stress caused by motion interference, making the entire angle adjustment process smoother. Furthermore, the overall structure is compact, facilitating stable adaptation and support of tail fins 2000 of different specifications within a limited space.

[0109] In one embodiment, the adjusting linkage 2132 includes an adjusting lead screw 21321 and an adjusting drive member 21322. The adjusting lead screw 21321 has a first threaded section and a second threaded section, which are respectively threadedly connected to two mounting seats 2131. The adjusting drive member 21322 is throttlely connected to the adjusting lead screw 21321 and is used to drive the adjusting lead screw 21321 to rotate in order to adjust the distance between the two mounting seats 2131. The threads of the first threaded section and the second threaded section have opposite directions of rotation.

[0110] It should be noted that the adjusting screw 21321 can be a solid cylindrical shaft or a hollow tubular shaft. The adjusting screw 21321 has a first threaded section and a second threaded section formed on its surface. These two threaded sections pass through and are threadedly connected to the interiors of the two mounting seats 2131. To achieve synchronous contraction or expansion, the helical directions of the first and second threaded sections are set to opposite directions. When the adjusting screw 21321 rotates, guided by the reversed thread direction, the two mounting seats 2131 will move towards each other or away from each other along the axial direction of the adjusting screw 21321, thus converting the rotational motion into a linear distance change.

[0111] The adjusting drive component 21322 is located at the end region of the adjusting screw 21321, primarily providing an external power source for the rotation of the adjusting screw 21321. In terms of structural design, the adjusting drive component 21322 can be designed as a crank mechanism or a gear transmission box. A stable transmission connection can be achieved between the adjusting drive component 21322 and the adjusting screw 21321 via a spline connection or a pin connection. When an operator or external power equipment acts on the adjusting drive component 21322, it can drive the entire adjusting screw 21321 to rotate circumferentially around its own axis, thereby triggering the threaded transmission mechanism and completing the dynamic adjustment of the distance between the two mounting seats 2131.

[0112] In this embodiment, by adjusting the bidirectional reverse thread design of the lead screw 21321 and cooperating with the transmission of the adjusting drive component 21322, the input single rotational motion can be converted into symmetrical linear displacement of the two mounting seats 2131, making the spacing adjustment process smoother and the force more even. This structural design not only simplifies the operation process, but also utilizes the self-locking characteristic of the threaded connection itself to reliably lock the spacing after adjustment, preventing accidental displacement when supporting the tail fin 2000. This improves the overall structural stability and operational safety of the aircraft tail fin mounting device 1000 when adapting to tail fins 2000 of different specifications.

[0113] Please see Figure 10 In one embodiment, the adjustment drive 21322 includes a lever connected to the adjustment screw 21321, which is used to drive the adjustment screw 21321 to rotate under the action of an external force.

[0114] It should be noted that the aforementioned adjustment drive component 21322 may further include a lever in its structural form. As a key component for transmitting power in the adjustment drive component 21322, the lever can be a straight handle structure or a bent rocker arm structure. In terms of overall configuration, the adjustment drive component 21322 can be designed as a combination including the lever or including the lever and a corresponding operating end (or the operating end of an external power source), so as to facilitate the application of force by the operator or an external linear power source.

[0115] Regarding the assembly method, the lever can be connected to the end of the adjusting screw 21321. Specifically, the non-forced end of the adjusting screw 21321 can be provided with a flat interface or a keyway structure. One end of the lever can be connected to this interface by fastener locking or pin positioning, thereby forming a stable linkage. When an external force is applied to the free end of the lever, this connection can effectively convert the push-pull torque applied to the lever into the rotational motion of the adjusting screw 21321 around its own axis.

[0116] In actual operation, the lever is mainly used to drive the adjusting screw 21321 to rotate under the action of external force. The source of external force can be manual pushing by the operator or extension and retraction of external linear drive equipment. When the external force drives the lever to swing around the axis of the adjusting screw 21321, the adjusting screw 21321 connected to it rotates synchronously, thereby driving the nut mated to the adjusting screw 21321 to produce linear displacement, thereby realizing the adjustment of the relative angle between the support frame 21 and the base 211 assembly.

[0117] In this embodiment, the lever converts external force into the rotational motion of the adjusting screw 21321, reducing the complexity of power input and improving the overall ease of operation and smoothness of attitude adjustment of the aircraft tail fin mounting device 1000 in confined or narrow spaces, enabling the tail fin 2000 docking operation to proceed more flexibly.

[0118] Please see Figure 9 and Figure 10 In one embodiment, each side support portion 212 includes a support bracket 2121 rotatably connected to the base 211 and a support member 2122 disposed on the support bracket 2121, the support member 2122 having a first contoured surface adapted to fit the outer surface of the wing portion 202.

[0119] It should be noted that, as the basic framework of the side support 212, the support bracket 2121 mainly serves to bear and transmit loads. Structurally, the support bracket 2121 can be a box structure or a frame beam structure. The support bracket 2121 is rotatably connected to the base 211, its side area is rotatably engaged with the mounting seat 2131 of the adjustment component 213, and its upper area is used to install and fix the support member 2122. Through this multi-directional connection, the support bracket 2121 can not only rotate around the base 211 under the traction of the adjustment component 213, but also evenly transmit the pressure applied by the tail fin 2000 downwards, ensuring the overall structural strength and motion stability of the side support 212.

[0120] The support member 2122 is disposed above the support bracket 2121 and is the force-bearing component that directly contacts the side support portion 212 and the wing portion 202. In terms of shape, the support member 2122 can be an arc-shaped pad structure or a grooved profile structure. The support member 2122 can be fixed to the support bracket 2121 by snap-fit ​​or bolt connection. To better fit the surface shape of the tail wing 2000, the support member 2122 has a first contoured surface, which can be designed as a continuous curved mating surface or a stepped mating surface. When the tail wing 2000 is placed on the side support portion 212, the first contoured surface can adapt to the outer surface of the wing portion 202, thereby increasing the effective contact area between the two and dispersing contact stress.

[0121] In this embodiment, by cooperating with the support bracket 2121 and the support member 2122 with the first contour surface, the structural stability of the aircraft tail fin mounting device 1000 is maintained during the dynamic adjustment process, and the surface of the tail fin 2000 is effectively prevented from being damaged by local compression when bearing the load limit. Overall, the adaptability of the device to the contours of tail fins 2000 of different specifications and the load-bearing safety are improved.

[0122] Please see Figure 9In one embodiment, the support member 2122 includes a seat 21221 and two limiting protrusions 21222. The seat 21221 is disposed on the support bracket 2121. The two limiting protrusions 21222 are respectively disposed at opposite ends of the seat 21221, and a support space for accommodating the wing 202 is formed between the two limiting protrusions 21222. The first contoured surface is disposed on the surface of the seat 21221 located within the support space.

[0123] It should be noted that the base 21221 can be a block structure or a plate structure, and its material can be an alloy material or an engineering plastic material. In terms of assembly, the base 21221 can be positioned above the support bracket 2121, and the two can be fixedly connected by fastening bolts or snap-fit ​​positioning. The base 21221 mainly serves as a transitional element to bear the load above and evenly transfer it to the support bracket 2121, ensuring the stability of the load-bearing structure.

[0124] The limiting protrusions 21222 can be either integrally molded or separately welded. Their material can be the same alloy as the base 21221, or a plastic material with a certain degree of elasticity. These two limiting protrusions 21222 can be respectively positioned at opposite ends of the base 21221, naturally enclosing a support space between them. The main function of this support space is to accommodate the wing 202. When the wing 202 is placed, the limiting protrusions 21222 at both ends can physically block the wing 202 from both sides, effectively preventing the wing 202 from laterally slipping during device movement or attitude adjustment.

[0125] Based on the above structure, in order to improve the fit to the surface of the wing 202, the surface of the seat 21221 located within the support space can also be provided with a first contoured surface. The first contoured surface can be designed as an arc surface structure or a groove structure, and its curvature shape can match the shape of the lower surface of the wing 202. When the wing 202 is housed within the support space, the first contoured surface can make close contact with the outer surface of the wing 202, replacing point-line contact with surface contact, thereby effectively increasing the support area and dispersing contact stress.

[0126] In this embodiment, the lateral obstruction provided by the limiting protrusion 21222 and the large-area contact provided by the first contoured surface improve the overall protection and support stability of the wing 202 by the aircraft tail wing mounting device 1000 during dynamic docking, making the tail wing 2000 assembly operation safer and more reliable.

[0127] Please see Figure 9 In one embodiment, the side support portion 212 includes a plurality of support members 2122, which are spaced apart from the support bracket 2121.

[0128] It should be noted that, in order to accommodate the large span of the wing 202 and optimize the stress distribution, the side support 212 may include multiple support members 2122. These support members 2122 are arranged sequentially along the extension direction of the support bracket 2121, with open gaps between adjacent support members 2122, thus forming a multi-point, discrete support layout on the support bracket 2121. This spaced distribution design functionally achieves independent support for multiple areas of the wing 202. When the wing 202 is placed above the side support 212, the support members 2122 at different positions can support different structural stress points on the bottom surface of the wing 202. Compared to a monolithic support surface, the multiple spaced support members 2122 not only better adapt to possible slight curvature changes on the bottom surface of the wing 202, allowing each support member 2122 to independently achieve a certain degree of adaptive contact, but also effectively reduce the overall weight of the side support 212 while ensuring support coverage. In addition, the gap between adjacent support members 2122 also provides space for operators to observe the lower surface of the wing 202 or lay related pipelines.

[0129] In this embodiment, the multi-point support network composed of multiple support members 2122 effectively avoids the risk of deformation of the wing 202 due to excessive force at a single point during docking. Overall, it improves the uniformity of force and structural adaptability of the aircraft tail wing mounting device 1000 when bearing the large-span tail wing 2000, and ensures the stability and safety of the tail wing 2000 assembly operation.

[0130] In one embodiment, the side support portion 212 further includes a flexible layer disposed on the first contoured surface.

[0131] It should be noted that the flexible layer, as a buffer and protective medium, is specifically set on the first contoured surface of the support 2122. In terms of structure, the flexible layer can be a thin-film bonding structure or a pad structure, and its material can be rubber or silicone. This flexible layer can be securely covered on the surface of the first contoured surface through adhesive bonding, snap-fit, or threaded connection. When the wing 202 of the tail fin 2000 is placed on the side support 212, the flexible layer can first contact the outer surface of the wing 202 and generate elastic deformation. This deformation can not only fill any small gaps that may exist between the outer surface of the wing 202 and the first contoured surface, but also effectively absorb the vibration and impact generated during angle adjustment or equipment movement.

[0132] Thus, when the side support 212 supports and limits the wing 202, the outer surface of the wing 202 can be more tightly wrapped and shock-absorbing protected, effectively eliminating the problem of excessive local pressure caused by hard contact, and improving the overall protection capability and load-bearing safety of the device for the surface structure of the tail wing 2000.

[0133] Please see Figure 2 In one embodiment, the adjustment component 213 is rotatably connected to one end of the side support portion 212 away from its rotatably connected base 211.

[0134] It should be noted that, since the bottom area of ​​the side support 212 is rotatably connected to the base 211, when the force application point of the adjustment component 213 is set at the far end of the side support 212, a relatively long lever arm is formed between this force application point and the rotational connection point of the base 211. When the adjustment component 213 changes its length, this far-end driving method can generate a large rotational torque with a small pushing and pulling force, thereby easily driving the side support 212 to rotate around the base 211, realizing the dynamic change of the spatial angle between the two side supports 212.

[0135] In this way, the high-level bracing of the adjustment component 213 and the bottom support of the side support 212 work together to not only significantly reduce the driving force required for operation during the angle adjustment process, making the adjustment process more effortless and smooth, but also enhance the overall anti-overturning capability of the side support 212 when carrying the tail fin 2000 through the remote traction, thereby improving the structural stability and reliability of the aircraft tail fin mounting device 1000 under dynamic adjustment and static load conditions.

[0136] Please see Figure 2 and Figure 6 In one embodiment, the tail wing 2000 further includes a main body 201, and two wings 202 are respectively disposed on opposite sides of the main body 201; the base 211 has a receiving groove for receiving the main body 201, and the inner wall of the receiving groove forms a second contour surface adapted to the outer surface of the main body 201.

[0137] It should be noted that the main body 201 can be a central load-bearing box structure or a mid-section frame structure, and its material can be aerospace aluminum alloy or carbon fiber composite material; while the two wing parts 202 can be a single-sided aerodynamic panel structure or an independent wing surface component structure, and their material can be titanium alloy or composite material. As the load-bearing center of the tail fin 2000, the core purpose of the main body 201 is to dock and install with the aircraft fuselage, therefore it needs to maintain good structural stability during transportation and attitude adjustment.

[0138] To match the structural features of the tail fin 2000 and provide space for docking operations, a receiving groove can be provided on the base 211. Structurally, part of the base 211 can be a frame structure or a box structure, made of alloy structural steel or cast iron. The receiving groove can be designed as a U-shaped recess or a through-opening structure, located centrally on the base 211. The main function of this receiving groove is to support the main body 201 of the tail fin 2000. Furthermore, the inner wall of the receiving groove can have a second contoured surface. In terms of shape, the second contoured surface can be an arc surface or a stepped surface, made of the same metal as the base 211, or a layer of nylon or rubber can be laminated to form a soft buffer layer. The curved or folded contour of the second contoured surface can be adapted to the outer surface shape of the main body 201. When the main body 201 is placed in the receiving groove, the second contoured surface can fit closely with the outer surface of the main body 201. By replacing local point and line contact with a large area of ​​surface contact, the contact stress transmitted by the main body 201 can be effectively dispersed during the movement or posture adjustment of the device, thus ensuring the stability of the posture of the main body 201 before docking.

[0139] In this embodiment, the receiving groove of the base 211 is adapted to the contour of the main body 201, which improves the force balance and spatial adaptability, making the transportation or assembly of the tail wing 2000 more stable and smooth.

[0140] In one embodiment, the side support portion 212 further includes a limiting structure disposed on the support bracket 2121 for positioning and / or locking the wing portion 202 to the support bracket 2121.

[0141] It should be noted that the limiting structure is a key component in the side support 212 used to ensure the position of the wing 202 is fixed and to prevent loosening. It is located around the support bracket 2121 or the support member 2122 on it. The limiting structure is usually made of high-strength alloy steel or aluminum alloy. In order to prevent damage to the surface of the wing 202 during contact, its working surface that is in direct contact with the wing 202 is often covered with a rubber, nylon or soft polymer padding layer.

[0142] In terms of specific structure, the limiting structure can realize positioning and / or locking functions. The positioning part can include a mating positioning joint, which can be in the shape of a tapered pin, a cylindrical pin, or a positioning block, for cooperating with a preset process hole or positioning surface on the wing 202 to limit the translational freedom of the wing 202; the locking part can be a fixed latch, such as a quick clamp, a hook-shaped pressure plate, or a mechanical locking mechanism with a handle, for applying a clamping force from the edge or surface of the wing 202 to limit its flipping and jumping.

[0143] In this embodiment, by setting a limiting structure on the side support 212, the risk of position displacement or slippage caused by vibration or gravity changes can be effectively prevented, thereby significantly improving the positioning accuracy, safety and reliability of the aircraft tail fin 2000 installation operation.

[0144] To facilitate the overall movement or relocation of the aircraft tail fin mounting device 1000, in one embodiment, the aircraft tail fin mounting device 1000 further includes a lifting structure 400. Specifically, the lifting structure 400 is located on the top or side of the chassis main frame 11, or it can be located on the traveling mechanism 17. Its form can be a fixedly connected standard lifting lug, a lifting ring, or a specially designed balance beam, used to cooperate with an external gantry crane or forklift to lift the entire device into a transport container or over site obstacles to achieve vertical displacement.

[0145] Additionally, please see Figure 1 In one embodiment, the aircraft tail fin mounting device 1000 further includes a hand lever structure 500, which is located at the front or rear end of the chassis main frame 11. To accommodate transportation and storage space, the hand lever structure 500 is preferably a foldable or detachable telescopic lever, or it is rotatably connected to the chassis main frame 11 via a hinge seat. Operators can manually guide or drag the device within a short distance by pushing or pulling the hand lever structure 500 to assist in positioning during power outages, debugging, or in confined spaces.

[0146] In one embodiment, the aircraft tail fin mounting device 1000 is also equipped with an electronic control system for automated control of the chassis assembly 100, attitude adjustment assembly 200, and side support 212. The electronic control system may include a vehicle main controller, a lift motor driver, a communication bus, a human-machine interface panel, a high-definition display screen, and a height preset unit. The communication bus connects the vehicle main controller to each driver and can employ a master-slave differential communication mode, such as a CAN bus, or an industrial communication bus such as an RS-485 bus or EtherCAT bus, to meet the requirements for reliable bidirectional transmission of control commands and status data. For the control of the lifting mechanism 12 in the chassis assembly 100, the system integrates position feedback elements and limit detection elements. The position feedback element can be an incremental encoder integrated into the shaft of the lifting drive motor, or an absolute encoder or a displacement sensor such as a magnetic scale, used to provide real-time feedback on the actual position of the lifting platform. The limit detection element can be a mechanical limit switch arranged on the chassis main frame 11, or a photoelectric limit sensor or a magnetic induction sensor, used to reliably detect whether the lifting platform has reached its lowest position.

[0147] Based on the above hardware configuration, the human-machine interface panel integrates function buttons such as "zero" and "position" operation buttons, and the system has corresponding one-key zero control mode and one-key precise position mode.

[0148] In the one-key zeroing control mode, the operator triggers the "zeroing" operation key on the control panel. The vehicle main controller sends a descent command to the lifting drive motor driver through the communication bus, controlling the lifting mechanism 12 to drive the support frame 22 to descend at a constant speed. When the low-position limit switch on the chassis main frame 11 is triggered, the vehicle main controller controls the lifting motor to stop and simultaneously clears the current count value of the position feedback element to zero, establishing a height measurement benchmark.

[0149] In the one-click precise positioning mode, the operator enters the target height in advance through the height preset unit, and then triggers the "position" operation key on the control panel. The electronic control system calculates the current height in real time based on the feedback signal of the position feedback element and the lead screw parameters, and performs a closed-loop comparison with the target height, automatically controlling the lifting mechanism 12 to stop, thus achieving precise positioning. The preset parameters can be reused in batch assembly.

[0150] Furthermore, although the lifting mechanism 12 in this embodiment is mainly described as a lead screw lifting type, and the attitude adjustment drive mechanism 23 in the attitude adjustment component 200 is mainly described as a transmission structure 232 including a lead screw 2321 and a lead screw slider 2322, in practical applications, the above-mentioned drive methods can be adapted to replace them. For example, the lifting mechanism 12 can also adopt scissor-arm hydraulic lifting, electric push rod lifting, etc., as long as it can achieve precise height control of the support frame 22 and can cooperate with the position feedback element to achieve a one-key positioning mode; the drive method of the attitude adjustment drive mechanism 23 is not limited to electric drive of the lead screw 2321, but can also adopt hydraulic cylinder drive, electric push rod drive, etc., as long as it can achieve the rotation of the bearing frame 21 relative to the support frame 22 within the accommodating space and meet the pitch angle adjustment requirement of not less than 15°.

[0151] Based on the coordination between the aforementioned electronic control system and mechanical structure, the complete operation process of the aircraft tail fin mounting device 1000 is as follows: 1. Loading and securing process inside the container: The aircraft tail fin mounting device 1000 completes a one-key zeroing process in advance, lowering the lifting mechanism 12 to its lowest position. The support frame 21 returns to a horizontal transport attitude under the action of the attitude adjustment drive mechanism 23. The tail fin 2000 is then smoothly placed on the support member 2122 of the side support 212, and the positioning and locking are completed using the limiting structure. Subsequently, the walking mechanism 17 of the chassis assembly 100 is operated to drive the device into the transport container. The limiting structure on the chassis main frame 11 completes the positioning inside the container, the driving wheels 171 are locked and braked, and the device is reinforced with a mooring device, completing all securing procedures before intermodal transport.

[0152] 2. Unloading and assembly adjustment process: After arriving at the destination, release the tethering device and braking device, and the control device drives the container out of the guide rail to the assembly site.

[0153] 1) Lifting to position: When the operator presses the "position" button, the electric control system controls the lifting mechanism 12 to automatically lift to the preset target height and then automatically stop.

[0154] 2) Pitch adjustment: Operate the attitude adjustment drive mechanism 23 to push the carrier frame 21 to rotate around the rotation connection axis between it and the support frame 22, adjust the carrier frame 21 and the tail fin 2000 to the target pitch angle, and align the tail fin 2000 docking joint with the rear docking structure of the fuselage in the pitch direction.

[0155] 3) Docking and installation: After confirming that the height and pitch angle meet the docking requirements, lock the attitude adjustment drive mechanism 23 to maintain the current pitch angle, and then perform the connection and fastening operation between the tail fin 2000 docking joint and the rear docking structure of the fuselage to complete the tail fin 2000 installation.

[0156] 4) Zeroing and removal: After installation, the operator presses the "zeroing" operation button to control the lifting mechanism 12 to automatically descend to the lowest position, and simultaneously operates the posture adjustment drive mechanism 23 to restore the support frame 21 to the horizontal transportation state, and the control device drives out of the assembly site.

[0157] 3. Tail wing 2000 disassembly procedure: The tail fin 2000 is disassembled in the reverse order of the assembly operation: drive the device under the tail fin 2000 disassembly position, press the "in position" operation key to raise the side support 212 until it contacts and bears the force of the tail fin 2000 support position, adjust the attitude adjustment drive mechanism 23 to make the bearing frame 21 match the attitude of the tail fin 2000, remove the docking fasteners between the tail fin 2000 and the fuselage, slowly lower the lifting mechanism 12 to detach the tail fin 2000 from the fuselage docking structure, lock the limit structure, press the "zero" operation key to return the lifting mechanism 12 to zero, and control the device to transfer the tail fin 2000 to the designated position.

[0158] Please see Figure 13 The present invention also provides an attitude adjustment method for an aircraft tail fin 2000, which is applied to an aircraft tail fin mounting device 1000. The aircraft tail fin mounting device 1000 includes a chassis assembly 100 and an attitude adjustment assembly 200. The attitude adjustment assembly 200 includes a support frame 21 and an attitude adjustment drive mechanism 23 connected to each other. The support frame 21 is rotatably connected to the chassis assembly 100 and is used to support and limit the tail fin 2000. The attitude adjustment drive mechanism 23 is used to drive the support frame 21 to rotate relative to the chassis assembly 100 to a preset position and then fix it.

[0159] The specific structure of the aircraft tail fin mounting device 1000 involved can be referred to the previous text and will not be repeated here. This method achieves high-precision and high-efficiency docking and installation of the aircraft tail fin 2000 through the coordinated operation of lifting and rotation.

[0160] In this embodiment, a method for adjusting the attitude of an aircraft tail fin 2000 is provided. The execution subject of this method is the controller of the aircraft tail fin mounting device 1000. The method includes the following steps: S10. Place the tail fin 2000 on the support frame 21, so that the support frame 21 supports and limits the tail fin 2000. It should be noted that before actual assembly begins, the tail fin 2000 to be installed is typically hoisted to the top of the installation device by a workshop crane or other lifting equipment, and then slowly lowered into the limiting space formed by the support frame 21. This limiting space is designed according to the aerodynamic shape or structural characteristics of the tail fin 2000, and may include contoured support surfaces, lateral stops, or quick-clamping mechanisms. Through this step, the support frame 21 not only bears the entire weight of the tail fin 2000, but also constrains its degrees of freedom in the horizontal plane, ensuring that the tail fin 2000 will not slip or fall off during subsequent lifting, lowering, and rotation adjustments, providing a stable initial reference for precise docking.

[0161] S20, Control the lifting mechanism 12 to drive the support frame 21 to rise to the target height and stop; It should be noted that after the tail fin 2000 is securely installed, the lifting mechanism 12 in the chassis assembly 100 engages. The control system (such as a PLC controller or manual control panel) receives the lifting command and drives the lifting mechanism 12 (e.g., a hydraulic cylinder, servo motor with lead screw or scissor mechanism) to extend upwards, thereby lifting the support frame 21 and the tail fin 2000 it carries. The "target height" here refers to the height at which the mounting interface of the tail fin 2000 is approximately flush with the corresponding mounting hole on the fuselage in the vertical direction (Z-axis). Through real-time feedback from the displacement detection device or limit switch, the system immediately stops operating when it determines that the lifting mechanism 12 has reached the target height, allowing the tail fin 2000 to leave the ground or low-level safety zone and enter a high-altitude working area that facilitates docking with the fuselage.

[0162] S30, control the attitude adjustment drive mechanism 23 to drive the support frame 21 to rotate relative to the lifting mechanism 12 to the target pitch angle; It should be noted that when the aircraft tail fin 2000 is installed onto the fuselage, it often needs to meet a specific installation angle (i.e., pitch angle), rather than simply being placed horizontally. Therefore, after reaching the correct altitude, attitude adjustment is required. At this time, the attitude adjustment drive mechanism 23 in the attitude adjustment assembly 200 (such as an electric push rod, hydraulic cylinder, or worm gear reducer) is activated, and its power output acts on the support frame 21, driving the support frame 21 to rotate relative to the rotating connection axis connecting it to the support frame 22. The control system adjusts the extension or rotation angle of the attitude adjustment drive mechanism 23 in real time according to the actual spatial tilt angle requirements of the fuselage interface, causing the tail fin 2000 to pitch in the vertical plane until the attitude of the tail fin 2000 is completely matched with the tilt angle of the fuselage installation interface, that is, the "target pitch angle" is achieved.

[0163] S40, control the attitude adjustment drive mechanism 23 to lock the target pitch angle and perform docking and installation of the tail fin 2000.

[0164] It should be noted that once the tail fin 2000 reaches the target pitch angle, it is crucial to ensure that this attitude remains absolutely stable during the subsequent docking and fastening process, and any angle rebound or change is strictly prohibited. Therefore, the control system will control the attitude adjustment drive mechanism 23 to enter a locked state (e.g., by controlling the hydraulic system to maintain pressure and close, the servo motor to brake, or the mechanical self-locking mechanism to activate), thereby firmly locking the support frame 21 at the current angle. After the attitude is locked, the operator can safely perform the docking and installation work between the tail fin 2000 and the fuselage, including inserting connecting bolts or fasteners, applying the specified pre-tightening torque, etc., until all connecting parts are fixed, completing the final assembly of the tail fin 2000. This method of adjusting the attitude before locking significantly reduces the burden on the operator in manually lifting and aligning holes, improving assembly quality and safety.

[0165] Please see Figure 14 Furthermore, based on the above embodiments, in one embodiment, the aircraft tail fin mounting device 1000 further includes a position detection device for detecting the position of the lifting mechanism 12.

[0166] It should be noted that, in order to achieve precise closed-loop control of the height of the lifting mechanism 12 and eliminate the loss of reference caused by accumulated mechanical transmission backlash or power failure, this position detection device is added to the system. In the specific hardware implementation, the position detection device may include a low-position limit switch (such as a mechanical, photoelectric, or magnetic induction sensor) and a height encoder. The height encoder is used to measure the position change of the lifting mechanism 12 in real time during its movement, while the low-position limit switch provides a trigger signal when the lifting mechanism 12 descends to its lowest mechanical limit position. The two work together to form the hardware foundation for height measurement and reference establishment.

[0167] Based on this, before placing the tail fin 2000 onto the support frame 21 in step S10, the method also includes a one-key zeroing step. Specifically, this includes: S01, In response to the zeroing operation command, control the lifting mechanism 12 to descend; It should be noted that when the operator triggers the "zeroing" operation key on the control panel, the vehicle controller receives the zeroing operation command and responds to the command by automatically sending a control signal to the motor driver of the lifting mechanism 12 to continuously descend at a set speed, driving the lifting mechanism 12 (e.g., a screw jack) to drive the support frame 21 to descend at a uniform speed to find the physical zero position.

[0168] S02. Monitor the output signal of the receiving position detection device in real time. When the output signal indicates that the lifting mechanism 12 has reached the preset lowest position, control the lifting mechanism 12 to stop. It should be noted that during the descent of the lifting mechanism 12, the vehicle controller monitors and receives the output signal from the position detection device in real time. When the lifting mechanism 12 descends to the lowest transport position (i.e., the lowest point allowed by the mechanical structure), the position detection device (such as triggering a low-position limit switch) outputs a corresponding signal, indicating that the lifting mechanism 12 has reached the preset lowest position. After the controller determines that the current output signal indicates that the preset lowest position has been reached, it immediately confirms that the lifting mechanism 12 has reached the physical zero position and immediately sends a stop command to the motor driver, controlling the lifting mechanism 12 to stop its descent and maintain it at the lowest position. At the same time, the controller performs a zeroing operation on the height encoder in the position detection device, forcibly calibrating the current mechanical lowest point as the "0" point of the height coordinate system, establishing a height measurement benchmark. The entire zeroing process is completed automatically, and the operator does not need to manually operate it; the preparation of the transport status and measurement benchmark can be completed with a single button press.

[0169] Further, please refer to Figure 15 Based on the above embodiments, in one embodiment, the aircraft tail fin mounting device 1000 further includes a position detection device for detecting the position of the lifting mechanism 12.

[0170] It should be noted that, in order to achieve precise closed-loop control of the lifting height of the lifting mechanism 12 and ensure the positioning accuracy of the tail fin 2000 during docking and assembly, the device relies on this position detection device for real-time position feedback. In the specific hardware implementation, the position detection device may include a height encoder (such as an absolute encoder or an incremental encoder), which is located at the shaft end of the lifting drive motor or at the transmission mechanism, and is used to measure the position of the lifting mechanism 12 in real time during its movement, and convert the position data into an electrical signal output.

[0171] Based on this, the steps of controlling the lifting mechanism 12 to drive the support frame 21 to rise to the target height and stop include: S21. In response to the lifting operation command, control the lifting mechanism 12 to rise; It should be noted that during assembly operations, the operator triggers the "position" or "lift" operation key through the control panel or wireless remote control. After receiving the lifting operation command, the vehicle controller responds to the command by automatically sending a lifting control signal to the motor driver of the lifting mechanism 12, driving the lifting mechanism 12 (e.g., a screw jack) to lift the support frame 21 and the tail wing 2000 at a uniform speed.

[0172] S22. Monitor the output signal of the receiving position detection device in real time, and when the output signal indicates that the lifting mechanism 12 has reached the target height position, control the lifting mechanism 12 to stop moving. It should be noted that during the ascent of the lifting mechanism 12, the vehicle controller monitors and receives the output signal from the position detection device in real time. Simultaneously, the controller has pre-stored the target height parameters required for the rear wing assembly. Based on the feedback value from the position detection device (such as a height encoder), the controller calculates the current position of the lifting mechanism 12 in real time. When this position reaches the target height, the controller determines that the lifting mechanism 12 has reached its designated position. Once this is determined, the vehicle controller immediately sends a stop command to the motor driver, controlling the lifting mechanism 12 to stop its ascent and maintain its current position. Through this closed-loop control process, precise automatic stopping of the lifting height is achieved. Furthermore, the target height position parameter can be pre-entered and repeatedly recalled in multiple repetitive installation operations, eliminating the need for repeated manual intervention and significantly improving the efficiency and consistency of the assembly operation.

[0173] Based on the above embodiments, the aircraft tail fin mounting device 1000 provided by the present invention has at least the following technical solutions: First, the support frame 22 is connected to the chassis assembly 100 and encloses a receiving space. The top of the bearing frame 21 is rotatably connected to the top of the support frame 22, and at least a portion of the bearing frame 21 is suspended within the receiving space, forming a swing-like suspended rotation structure. The attitude adjustment drive mechanism 23 is located between the support frame 22 and the bearing frame 21 within the receiving space. Through the lead screw 2321 and lead screw slider 2322 of the transmission structure 232, in conjunction with the first support rod 233, it drives the bearing frame 21 to complete pitch rotation. This structure has a compact overall layout and high space utilization. The lead screw 2321 transmission has a self-locking function, and the support frame 22 can provide physical protection for the internal attitude adjustment drive mechanism 23, balancing structural compactness and operational durability.

[0174] Second, the chassis assembly 100 integrates a longitudinal movement mechanism 13, a transverse movement mechanism 14, and a lifting mechanism 12. The longitudinal movement seat 131 of the longitudinal movement mechanism 13 can achieve horizontal longitudinal displacement along the first direction, the transverse movement seat 141 of the transverse movement mechanism 14 can achieve horizontal transverse displacement along the second direction at an angle to the first direction, and the lifting mechanism 12 can achieve height adjustment along the vertical direction. The three together constitute a three-axis adjustment system that combines horizontal two-dimensional displacement and vertical lifting. It can complete multi-dimensional precise micro-adjustment of the tail wing 2000 docking position without relying on external auxiliary equipment, adapting to the assembly needs of different work sites and different models.

[0175] Third, two chassis components 100 arranged at intervals along the second direction are used as the overall support base. The main chassis frames 11 of the two chassis components 100 are rigidly connected by the connecting frame 300 to form a unified chassis system, forming a wide-span double-point support structure, which effectively widens the support base and lowers the overall center of gravity of the device. In conjunction with the telescopic follow-up support rod formed by the first support rod 151 and the second support rod 152 in the auxiliary support mechanism 15, a follow-up triangular auxiliary support structure is formed between the support frame 22 and the transverse shift seat 141, which greatly improves the lateral rigidity of the device and its anti-overturning ability in high-level operations.

[0176] Fourth, the support frame 21 includes a base 211, two side support parts 212 respectively disposed on opposite sides of the base 211, and an adjusting rod 2132. The bottom end of the side support part 212 is rotatably connected to the base 211, and the two ends of the adjusting rod 2132 are respectively connected to the two side support parts 212. By adjusting the length of the adjusting rod 2132, the two side support parts 212 can be driven to rotate synchronously around the rotatable connection, flexibly adjusting the included angle between the two side support parts 212 to adapt to tail fins 2000 with different width specifications. The side support parts 212 are provided with side support parts 212 corresponding one-to-one with the wing parts 202 of the tail fin 2000. The support parts 2122 of the side support parts 212 can form multi-point flexible support for the wing parts 202, taking into account the adaptability of multiple aircraft models and the protection effect of the tail fin skin.

[0177] Based on the above structural features, the present invention has the following beneficial effects: First, this invention achieves integrated transport and attitude adjustment, reducing operating costs and damage risks. It employs a chassis assembly 100 and an attitude adjustment assembly 200, including a support frame 21 rotatably mounted on the chassis assembly 100 and an attitude adjustment drive mechanism 23. The support frame 21 forms a limiting space for supporting and limiting the tail fin 2000. During ground transport, the attitude adjustment drive mechanism 23 fixes the support frame 21 in a suitable transport position, allowing movement via the chassis assembly 100. Upon arrival at the assembly site, the attitude adjustment drive mechanism 23 drives the support frame 21 to rotate relative to the chassis assembly 100 to a preset position and fix it, adjusting the tail fin 2000 from a horizontal state to a specific assembly pitch angle. This structure eliminates the need for multiple transfers of the tail fin 2000 between the transport trolley and fixed assembly fixtures, reducing equipment investment costs and preparation time, effectively preventing collision damage to the tail fin 2000 during transport, and significantly improving the efficiency and safety of installation operations.

[0178] Secondly, it has high pitch adjustment accuracy and stable and reliable attitude locking. The attitude adjustment drive mechanism 23 adopts a cooperative structure consisting of a first support base 231, a transmission structure 232, and a first support rod 233. The lead screw 2321 of the transmission structure 232 is rotatably mounted on the first support base 231. The lead screw slider 2322 is sleeved on the lead screw 2321 and threadedly engaged with the lead screw 2321. The two ends of the first support rod 233 are rotatably connected to the lead screw slider 2322 and the bottom of the support frame 21, respectively. This can convert the precise rotational displacement output by the motor into the linear push-pull action of the first support rod 233, and then smoothly into the rotational torque of the support frame 21. Relying on the high precision and high rigidity of the lead screw 2321 transmission, the accuracy of the pitch angle adjustment of the tail fin 2000 is ensured. The lead screw 2321 transmission has a self-locking function. Combined with the closed-loop angle feedback of the angle sensor and the mechanical rigid locking of the pitch locking mechanism, it can effectively prevent the angle from falling back and the attitude drift caused by external force vibration or load changes during the docking operation, ensuring the stability and safety of the assembly docking.

[0179] Furthermore, the dual-chassis span support structure exhibits excellent anti-overturning performance and strong stability during high-altitude operations. This invention employs two chassis components 100 spaced apart along a second direction, two chassis main frames 11 spaced apart, and two lifting mechanisms 12 connected to both sides of the support frame 22, forming a wide-span dual-point support structure. This significantly widens the support base of the device, lowers the overall center of gravity, and greatly improves the anti-overturning stability of the tail fin 2000 at high positions. The two chassis main frames 11 are rigidly connected by a connecting frame 300 to form a unified chassis system. Combined with the follow-up telescopic support structure formed by the first support rod 151 and the second support rod 152 in the auxiliary support mechanism 15, this effectively distributes the weight load of the support frame 22 and the tail fin 2000, enhances lateral rigidity during lifting, and prevents the tail fin 2000 from swaying or shifting during high-altitude operations.

[0180] Furthermore, the multi-dimensional displacement adjustment system offers flexible alignment and strong site adaptability. The chassis component 100 integrates a longitudinal movement mechanism 13, a lateral movement mechanism 14, and a lifting mechanism 12. The longitudinal movement drive component of the longitudinal movement mechanism 13 drives the longitudinal movement seat 131 to move along a first direction, the lateral movement drive component of the lateral movement mechanism 14 drives the lateral movement seat 141 to move along a second direction at an angle to the first direction, and the lifting mechanism 12 drives the support frame 22 to rise and fall vertically. Together, these three components constitute a three-axis displacement adjustment system. The longitudinal and lateral displacements can be vector-superimposed to achieve the movement and precise positioning of the tail wing 2000 in a preset position in the horizontal plane. Precise alignment of the tail wing 2000 and the fuselage interface can be completed without repeatedly adjusting the overall vehicle attitude, significantly improving the flexibility and site adaptability of the assembly operation.

[0181] Meanwhile, the manual and electric dual-drive modes ensure emergency response capabilities and adaptability to complex working conditions. The attitude adjustment drive mechanism 23 is equipped with a first manual adjustment component 234 connected to the transmission connecting screw 2321, and the lifting mechanism 12 is equipped with a second manual adjustment component 16 connected to its drive end. The longitudinal movement mechanism 13, the lateral movement mechanism 14, and the walking mechanism 17 all integrate dual functions of electric drive and manual adjustment. Under normal working conditions, efficient automated operation can be achieved through electric drive. In emergency situations such as power supply interruption, motor failure, or control system malfunction, attitude adjustment and device transfer can still be completed by manual operation, effectively avoiding the risk of tail fin 2000 jamming and significantly improving the operational safety and environmental adaptability of the device under complex working conditions.

[0182] The above are merely exemplary embodiments of the present invention and do not limit the scope of the patent of the present invention. All equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the scope of patent protection of the present invention.

Claims

1. An aircraft tail fin mounting device, characterized in that, include: Chassis components (100); and The attitude adjustment component (200) includes a support frame (21) and an attitude adjustment drive mechanism (23) connected to each other. The support frame (21) is rotatably connected to the chassis assembly (100) and is used to support and limit the tail wing (2000). The attitude adjustment drive mechanism (23) is used to drive the support frame (21) to rotate relative to the chassis assembly (100) to a preset position and then fix it, so as to realize the pitch angle adjustment of the tail wing (2000).

2. The aircraft tail fin mounting device as described in claim 1, characterized in that, The attitude adjustment component (200) also includes a support frame (22), which is connected to the chassis component (100) and forms an accommodating space; the bearing frame (21) is at least partially suspended in the accommodating space so that the bearing frame (21) can rotate relative to the chassis component (100) in the accommodating space. The attitude adjustment drive mechanism (23) is located between the support frame (22) and the bearing frame (21) and within the accommodating space.

3. The aircraft tail fin mounting device as described in claim 2, characterized in that, The attitude adjustment drive mechanism (23) includes: The first support base (231) is disposed on the support frame (22); A transmission structure (232) includes a lead screw (2321) and a lead screw slider (2322). The lead screw (2321) is rotatably mounted on the first support seat (231), and the lead screw slider (2322) is sleeved on the lead screw (2321) and threadedly engaged with the lead screw (2321). The first support rod (233) has one end rotatably connected to the lead screw slider (2322) and the other end rotatably connected to the bottom of the support frame (21).

4. The aircraft tail fin mounting device as described in claim 3, characterized in that, The attitude adjustment component (200) further includes a guide mechanism (24), which includes a second support base (241), a guide member (242), and a second support rod (243). The second support base (241) is disposed on the support frame (22) and spaced apart from the first support base (231). The guide member (242) includes a guide rod (2421) and a guide seat (2422). The guide rod (2421) is disposed on the second support base (241), and the guide seat (2422) is sleeved on the guide rod (2421) and can move along the axial direction of the guide rod (2421). One end of the second support rod (243) is rotatably connected to the guide seat (2422), and the other end is rotatably connected to the bottom of the support frame (21); and / or The transmission structure (232) further includes a first manual adjustment component (234), which is connected to the lead screw (2321) and is used to drive the lead screw (2321) to rotate.

5. The aircraft tail fin mounting device as described in claim 1, characterized in that, The chassis assembly (100) includes a chassis main frame (11) and a lifting mechanism (12); the lifting mechanism (12) is located on the chassis main frame (11); The support frame (21) is rotatably connected to the drive end of the lifting mechanism (12), and the lifting mechanism (12) is used to drive the support frame (21) to lift.

6. The aircraft tail fin mounting device as described in claim 5, characterized in that, The chassis assembly (100) also includes: A longitudinal movement mechanism (13) includes a longitudinal movement seat (131) and a longitudinal movement drive member. The longitudinal movement seat (131) is disposed on the main frame of the chassis (11), and the longitudinal movement drive member is used to drive the longitudinal movement seat (131) to move along a first direction; and A transverse mechanism (14) is provided, comprising a transverse base (141) and a transverse drive member. The transverse base (141) is disposed on the longitudinal base (131), and the transverse drive member is used to drive the lifting mechanism (12) to move along a second direction. The lifting mechanism (12) is located on the transverse seat (141), and the first direction and the second direction are arranged at an angle.

7. The aircraft tail fin mounting device as described in claim 6, characterized in that, The chassis assembly (100) also includes an auxiliary support mechanism (15), one end of which is rotatably connected to the bearing frame (21), and the other end is rotatably connected to the transverse sliding seat (141).

8. The aircraft tail fin mounting device as described in claim 5, characterized in that, The aircraft tail fin mounting device includes at least two chassis assemblies (100), in which two chassis main frames (11) are spaced apart, and two lifting mechanisms (12) are respectively connected to both sides of the support frame (21).

9. The aircraft tail fin mounting device as described in any one of claims 1 to 8, characterized in that, The tail fin (2000) has two wing sections (202), and the support frame (21) includes: Base (211); Two side supports (212), each located on opposite sides of the base (211) and rotatably connected to the base (211), each side support (212) serving to support and limit one of the wings (202); and An adjustment component (213) is rotatably connected to the two side supports (212) and is used to adjust the distance between the adjustment component (213) and the two side supports (212) at the rotatable connection point, so as to adjust the included angle between the two side supports (212).

10. The aircraft tail fin mounting device as described in claim 9, characterized in that, Each of the side support portions (212) includes a support bracket (2121) rotatably connected to the base (211) and a support member (2122) provided on the support bracket (2121), the support member (2122) having a first contoured surface adapted to fit the outer surface of the wing portion (202).

11. A method for adjusting the attitude of an aircraft tail fin, applied to an aircraft tail fin mounting device, characterized in that, The aircraft tail fin mounting device includes a chassis assembly (100) and an attitude adjustment assembly (200). The chassis assembly (100) includes a lifting mechanism (12). The attitude adjustment assembly (200) includes a connected support frame (21) and an attitude adjustment drive mechanism (23). The support frame (21) is rotatably connected to the lifting mechanism (12) and is used to support and limit the tail fin (2000). The attitude adjustment drive mechanism (23) is used to drive the support frame (21) to rotate relative to the lifting mechanism (12) to a preset position and then fix it. The method includes: The tail fin (2000) is placed on the support frame (21) so that the support frame (21) supports and limits the tail fin (2000); The lifting mechanism (12) is controlled to drive the support frame (21) to rise to the target height and then stop; The attitude adjustment drive mechanism (23) is controlled to drive the support frame (21) to rotate relative to the lifting mechanism (12) to the target pitch angle; Control the attitude adjustment drive mechanism (23) to lock the target pitch angle and perform docking installation of the tail fin (2000).

12. The aircraft tail attitude adjustment method as described in claim 11, characterized in that, The aircraft tail fin mounting device further includes a position detection device for detecting the position of the lifting mechanism (12); prior to the step of placing the tail fin (2000) on the support frame (21) so that the support frame (21) supports and limits the tail fin (2000), the device further includes: In response to the zeroing operation command, the lifting mechanism (12) is controlled to descend; The system monitors and receives the output signal of the position detection device in real time. When the output signal indicates that the lifting mechanism (12) has reached the preset lowest position, the system controls the lifting mechanism (12) to stop operating.

13. The aircraft tail attitude adjustment method as described in claim 11, characterized in that, The aircraft tail fin mounting device further includes a position detection device for detecting the position of the lifting mechanism (12); the step of controlling the lifting mechanism (12) to drive the support frame (21) to rise to the target height and stop includes: In response to a lifting operation command, the lifting mechanism (12) is controlled to rise; The system monitors and receives the output signal of the position detection device in real time. When the output signal indicates that the lifting mechanism (12) has reached the target height position, the system controls the lifting mechanism (12) to stop operating.

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