A mounting vehicle for assembling an aircraft aero-engine

Abstract

The application discloses an installation vehicle for assembling an aircraft aero-engine and relates to the technical field of aero-engine assembling tooling. The installation vehicle comprises a support chassis assembly, a scissor assembly, a top frame, a bracket and four adjusting assemblies. The scissor assembly is used for driving the top frame to perform large-stroke lifting. The four adjusting assemblies are arranged between the top frame and the bracket, and an eight-drive six-degree-of-freedom parallel posture adjusting mechanism is formed by four first electric cylinders, two second electric cylinders and two third electric cylinders. Pressure sensors are arranged in each adjusting branch, which are used for detecting the branch load. A controller is used for coordinating the output of each electric cylinder according to the target pose and the branch load. The bracket is connected with the aero-engine through a support flange seat, a support arm and an assembling pin, so that the spatial pose of the aero-engine can be adjusted.

Description

Technical Field

[0001] This invention relates to the field of aircraft engine assembly tooling technology, specifically to an installation vehicle for assembling aircraft engines. Background Technology

[0002] Aero engines are large, high-value, heavy components requiring extremely high assembly precision. During the final assembly and docking of the engine with the fuselage, the engine needs to be repeatedly raised, lowered, translated, and its attitude adjusted, as well as minor positional corrections, to ensure accurate alignment between the engine mounting reference and the fuselage mounting interface. Therefore, the installation vehicle not only serves as a transport and load-bearing vehicle but also plays a crucial role in adjusting the engine's spatial position and assisting in assembly positioning.

[0003] Currently, engine assembly typically involves using a lifting installation vehicle in conjunction with hoisting equipment or manual assistance for attitude adjustment. Most existing installation vehicles rely on a single lifting mechanism, capable only of adjusting the overall height. Adjustments to the engine's lateral and longitudinal positions, as well as pitch, roll, and yaw attitudes, usually require manual fine-tuning with hoisting equipment or repeated movements of the installation vehicle. Because adjustments in different directions are interconnected, and there is strong kinematic coupling between the actuators in each direction, displacement in one direction can easily cause accompanying changes in other directions, making it difficult for the engine to maintain a stable target attitude. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, the present invention provides the following technical solution: an installation vehicle for assembling aircraft engines, comprising a supporting chassis assembly, a scissor lift assembly, a top frame, a bracket, four adjustment components, and a controller; the top frame is mounted on the supporting chassis assembly via the scissor lift assembly, and the bracket is used to fix the engine; the four adjustment components are disposed between the top frame and the bracket, each adjustment component comprising a first electric cylinder, a first electric cylinder bracket, a ball joint, a pressure sensor, and a sliding assembly plate; the first electric cylinder bracket slides along a third guide rail, and the sliding assembly plate slides with the bracket via a fourth guide rail perpendicular to the third guide rail; the first electric cylinder is connected to the sliding assembly plate via a ball joint, and the pressure sensor is disposed between the ball joint and the sliding assembly plate; two second electric cylinders are disposed on the top frame, and third electric cylinders are disposed on two diagonally arranged sliding assembly plates; the four first electric cylinders, two second electric cylinders, and two third electric cylinders jointly drive the bracket to perform six-degree-of-freedom attitude adjustment, and the controller coordinates the output of each electric cylinder according to the branch load fed back by the pressure sensor.

[0005] Preferably, the chassis support assembly includes a chassis bracket, a side panel is fixed to the outside of the chassis bracket, two electrical cabinets are fixed to the upper surface of the side panel, four motor wheels are installed at the bottom of the chassis bracket, and telescopic outriggers are installed at the four corners of the bottom of the chassis bracket.

[0006] Preferably, the scissor lift assembly further includes two support parts, each consisting of a first scissor arm and a second scissor arm arranged in a cross configuration. The middle portions of the first and second scissor arms are rotatably connected via scissor arm pivots. The bottom end of the first scissor arm is rotatably mounted on a chassis support, and the bottom end of the second scissor arm is rotatably mounted on a bottom moving beam of the scissor arm. The bottom moving beam of the scissor arm is slidably mounted on a first guide rail fixed to the chassis support.

[0007] Preferably, the top end of the first scissor arm is rotatably mounted on the top frame, and the top end of the second scissor arm is rotatably mounted on the top moving beam of the scissor arm. The top moving beam of the scissor arm is slidably mounted on the second guide rail fixed to the top frame. A lifting main drive motor is also fixed on the chassis support. A lifting drive screw that rotates with the chassis support is fixed on the output shaft of the lifting main drive motor. A nut block is threaded on the lifting drive screw. The nut block is fixed to the bottom moving beam of the scissor arm and is used to drive the top frame of the scissor fork assembly to rise and fall on the supporting chassis assembly.

[0008] Preferably, the telescopic cylinders of the two second electric cylinders are fixed to the top frame, and the telescopic rods of the two second electric cylinders are fixed to the first electric cylinder brackets arranged diagonally, so as to drive the corresponding first electric cylinder brackets to slide along the third guide rail.

[0009] Preferably, the two third electric cylinders are arranged symmetrically at the center, the telescopic cylinder of the third electric cylinder is fixed to the corresponding sliding assembly plate, and the end of the telescopic rod of the third electric cylinder is fixed to the side of the bracket.

[0010] Preferably, the controller is used to collect the branch load detected by each pressure sensor, determine the output of each drive branch according to the target pose, and coordinate the distribution of the outputs of the four first electric cylinders, two second electric cylinders and two third electric cylinders.

[0011] Preferably, four support flange seats are fixedly installed on the bracket, and support arms are fixed on the support flange seats. The ends of the support arms are fixed to the connection interface of the engine through assembly pins, so as to realize the synchronous movement of the engine and the bracket.

[0012] Preferably, the controller collects the branch loads detected by each pressure sensor in real time, determines the output of each drive branch according to the target pose, and coordinates the outputs of the four first electric cylinders, two second electric cylinders and two third electric cylinders to make the loads of each adjustment branch tend to be balanced during the engine pose adjustment process.

[0013] Compared with the prior art, the present invention has the following beneficial effects: (1) By supporting the chassis assembly, scissor fork assembly and adjustment assembly working together, the scissor fork assembly completes the large stroke lifting of the engine, and the four sets of adjustment assemblies complete the six degrees of freedom precision posture adjustment of the engine. The scissor fork assembly undertakes the large stroke lifting and the parallel posture adjustment mechanism undertakes the fine posture adjustment, thereby realizing the graded execution of large stroke lifting and fine posture adjustment, avoiding the problem of traditional installation equipment repeatedly moving the whole vehicle to complete the spatial positioning, effectively improving the engine assembly positioning efficiency and overall assembly continuity; (2) Pressure sensors are set between the ball joint and sliding assembly plate of each adjustment assembly to detect the support load of each branch in real time, and combined with the six degrees of freedom redundant parallel platform composed of eight drive sources, the driving force of each electric cylinder is coordinated and distributed, so that each drive branch outputs in coordination according to the actual force state, avoiding the mutual competition between each actuator or local load concentration caused by excessive constraint of the mechanism, improving the force uniformity, structural stiffness and motion stability of the entire platform, and reducing the additional load during the engine installation process, which is conducive to improving the stability and consistency of the posture adjustment process under heavy load; (3) Eight The drive source constitutes a six-degree-of-freedom redundant parallel attitude adjustment platform, which forms drive redundancy while ensuring the six-degree-of-freedom motion capability. It also uses the drive force distribution method based on the principle of virtual work and the pseudo-inverse method to coordinate the output of each actuator, so that the over-constrained state is transformed into a cooperative force state. This not only improves the overall stiffness of the platform, but also reduces the adverse effects of singular configuration on the motion performance of the mechanism and improves the engine's micro-adjustment capability; (4) The chassis is stably supported by telescopic outriggers, so that the whole vehicle forms a reliable parking foundation during the attitude adjustment process. At the same time, the bracket passes through four support flange seats, support arms and mounting The pin and the engine connection interface form a stable connection, enabling the engine to complete six degrees of freedom of space movement synchronously with the bracket. While ensuring the load-bearing capacity, the engine assembly stability and final docking accuracy are improved; (5) The first electric cylinder, the second electric cylinder and the third electric cylinder are used to carry out the position and posture adjustment in different directions respectively, and the ball joint, the third guide rail and the fourth guide rail form a mutually decoupled kinematic chain to reduce the incident coupling and linkage effects between different directions of movement. When performing translation or posture adjustment, it will not cause other degrees of freedom to generate obvious linkage, thereby improving the six degrees of freedom of posture adjustment accuracy and assembly efficiency. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0015] Figure 2 For the present invention Figure 1 Schematic diagram of the structure at point A in the middle.

[0016] Figure 3 This is a schematic diagram of the unfolded structure of the scissor lift assembly of the present invention.

[0017] Figure 4This is a schematic diagram of the chassis support structure of the present invention.

[0018] Figure 5 This is a schematic diagram showing the installation position of the adjustment component of the present invention.

[0019] Figure 6 This is a schematic diagram of the structure of the third electric cylinder in this invention.

[0020] Figure 7 This is a schematic diagram of the overall parallel attitude adjustment platform composed of four adjustment components of the present invention.

[0021] Figure 8 For the present invention Figure 7 Schematic diagram of the structure at point B.

[0022] In the diagram: 101-Frame panel; 102-Electrical cabinet; 103-Telescopic outrigger; 104-Chassis bracket; 105-Motor wheel; 201-Lifting main drive motor; 202-Lifting drive screw; 203-Nut block; 204-First scissor arm; 205-Second scissor arm; 206-Scissor arm pivot; 207-Top frame; 208-Bottom moving beam of scissor arm; 209-Top moving beam of scissor arm; 210-Bracket; 211-First guide rail; 212-Second guide rail; 301-First electric cylinder; 302-First electric cylinder bracket; 303-Second electric cylinder; 304-Third electric cylinder; 305-Sliding assembly plate; 306-Pressure sensor; 307-Third guide rail; 308-Fourth guide rail; 309-Ball head seat; 401-Support flange seat; 402-Support arm; 403-Assembly pin; 501-Engine. Detailed Implementation

[0023] The following is in conjunction with the appendix Figures 1-8 The technical solution of the present invention will be further illustrated through specific embodiments.

[0024] This invention provides an installation vehicle for assembling aircraft engines, including a support chassis assembly, a scissor lift assembly, and an adjustment assembly, wherein the adjustment assembly is mounted on the support chassis assembly via the scissor lift assembly. The support chassis assembly includes a chassis bracket 104, with a side panel 101 fixed to the outer side of the chassis bracket 104. Two electrical cabinets 102 are fixed to the upper surface of the side panel 101. Four motor wheels 105 are also installed at the bottom of the chassis bracket 104, and telescopic outriggers 103 are installed at each of the four corners of the bottom of the chassis bracket 104.

[0025] The scissor lift assembly includes a top frame 207 for mounting four adjustment components. The scissor lift assembly also includes a bracket 210 controlled by the adjustment components, on which the engine 501 is mounted and fixed. The scissor lift assembly further includes two support sections, each consisting of a first scissor arm 204 and a second scissor arm 205 arranged in a cross configuration. The middle portions of the first and second scissor arms 204 and 205 are rotatably connected via a scissor arm pivot 206. The bottom end of the first scissor arm 204 is rotatably mounted on a chassis bracket 104, and the bottom end of the second scissor arm 205 is rotatably mounted on a bottom moving beam 208. The bottom moving beam 208 is slidably mounted on a first guide rail 211 fixed to the chassis bracket 104. The top end of the first scissor arm 204 is rotatably mounted on the top frame 207, and the top end of the second scissor arm 205 is rotatably mounted on the top moving beam 209 of the scissor arm. The top moving beam 209 of the scissor arm is slidably mounted on the second guide rail 212 fixed to the top frame 207. A lifting main drive motor 201 is also fixed on the chassis bracket 104. A lifting drive screw 202 that is rotatably engaged with the chassis bracket 104 is fixed on the output shaft of the lifting main drive motor 201. A nut block 203 is threaded on the lifting drive screw 202. The nut block 203 is fixed to the bottom moving beam 208 of the scissor arm and is used to drive the top frame 207 of the scissor fork assembly to rise and fall on the supporting chassis assembly.

[0026] The adjustment assembly includes a first electric cylinder 301, the telescopic cylinder of which is fixed to a first electric cylinder bracket 302. Two centrally symmetrical second electric cylinders 303 are also fixedly mounted on the top frame 207. The two second electric cylinders 303 are used to drive the first electric cylinder brackets 302 in the two diagonally arranged adjustment assemblies to slide on the top frame 207. The telescopic cylinders of the second electric cylinders 303 are fixed to the top frame 207, and the telescopic rods of the second electric cylinders 303 are fixed to the first electric cylinder brackets 302. The first electric cylinder bracket 302 is slidably mounted on the third guide rail 307, which is fixed to the top frame 207, so that the first electric cylinder bracket 302 and the top frame 207 form a sliding fit; the end of the telescopic rod of the first electric cylinder 301 is movably mounted with a sliding assembly plate 305 through a ball joint 309, wherein the ball joint 309 and the sliding assembly plate 305 are fixedly fitted, and a pressure sensor 306 is provided between the ball joint 309 and the sliding assembly plate 305. The ball joint 309 is connected to the end of the telescopic rod of the first electric cylinder 301 by a ball joint. The fourth guide rail 308, which is fixedly fitted to the bracket 210, is slidably mounted on the sliding assembly plate 305, so that the sliding assembly plate 305 and the bracket 210 form a sliding fit. The sliding engagement direction of the fourth guide rail 308 and the sliding assembly plate 305 is perpendicular to the sliding engagement direction of the third guide rail 307 and the first electric cylinder bracket 302; a third electric cylinder 304 is fixedly installed on the sliding assembly plate 305 of each of the two diagonally arranged adjustment components, and the two third electric cylinders 304 are centrally symmetrically arranged. The telescopic cylinder of the third electric cylinder 304 is fixed to the sliding assembly plate 305, and the end of the telescopic rod of the third electric cylinder 304 is fixed to the side of the bracket 210.

[0027] Pressure sensor 306 is positioned on the force transmission path from the first electric cylinder 301 to the sliding assembly plate 305, ensuring that the driving force generated by the first electric cylinder 301 passes through pressure sensor 306 when transmitted to the sliding assembly plate 305 via ball joint 309. Therefore, pressure sensor 306 can detect the branch load borne by the corresponding adjustment component during engine 501 load bearing and position adjustment, and send the detection result to the controller as feedback parameters for the coordinated output of each drive branch.

[0028] Four support flange seats 401 are fixedly installed on the bracket 210. Support arms 402 are fixed on the support flange seats 401. The ends of the support arms 402 are fixed to the connection interface of the engine 501 through the mounting pins 403, so as to realize the synchronous movement of the engine 501 and the bracket 210.

[0029] The chassis support 104 serves as the base for the entire equipment. Telescopic outriggers 103 are installed at its four corners, extending to support the ground during operation and eliminating the rolling freedom of the motor wheels 105, thus ensuring stable parking of the entire vehicle. Two electrical cabinets 102 are installed on the side panel 101, providing electrical control and power. The motor wheels 105 are used for the non-attitude adjustment freedom of the vehicle's movement and positioning within the factory.

[0030] The scissor lift assembly achieves a large Z-axis lifting motion. The lifting main drive motor 201 drives the lifting drive screw 202 to rotate, which in turn moves the nut block 203 along its own axis. The nut block 203 is fixedly connected to the bottom moving beam 208 of the scissor arm, pushing the bottom moving beam 208 to slide horizontally along the first guide rail 211 on the chassis support 104. The bottom end of the first scissor arm 204 is rotatably connected to the chassis support 104, and the bottom end of the second scissor arm 205 is rotatably connected to the bottom moving beam 208. The two arms are hinged at the middle via the scissor arm pivot 206. When the bottom moving beam 208 slides, the two sets of scissor arms open / close synchronously, pushing the top moving beam 209 of the scissor arm to slide in the opposite direction along the second guide rail 212 on the top frame 207. The top frame 207 above the chassis support 104 achieves stable, large-stroke vertical lifting Z-axis main motion, providing a base height for subsequent precise attitude adjustment.

[0031] Four sets of symmetrically arranged adjustment components are used for precise six-degree-of-freedom attitude adjustment. Each adjustment component contains a kinematic chain with a third electric cylinder 304: the telescopic cylinder of the first electric cylinder 301 is fixed to the first electric cylinder bracket 302, and the end of the telescopic rod is connected to the sliding assembly plate 305 via a ball joint ball head seat 309. A pressure sensor 306 is integrated in the middle to monitor the support reaction force in real time. The first electric cylinder bracket 302 is slidably mounted on the third guide rail 307 of the top frame 207, and can slide in a horizontal direction, assuming the X direction. A fourth guide rail 308 is mounted on the sliding assembly plate 305, and its sliding direction is perpendicular to the third guide rail 307, assuming the Y direction. The sliding assembly plate 305 and the bracket 210 form a sliding fit through the fourth guide rail 308. The telescopic cylinder of the third electric cylinder 304 is fixed to the sliding assembly plate 305, and the end of the telescopic rod is fixed to the side of the bracket 210.

[0032] The function of the second electric cylinder 303: Two second electric cylinders 303 are symmetrically arranged on the top frame 207, and their telescopic rods are fixed to two diagonally arranged first electric cylinder supports 302. The telescopic movement causes the two diagonally arranged first electric cylinder supports 302 to slide along their respective third guide rails 307.

[0033] The other two sets of first electric cylinder brackets 302, not connected to the second electric cylinder 303, maintain a sliding engagement with the corresponding third guide rail 307. During the horizontal displacement or attitude adjustment of the bracket 210, the first electric cylinder brackets 302 slide along the corresponding third guide rail 307, thus working together with the two first electric cylinder brackets 302 actively driven by the second electric cylinder 303 to satisfy the positional changes of the bracket 210. The four sets of first electric cylinders 301 provide the main vertical and tilting drive; the two sets of third electric cylinders 304 provide horizontal Y-direction drive (one extension and one retraction) and differential drive the bracket 210 to swing, i.e., swing along the axis perpendicular to the bracket 210; the two sets of second electric cylinders 303 provide X-direction drive (one extension and one retraction). All movements are decoupled through ball joints and sliding guide rails, and the pressure sensor 306 provides real-time feedback of the force of each branch, realizing force-position hybrid coordinated control. The system uses eight drive sources to control six degrees of freedom redundantly. It optimizes the distribution of the output of each electric cylinder through the pseudo-inverse method. The controller collects the branch load fed back by each pressure sensor 306 in real time. It calculates the theoretical driving force of each branch according to the target pose and uses the pseudo-inverse method to redistribute the output of the eight drive sources so that the load of each branch tends to be balanced, avoids the conflict of over-constrained internal forces, and transforms the mutual competition into a coordinated high-stiffness output. Ultimately, the four sets of adjustment components constitute a four-branch PPSP, where P represents a prismatic joint and S represents a ball joint. Each set of adjustment components consists of a prismatic joint formed by the third guide rail 307, an active prismatic joint formed by the first electric cylinder 301, a ball joint formed by the ball head seat 309, and a prismatic joint formed by the fourth guide rail 308, which in turn form an eight-drive, six-degree-of-freedom redundant parallel platform with a symmetrical structure of the PPSP branch-type parallel mechanism. The eight electric cylinders, the first electric cylinder 301, the second electric cylinder 303, and the third electric cylinder 304, work together to reduce the impact of singular configurations on the motion performance of the mechanism and improve the overall stiffness of the attitude adjustment mechanism. Furthermore, the driving force is distributed through dynamic optimization based on the principle of virtual work and the pseudo-inverse method to achieve high-precision six-degree-of-freedom motion.

[0034] Specifically, when adjusting the position of engine 501, the controller first acquires the target position of engine 501 and determines the required translation and rotation of bracket 210 based on the target position; based on the required translation and rotation, it determines the target motion state of four first electric cylinders 301, two second electric cylinders 303 and two third electric cylinders 304, and controls each electric cylinder to perform initial position adjustment.

[0035] During the movement of each electric cylinder, four pressure sensors 306 continuously detect the branch loads of the corresponding adjustment components. The controller uses the detected branch loads and the target pose of the current bracket 210 as coordinated control parameters. While maintaining the target pose requirements of the bracket 210, the controller redistributes the outputs of the eight drive sources according to the distribution state between the branch loads. This causes the adjustment branches bearing larger loads to reduce their drive outputs and the adjustment branches bearing smaller loads to increase their drive outputs, thereby reducing the internal counter-loads generated by multiple drive branches simultaneously constraining the bracket 210.

[0036] As the bracket 210 continues to change its position, the controller repeatedly executes the process of acquiring branch loads, distributing drive outputs, and adjusting position, thereby forming a closed-loop coordinated adjustment based on the bracket position and branch load feedback, so that the eight drive sources can maintain the cooperative force state between each adjustment branch while satisfying the six-degree-of-freedom target position.

[0037] The pseudo-inverse method in this embodiment is used to handle the problem of redundant drive force distribution caused by the number of drive sources exceeding the number of degrees of freedom of the mechanism. Under the condition of meeting the motion requirements corresponding to the target pose of the bracket 210, the controller redistributes the eight drive sources with multiple feasible drive output combinations based on the branch loads fed back by each pressure sensor 306, in order to reduce the load differences between branches. The pseudo-inverse method is only used to determine the coordinated output relationship between the electric cylinders under redundant drive conditions, and does not change the basic motion constraint relationship formed by the four first electric cylinders 301, the two second electric cylinders 303, and the two third electric cylinders 304.

[0038] In the above structure, four first electric cylinders 301, two second electric cylinders 303, and two third electric cylinders 304 together form eight active drive sources. When the four first electric cylinders 301 extend and retract together, they adjust the vertical position of the bracket 210. When the four first electric cylinders 301 extend and retract differentially, they change the tilt posture of the bracket 210, thus forming two tilt angle adjustments in mutually perpendicular directions. The two second electric cylinders 303 drive the corresponding first electric cylinder supports 302 to move along the third guide rail 307, achieving position adjustment of the bracket 210 in the first horizontal direction. The two third electric cylinders 304 drive the bracket 210 to move relative to the sliding mounting plate 305 along the fourth guide rail 308, achieving position adjustment of the bracket 210 in the second horizontal direction, and the differential output of the two third electric cylinders 304 forms the rotational adjustment of the bracket 210. Therefore, the combined motion of the four first electric cylinders 301, two second electric cylinders 303, and two third electric cylinders 304 together forms three translational degrees of freedom and three rotational degrees of freedom for the bracket 210.

[0039] Four support flange seats 401 are fixed on the bracket 210. Each support flange seat 401 is connected to a support arm 402. The end of the support arm 402 is rigidly connected to the connection interface of the engine 501 through an assembly pin 403. Therefore, the six degrees of freedom of the bracket 210 is directly and synchronously transmitted to the engine 501, realizing large-stroke and high-precision spatial attitude adjustment, thereby meeting the requirements for precise docking and assembly of the aero-engine and the fuselage.

[0040] When this device is in operation, the installation vehicle is first moved to the engine 501 assembly area by the motor wheels 105, and the bracket 210 is positioned below the engine 501. Then, four telescopic outriggers 103 extend to stably support the chassis assembly on the ground and eliminate the movement influence of the motor wheels 105 on the vehicle's attitude adjustment process. The engine 501 and the bracket 210 are fixedly connected by the support flange seat 401, support arm 402, and assembly pin 403.

[0041] The main drive motor 201 controls the lifting drive screw 202 to rotate, so that the scissor fork assembly drives the top frame 207, bracket 210 and engine 501 to be raised and lowered as a whole to a position close to the mounting interface of the machine body. The scissor fork assembly completes the large stroke height adjustment of the engine 501.

[0042] After the engine 501 enters the precision docking range, the four first electric cylinders 301, two second electric cylinders 303, and two third electric cylinders 304 work together to perform fine-tuning of the position and orientation. Specifically, the first electric cylinders 301 adjust the height and tilt of the bracket 210, the second electric cylinders 303 adjust the position of the bracket 210 in the first horizontal direction, and the third electric cylinders 304 adjust the position of the bracket 210 in the second horizontal direction and its corresponding rotational orientation. During the adjustment process, the pressure sensor 306 continuously monitors the load borne by each adjustment branch, and the controller coordinates the output of the eight drive sources based on the target orientation and branch load feedback.

[0043] Once the mounting reference of engine 501 and the corresponding mounting interface of the engine body reach the assembly position, stop the position adjustment of each electric cylinder and maintain the current position of bracket 210, so that engine 501 maintains a stable spatial position for subsequent connection and assembly of engine and engine body.

Claims

1. An installation vehicle for assembling aircraft engines, characterized in that: The system includes a supporting chassis assembly, a scissor lift assembly, a top frame (207), a bracket (210), four adjustment components, and a controller. The top frame (207) is mounted on the supporting chassis assembly via the scissor lift assembly, and the bracket (210) is used to fix the engine (501). The four adjustment components are disposed between the top frame (207) and the bracket (210). Each adjustment component includes a first electric cylinder (301), a first electric cylinder bracket (302), a ball joint (309), a pressure sensor (306), and a sliding mounting plate (305). The first electric cylinder bracket (302) slides along a third guide rail (307), and the sliding mounting plate (305) is perpendicular to the third guide rail (307). The fourth guide rail (308) is slidably engaged with the bracket (210). The first electric cylinder (301) is connected to the sliding assembly plate (305) via the ball joint (309). The pressure sensor (306) is located between the ball joint (309) and the sliding assembly plate (305). Two second electric cylinders (303) are provided on the top frame (207), and three electric cylinders (304) are respectively provided on the two diagonally arranged sliding assembly plates (305). The four first electric cylinders (301), two second electric cylinders (303) and two third electric cylinders (304) jointly drive the bracket (210) to perform six-degree-of-freedom pose adjustment. The controller coordinates the output of each electric cylinder according to the branch load fed back by the pressure sensor (306).

2. The mounting vehicle for assembling aircraft engines according to claim 1, characterized in that: The chassis support assembly includes a chassis bracket (104), a frame panel (101) is fixed to the outside of the chassis bracket (104), two electrical cabinets (102) are fixed to the upper surface of the frame panel (101), four motor wheels (105) are installed at the bottom of the chassis bracket (104), and telescopic outriggers (103) are installed at the four corners of the bottom of the chassis bracket (104).

3. The mounting vehicle for assembling aircraft engines according to claim 2, characterized in that: The scissor lift assembly also includes two support sections, each consisting of a first scissor arm (204) and a second scissor arm (205) arranged in a cross configuration. The middle sections of the first scissor arm (204) and the second scissor arm (205) are rotatably connected by a scissor arm pivot (206). The bottom end of the first scissor arm (204) is rotatably mounted on a chassis bracket (104), and the bottom end of the second scissor arm (205) is rotatably mounted on a bottom moving beam (208) of the scissor arm. The bottom moving beam (208) of the scissor arm is slidably mounted on a first guide rail (211) fixed to the chassis bracket (104).

4. The mounting vehicle for assembling aircraft engines according to claim 3, characterized in that: The top end of the first scissor arm (204) is rotatably mounted on the top frame (207), and the top end of the second scissor arm (205) is rotatably mounted on the top moving beam (209) of the scissor arm. The top moving beam (209) of the scissor arm is slidably mounted on the second guide rail (212) fixed to the top frame (207). A lifting main drive motor (201) is also fixed on the chassis bracket (104). A lifting drive screw (202) that rotates with the chassis bracket (104) is fixed on the output shaft of the lifting main drive motor (201). A nut block (203) is threaded on the lifting drive screw (202). The nut block (203) is fixed to the bottom moving beam (208) of the scissor arm and is used to drive the top frame (207) of the scissor fork assembly to rise and fall on the supporting chassis assembly.

5. The mounting vehicle for assembling aircraft engines according to claim 4, characterized in that: The telescopic cylinders of the two second electric cylinders (303) are respectively fixed to the top frame (207), and the telescopic rods of the two second electric cylinders (303) are respectively fixed to the first electric cylinder brackets (302) arranged diagonally, for driving the corresponding first electric cylinder brackets (302) to slide along the third guide rail (307).

6. The mounting vehicle for assembling aircraft engines according to claim 5, characterized in that: The two third electric cylinders (304) are arranged symmetrically at the center. The telescopic cylinder of the third electric cylinder (304) is fixed to the corresponding sliding assembly plate (305). The end of the telescopic rod of the third electric cylinder (304) is fixed to the side of the bracket (210).

7. The mounting vehicle for assembling aircraft engines according to claim 6, characterized in that: The controller is used to collect the branch load detected by each pressure sensor (306), determine the output of each drive branch according to the target pose, and coordinate the distribution of the outputs of the four first electric cylinders (301), two second electric cylinders (303) and two third electric cylinders (304).

8. The mounting vehicle for assembling aircraft engines according to claim 7, characterized in that: Four support flange seats (401) are fixedly installed on the bracket (210). Support arms (402) are fixed on the support flange seats (401). The ends of the support arms (402) are fixed to the connection interface of the engine (501) through the assembly pins (403), so as to realize the synchronous movement of the engine (501) and the bracket (210).

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