Mounting die for aero-engine disc shaft workpiece

Abstract

The utility model relates to a mounting die for an aero-engine disc shaft workpiece, which comprises a central shaft positioning seat and a wheel disc positioning seat, the wheel disc positioning seat is positioned above the central shaft positioning seat, the wheel disc positioning seat and the central shaft positioning seat are connected through a plurality of guide arms, the guide arms vertically penetrate through the wheel disc positioning seat, and a central groove is arranged on the central shaft positioning seat. The guide arm is arranged around the central groove; compared with the prior art, the device has the advantages that the rope exerts outward abutting force on the inner circumference of the wheel disc piece, then the position of the wheel disc piece can be adjusted, after the positioning cap is in butt joint with the upper end of the shaft rod, the wheel disc is made to be arranged on the shaft rod in a sleeved mode through downward movement of the wheel disc positioning base, and the wheel disc piece is fixed. Then, a next wheel disc piece to be assembled can be placed on the wheel disc positioning seat, the butt joint action of the positioning cap and the upper end of the shaft rod is repeated, the position of a follow-up wheel disc to be installed can be adjusted, accurate installation of the wheel disc and the shaft rod is facilitated, and the installation efficiency can be improved.

Description

Technical Field

[0001] This utility model belongs to the field of engine installation tooling, specifically relating to an installation mold for a disc shaft workpiece used in aero engines. Background Technology

[0002] When assembling an aircraft engine, the wheel disc component needs to be assembled with the shaft, and then the various parts are assembled. However, during the assembly of the wheel disc component and the shaft, each part needs to be precisely aligned. When aligning, special attention needs to be paid to the coaxiality of the mounting holes of the shaft and the wheel disc component. If improper operation is made during the alignment process, it can easily lead to coaxiality deviation, which will ultimately cause uneven stress on the shaft during operation, accelerate wear, and in severe cases, may cause the shaft to bend and deform, affecting the overall stable operation of the engine, and may also generate abnormal vibration and noise.

[0003] Currently, to ensure the coaxiality of the shaft and the wheel assembly, calibration is usually performed using tools after the assembly is completed. If the coaxiality of the two does not meet the standard, readjustment and installation are required, which is relatively inefficient. Utility Model Content

[0004] The purpose of this invention is to provide an installation mold that can improve the accuracy of the connection between the aero-engine shaft and the wheel disc component.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is an installation mold for an aero-engine disc shaft workpiece. The key structural features are: a central shaft positioning seat and a disc positioning seat, with the disc positioning seat located above the central shaft positioning seat. The two are connected by several guide arms, which vertically penetrate the disc positioning seat. A central groove is provided on the central shaft positioning seat, and the guide arms are arranged around the central groove.

[0006] A drive seat is provided above the wheel positioning seat, and a calibration arm is provided on the drive seat. The calibration arm is coaxial with the center groove. A positioning cap is connected to the output end of the calibration arm. The positioning cap is connected to a counterweight plate through several ropes. The positioning cap can pass through the center of the plate located on the wheel positioning seat. At this time, the rope contacts the inner circumference of the plate and applies an outward resisting force to the plate, so that the central axis of the plate coincides with the central axis of the calibration arm.

[0007] Furthermore, the number of ropes and guide arms is the same, and there are at least three of each.

[0008] Furthermore, a guide wheel is provided at the upper end of the guide arm, and the rope passes over the top of the guide wheel.

[0009] Furthermore, the counterweight plate has perforations through which a support arm passes, and the upper end of the support arm is connected to the drive seat.

[0010] Furthermore, there are several support arms, each of which is located between two adjacent guide arms.

[0011] Furthermore, the wheel positioning seat includes an annular central disc with several strip-shaped notches extending from the inner circumference of the central disc to the outer circumference.

[0012] Furthermore, a rotatable support rod is provided within the strip-shaped notch. The support rod is axially connected to the central disc near its inner end, and the support rod supports the wheel disc component.

[0013] Furthermore, a rotatable locking ring is connected to the central disc, and the locking ring is coaxially arranged with the central disc. The locking ring can restrict the support rod to a horizontal state.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows: When assembling the shaft and the wheel assembly, the shaft is first installed in the central groove of the central shaft positioning seat. At this time, the calibration arm is set coaxially with the shaft. Then, the wheel assembly is placed on the wheel positioning seat. By controlling the positioning cap to cooperate with the upper end of the shaft, during this process, the rope applies an outward resisting force to the inner circumference of the wheel assembly, thereby adjusting the position of the wheel assembly. After the positioning cap is aligned with the upper end of the shaft, the wheel positioning seat moves downward to allow the wheel to be fitted onto the shaft. Then, the next wheel assembly can be placed on the wheel positioning seat, and the alignment action of the positioning cap with the upper end of the shaft is repeated. This allows the subsequent wheel to be installed to be positioned, facilitating accurate installation of the wheel and shaft and improving installation efficiency. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the main structure of this utility model;

[0016] Figure 2 This is a schematic diagram of the locking component structure of this utility model;

[0017] Figure 3 This is a schematic diagram of the counterweight disc structure of this utility model;

[0018] Figure 4 This is a top view schematic diagram of the wheel positioning seat structure of this utility model;

[0019] Figure 5 This is a schematic diagram of the front cross-sectional structure of the wheel positioning seat of this utility model;

[0020] Figure 6 This is a schematic diagram of the strip-shaped notch of this utility model;

[0021] Figure 7 This is a schematic diagram showing the connection between the limiting groove and the displacement port of this utility model;

[0022] Among them, 1-central shaft positioning seat, 2-wheel disc positioning seat, 3-drive seat, 4-guide arm, 5-support arm, 6-calibration arm, 7-positioning cap, 8-locking assembly, 9-base, 10-threaded locking rod, 11-clamping plate, 12-grip wheel, 13-rope, 14-guide wheel, 15-counterweight plate, 16-perforation, 17-central disc body, 18-hoisting roller, 19-suspension rope, 20-pulley, 21-strip notch, 22-outward flare, 23-support groove, 24-support rod, 25-locking ring, 26-recessed groove, 27-limiting groove, 28-displacement port, 29-tension return spring. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. It should be understood that the preferred embodiments described herein are only for illustration and explanation of the present utility model and are not intended to limit the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The components of the embodiments of the present utility model described and shown in the accompanying drawings can be arranged and designed in various different configurations. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model. In the embodiments, the components of the embodiments of the present application described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of the present application.

[0024] See Figures 1 to 7 As shown, an installation mold for an aero-engine disc shaft workpiece mainly consists of three parts: a central shaft positioning seat 1, a wheel positioning seat 2, and a drive seat 3. A calibration arm 6 is provided on the drive seat. The three parts are arranged sequentially from bottom to top. The wheel positioning seat 2 is connected to the central shaft positioning seat 1 via several guide arms 4, while the drive seat 3 is connected to the central shaft positioning seat 1 via support arms 5. The central shaft positioning seat 1 has a central groove for placing the shaft, and the wheel positioning seat 2 is used to place the wheel disc. Once both the shaft and the wheel disc are placed... After completion, the coaxiality between the two may not meet the standard requirements. At this time, the position of the wheel disc component on the wheel disc positioning seat 2 can be corrected by the operation of the calibration arm 6 on the drive seat 3. Then, the wheel disc positioning seat 2 is controlled to move downward, causing the wheel disc component to be fitted onto the shaft. At this time, the coaxiality between the wheel disc component and the shaft meets the standard requirements. When installing other wheel disc components, it is only necessary to control the operation of the calibration arm 6 on the drive seat 3 again to adjust the center axis of the wheel disc component and the shaft to coincide, thereby avoiding the problem of repeated correction after blind installation.

[0025] Specifically, the calibration arm 6 is a vertically extendable arm. The upper end of the calibration arm 6 is fixed at the center of the drive seat 3, and its lower end is the output end and is connected to the positioning cap 7. After the lower end of the shaft is inserted into the center groove, the positioning cap 7 is moved downward by controlling the calibration arm 6 so that the positioning cap 7 is connected to the upper end of the shaft. At this time, the calibration arm 6 coincides with the central axis of the shaft, and then the shaft is locked.

[0026] When locking the shaft, several locking components 8 are provided on the central shaft positioning seat. The locking components 8 are arranged in a ring array around the central groove. Each locking component 8 includes a base 9, which is fixedly connected to the upper surface of the central shaft positioning seat 1. The base 9 is provided with a threaded hole, which horizontally penetrates the base along the radial direction of the central groove. A threaded locking rod 10 is provided in the threaded hole. The inner end and outer end of the threaded locking rod 10 are respectively connected to a chuck 11 and a gripping wheel 12. The gripping wheel 12 can control the threaded locking rod 10 to rotate. At this time, the threaded locking rod 10 moves axially, so that the chuck 11 contacts the shaft. When the chuck 11 on several locking components 8 contacts the shaft, the shaft is locked. At this time, the position of the central axis of the shaft cannot be changed.

[0027] After locking the position of the shaft, the positioning cap 7 is separated from the shaft. Then, the positioning cap moves upward by the retraction of the calibration arm 6. The wheel disc can then be placed on the wheel disc positioning seat 2. The position of the wheel disc is adjusted by the operation of the calibration arm 6. Specifically, several ropes 13 are connected to the positioning cap 7, and guide wheels 14 are installed at the top of the guide arm 4. The number of ropes 13 is the same as the number of guide arms 4. Each rope 13 passes over the corresponding guide wheel 14 and then turns downward. The lower end of the rope 13 is then connected to the counterweight plate 15, meaning several ropes 13 are connected to the same counterweight plate 15. This counterweight plate 15 has through holes 16 through which the support arm 5 passes. The number of ropes 13 and guide arms 4 is at least four, and can be more, but the number should always be even. Six, eight, ten, or twelve guide arms 4 are arranged in a circular array around the central groove. As the positioning cap 7 moves downward, it applies a force to the rope 13. After the positioning cap 7 passes through the center of the wheel assembly, the rope 13 contacts the inner circumference of the wheel assembly. As the positioning cap 7 continues to move downward, while the horizontal height of the wheel assembly positioning seat 2 remains unchanged, the rope 13 applies a force to the wheel assembly. If there is a deviation between the central axis of the wheel assembly and the central axis of the shaft, some of the ropes 13 will contact the wheel assembly first, thereby correcting the position of the wheel assembly. When the central axis of the wheel assembly coincides with the central axis of the shaft and the calibration arm 6, several ropes 13 simultaneously contact the inner circumference of the wheel assembly. Then, the wheel assembly positioning seat 2 can be controlled to move downward, thereby driving the wheel assembly to move downward until the wheel assembly is fitted onto the shaft.

[0028] To increase the adjustment force of the rope 13 on the wheel assembly, the rope 13 needs to have a certain tension. Therefore, a tension return spring 29 is provided on the support arm 5. The upper and lower ends of the tension return spring 29 are respectively connected to the counterweight plate 15 and the central shaft positioning seat 1. When the positioning cap 7 moves downward, the counterweight plate 15 moves upward, which stretches the tension return spring 29, thereby giving the rope 13 a certain tension.

[0029] The aforementioned wheel positioning seat 2 includes a central disc 17, which is annular in shape. A vertical through-hole is provided on the central disc 17, through which the guide arm 4 passes. A vertical channel is provided on the drive seat 3, and a winch roller 18 is fixed at the center of the upper surface of the drive seat 3. The winch roller 18 can rotate under the control of a motor. A suspension rope 19 passes through the vertical channel. The upper end of the suspension rope 19 is fixed to the winch roller 18, and the lower end is fixed to the central disc 17. The vertical movement of the central disc 17 can be controlled by the winch roller 18. To maintain smoothness during the movement, a pulley 20 is fixed on the upper surface of the drive seat 3.

[0030] A plurality of strip-shaped notches 21 are provided on the central disc 17. Each strip-shaped notch 21 extends from the inner circumference of the central disc 17 to the outer circumference. The strip-shaped notch 21 includes an outwardly flared opening 22 and a support groove 23. The outwardly flared opening 22 axially penetrates the central disc 17 (i.e., the outwardly flared opening extends from the upper end face of the central disc 17 to the lower end face), but the length of the outwardly flared opening 22 is less than the difference between the outer diameter and the inner diameter of the central disc 17. The support groove 23 extends from the inner circumference of the central disc 17 to the outer circumference of the central disc 17. The upper end extends to the lower end, but the support groove 23 does not vertically penetrate the central disc 17. The total length of the support groove 23 and the outer flare 22 is equal to the difference between the outer diameter and the inner diameter of the central disc 17. A support rod 24 is axially connected inside the strip-shaped notch 21. The support rod 24 is axially connected to the central disc 17 near its inner end, so that the support rod 24 can be flipped. When the support rod 24 is in a horizontal state, the inner end of the support rod 24 supports the wheel disc component and then drives the wheel disc component to move downward.

[0031] To keep the support rod 24 horizontal, a locking ring 25 is fitted onto the central disc 17. The inner circumferential surface of the locking ring 25 has a protrusion, while the outer circumferential surface of the central disc 17 has a recessed groove 26. The recessed groove 26 extends around the circumference of the central disc 17 and eventually forms a closed loop. At this point, the locking ring 25 is coaxially aligned with the central disc 17. The locking ring 25 can rotate but cannot separate from the central disc 17. A limiting groove 27 is provided on the inner circumferential surface of the locking ring 25. When the outer end of the support rod 24 is within the limiting groove 27, the locking ring 25 can restrict the support rod 24 to a horizontal state. A [missing information - likely a design element] is provided on the upper surface of the locking ring 25. The downward-extending displacement port 28 is connected to the limiting groove 27. In this way, when the support rod 24 is in a horizontal state, the wheel positioning seat 2 moves downward to make the wheel component fit on the shaft. Then, the locking ring 25 is adjusted to rotate, so that the outer end of the support rod 24 is displaced to the lower end of the limiting groove 27. At this time, the support rod 24 can be flipped, so that the outer end of the support rod 24 moves upward. This controls the wheel positioning seat 2 to move upward without affecting the installed wheel component. When the wheel positioning seat 2 is reset, the locking ring 25 can be reset, so that the support rod 24 can be restricted to a horizontal state again, thereby supporting the next wheel component.

[0032] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to an electrical connection; they can refer to a hydraulic connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0033] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be primarily defined by the scope of the claims.

Claims

1. A mounting mold for an aero-engine disc shaft workpiece, characterized in that: It includes a central shaft positioning seat and a wheel positioning seat. The wheel positioning seat is located above the central shaft positioning seat. The two are connected by several guide arms. The guide arms vertically penetrate the wheel positioning seat. The central shaft positioning seat is provided with a central groove, and the guide arms are arranged around the central groove. A drive seat is provided above the wheel positioning seat, and a calibration arm is provided on the drive seat. The calibration arm is coaxial with the center groove. A positioning cap is connected to the output end of the calibration arm. The positioning cap is connected to a counterweight plate through several ropes. The positioning cap can pass through the center of the plate located on the wheel positioning seat. At this time, the rope contacts the inner circumference of the plate and applies an outward resisting force to the plate, so that the central axis of the plate coincides with the central axis of the calibration arm.

2. The mounting mold for an aero-engine disc shaft workpiece according to claim 1, characterized in that: The number of ropes and guide arms is the same, and there are at least three of each.

3. The mounting mold for an aero-engine disc shaft workpiece according to claim 2, characterized in that: The upper end of the guide arm is provided with a guide wheel, and the rope passes over the top of the guide wheel.

4. The mounting mold for an aero-engine disc shaft workpiece according to claim 1, characterized in that: The counterweight plate has a perforation through which a support arm passes, and the upper end of the support arm is connected to the drive seat.

5. The mounting mold for an aero-engine disc shaft workpiece according to claim 4, characterized in that: There are several support arms, and each support arm is located between two adjacent guide arms.

6. The mounting mold for an aero-engine disc shaft workpiece according to claim 1, characterized in that: The aforementioned wheel positioning seat includes an annular central disc with several strip-shaped notches extending from the inner circumference of the central disc to the outer circumference.

7. The mounting mold for an aero-engine disc shaft workpiece according to claim 6, characterized in that: A rotatable support rod is provided inside the strip-shaped notch. The support rod is axially connected to the central disc near its inner end, and the support rod supports the wheel disc component.

8. The mounting mold for an aero-engine disc shaft workpiece according to claim 7, characterized in that: A rotatable locking ring is connected to the central disc. The locking ring is coaxial with the central disc and can restrict the support rod to a horizontal state.

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