Aero-engine connection device and transfer AGV

Abstract

The utility model provides an aero-engine connection device and a transfer AGV, relates to the technical field of transfer equipment, and aims to solve the problem that the navigation positioning precision of the existing AGV cannot meet the aero-engine connection requirement. The aero-engine connecting device comprises a horizontal displacement adjusting platform, a connecting tool and a gravity center monitoring assembly, the connecting tool is installed on the horizontal displacement adjusting platform, the horizontal displacement adjusting platform is configured to drive the connecting tool to move in the first horizontal direction and the second horizontal direction, and the second horizontal direction is perpendicular to the first horizontal direction; the connection tool comprises a base used for being connected with the horizontal displacement adjusting platform and a supporting structure arranged on the base, and the supporting structure is configured to support the aero-engine. The gravity center monitoring assembly is installed on the base and used for monitoring whether the aero-engine is completely borne on the connection tool or not. According to the connecting device, the connecting precision of the aero-engine is improved, so that the connecting requirement of the aero-engine is met.

Description

Technical Field

[0001] This utility model relates to the field of transfer equipment technology, and more specifically, to an aircraft engine docking device and a transfer AGV. Background Technology

[0002] The assembly process of aero-engines is generally divided into two stages: transfer assembly and final assembly. Transfer assembly generally refers to the main assembly of the aero-engine, while final assembly is the assembly of various pipelines and accessories. With the acceleration of intelligent manufacturing of aero-engines, the "pulse assembly" production mode is being used more and more widely. That is, fixed assembly content is completed at each "station", and the aero-engine is transferred in an orderly manner between all assembly "stations" to complete the entire assembly process.

[0003] Typically, the assembly of aero engines is completed on a multi-degree-of-freedom assembly platform, after which they are transported to the final assembly line via AGVs (Automated Guided Vehicles). The transfer of the aero engine from the multi-degree-of-freedom platform to the AGV is the connection process. Currently, the navigation and positioning accuracy of AGVs cannot meet the connection requirements of aero engines. Utility Model Content

[0004] The first objective of this invention is to provide an aircraft engine docking device to solve the technical problem that the navigation and positioning accuracy of existing AGVs cannot meet the requirements for aircraft engine docking.

[0005] The aircraft engine docking device provided by this utility model includes a horizontal displacement adjustment platform, docking fixture, and a center of gravity monitoring component. The docking fixture is installed on the horizontal displacement adjustment platform, which is configured to drive the docking fixture to move along a first horizontal direction and a second horizontal direction, wherein the second horizontal direction is perpendicular to the first horizontal direction. The docking fixture includes a base for connecting to the horizontal displacement adjustment platform and a support structure disposed on the base, wherein the support structure is configured to support the aircraft engine. The center of gravity monitoring component is installed on the base and is used to monitor whether the aircraft engine is fully supported by the docking fixture.

[0006] Furthermore, the horizontal displacement adjustment platform includes a base, a first movable seat, a first drive assembly, a second movable seat, and a second drive assembly, wherein the base is used to connect to the AGV body; the first movable seat is movably disposed on the base along a first horizontal direction, and the first drive assembly is configured to drive the first movable seat to move; the second movable seat is movably disposed on the first movable seat along a second horizontal direction, and the second drive assembly is configured to drive the second movable seat to move; the base is fixedly disposed on the second movable seat.

[0007] Furthermore, the base has a frame structure and a first receiving groove with a top opening. The first movable seat is fitted into the first receiving groove. The base has a first sidewall and a second sidewall connected at right angles. The first driving assembly includes a first lead screw and a first nut. The first lead screw is rotatably disposed on the first sidewall and extends along a first horizontal direction. The first nut is fixedly connected to the first movable seat and screwed onto the first lead screw. The first movable seat is slidably mounted on the base along the first horizontal direction.

[0008] Furthermore, the first movable seat has a frame structure and a second receiving groove with a top opening, and the second movable seat is fitted into the second receiving groove; the second drive assembly includes a second lead screw and a second nut, the second lead screw is rotatably disposed on the first movable seat and extends along a second horizontal direction; the second nut is fixedly connected to the second movable seat and is helically sleeved with the second lead screw; the second movable seat is slidably mounted on the first movable seat along the second horizontal direction.

[0009] Furthermore, the second movable seat has a first strip-shaped hole through which the first lead screw passes, and the first strip-shaped hole extends along a second horizontal direction; the first drive assembly also includes a first handwheel, which is coaxially fixed to the first lead screw.

[0010] Furthermore, the second sidewall has a second strip-shaped hole through which the second lead screw passes, and the second strip-shaped hole extends along the first horizontal direction; the second drive assembly also includes a right-angle reducer and a second handwheel, the second handwheel is connected to the input end of the right-angle reducer, the second lead screw is connected to the output end of the right-angle reducer, and both the second handwheel and the first handwheel are arranged laterally on the first sidewall.

[0011] Furthermore, the support structure includes a support base and two support arms. The support base is fixedly connected to the base and is approximately semi-circular. The two support arms are rotatably mounted on the two free ends of the support base and are located on both sides of the axial section of the aero-engine. A locking structure is provided between each support arm and the corresponding free end of the support base to lock the support arm in a preset position. Each support arm is provided with a support groove for supporting the support lug of the aero-engine.

[0012] Furthermore, the center of gravity monitoring component includes two sets of force-measuring rods, which are respectively disposed on both sides of the axial section of the aero-engine; each force-measuring rod includes a first rod segment, a tension sensor, and a second rod segment arranged sequentially, wherein the first rod segment is hinged to the base, the second rod segment is hinged to the aero-engine, and the tension sensor is configured to monitor the tension between the first rod segment and the second rod segment.

[0013] Furthermore, the length of the second segment is adjustable.

[0014] The beneficial effects of this new aircraft engine docking device are:

[0015] This paper illustrates the use of an aircraft engine transfer device, primarily composed of a horizontal displacement adjustment platform, a connecting fixture, and a center of gravity monitoring component, in a transfer AGV. When transferring an aircraft engine from a multi-degree-of-freedom platform to the transfer AGV, the AGV's navigation function is first used to move it to the aircraft engine's location. Then, the horizontal displacement adjustment platform adjusts the horizontal position of the connecting fixture to align it with the aircraft engine. This ensures accurate receiving of the aircraft engine after it is lowered, guaranteeing transfer precision. After the aircraft engine is transferred from the multi-degree-of-freedom platform to the connecting fixture, the center of gravity monitoring component monitors its center of gravity. Once the component detects that the aircraft engine's weight is fully supported by the connecting fixture, the lifting force applied during the transfer from the multi-degree-of-freedom platform to the connecting fixture can be released, allowing the AGV to proceed with the next transfer step.

[0016] It is evident that the aforementioned aircraft engine docking device improves the docking accuracy of aircraft engines, thereby meeting the docking requirements of aircraft engines and effectively solving the technical problems existing in the prior art.

[0017] The second objective of this invention is to provide a transfer AGV to solve the technical problem that the navigation and positioning accuracy of existing AGVs cannot meet the requirements for connecting aircraft engines.

[0018] The transfer AGV provided by this utility model includes an AGV body and the aforementioned aircraft engine docking device, wherein the horizontal displacement adjustment platform is installed on the AGV body.

[0019] The beneficial effects of this utility model of transfer AGV are:

[0020] By incorporating the aforementioned aircraft engine docking device into the transfer AGV, the transfer AGV acquires all the advantages of the aforementioned aircraft engine docking device, which will not be elaborated upon here. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0022] Figure 1 A schematic diagram of the structure of the aircraft engine docking device provided in this embodiment of the utility model;

[0023] Figure 2 A side view of the aircraft engine docking device provided in this embodiment of the present invention after docking with an aircraft engine;

[0024] Figure 3 A schematic diagram of the horizontal displacement adjustment platform of the aero-engine docking device provided in this embodiment of the utility model;

[0025] Figure 4 A schematic diagram of the force-measuring tie rod of the aero-engine docking device provided in this embodiment of the utility model;

[0026] Figure 5 This is a schematic diagram of the structure of the transfer AGV provided in this embodiment of the present invention when transferring an aircraft engine.

[0027] Explanation of reference numerals in the attached figures:

[0028] 010 - Aircraft engine docking device; 020 - AGV body; 030 - Aircraft engine;

[0029] 100 - Horizontal displacement adjustment platform; 200 - Connecting fixture; 300 - Center of gravity monitoring component;

[0030] 110 - Base; 111 - First sidewall; 112 - Second sidewall; 113 - Second strip hole; 114 - First guide rail; 120 - First movable seat; 121 - First slider; 122 - Second guide rail; 130 - First drive assembly; 131 - First lead screw; 132 - First nut; 133 - First handwheel; 140 - Second movable seat; 141 - First strip hole; 142 - Second slider; 150 - Second drive assembly; 151 - Second lead screw; 152 - Second nut; 153 - Right angle reducer; 154 - Second handwheel;

[0031] 210 - Base; 220 - Support structure; 221 - Support seat; 222 - Support arm; 2221 - Support groove; 223 - Locking structure;

[0032] 310-Force measuring rod; 311-First rod segment; 312-Force sensor; 313-Second rod segment; 3131-Adjusting screw; 3132-Adjusting nut; 3133-First threaded sleeve; 3134-Second threaded sleeve. Detailed Implementation

[0033] To make the above-mentioned objectives, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and are not intended to limit it.

[0034] Figure 1 This is a schematic diagram of the structure of the aircraft engine docking device 010 provided in this embodiment. Figure 2 The side view of the aircraft engine docking device 010 provided in this embodiment after docking with the aircraft engine 030 is shown. Figure 1 and Figure 2 As shown, this embodiment provides an aircraft engine docking device 010, including a horizontal displacement adjustment platform 100, a docking fixture 200, and a center of gravity monitoring component 300. Specifically, the docking fixture 200 is installed on the horizontal displacement adjustment platform 100, and the horizontal displacement adjustment platform 100 is configured to drive the docking fixture 200 to move along a first horizontal direction and along a second horizontal direction, the second horizontal direction being perpendicular to the first horizontal direction. The docking fixture 200 includes a base 210 for connecting to the horizontal displacement adjustment platform 100 and a support structure 220 disposed on the base 210, the support structure 220 being configured to support the aircraft engine 030. The center of gravity monitoring component 300 is installed on the base 210 and is used to monitor whether the aircraft engine 030 is fully supported by the docking fixture 200.

[0035] Among them, the first horizontal direction can be composed of Figure 1 The middle arrow X indicates that the second horizontal direction can be represented by... Figure 1 The middle arrow Y is used to represent this.

[0036] The following explanation uses an aircraft engine docking device 010, mainly composed of a horizontal displacement adjustment platform 100, a docking fixture 200, and a center of gravity monitoring component 300, as an example of its use in a transfer AGV. When it is necessary to transfer an aircraft engine 030 from a multi-degree-of-freedom platform to the transfer AGV for transport, the AGV's navigation function can be used to move it to the position of the aircraft engine 030. Then, the horizontal displacement adjustment platform 100 is used to adjust the horizontal position of the docking fixture 200 to align the docking fixture 200 with the aircraft engine 030. This ensures that the aircraft engine 030 can be accurately received by the docking fixture 200 after being lowered, guaranteeing docking accuracy. After the aero-engine 030 is transferred from the multi-degree-of-freedom platform to the docking fixture 200, the center of gravity monitoring component 300 can be used to monitor the center of gravity of the aero-engine 030. Once the center of gravity monitoring component detects that the weight of the aero-engine 030 is fully supported by the docking fixture 200, it indicates that the aero-engine 030 has been fully supported by the docking fixture 200. At this time, the lifting force applied to the aero-engine 030 during the transfer from the multi-degree-of-freedom platform to the docking fixture 200 can be released so that the transfer AGV can carry out the next transfer process of the aero-engine 030.

[0037] It is evident that the aforementioned aircraft engine docking device 010 improves the docking accuracy of aircraft engine 030, thereby meeting the docking requirements of aircraft engine 030 and effectively solving the technical problems existing in the prior art.

[0038] Figure 3 This is a schematic diagram of the horizontal displacement adjustment platform 100 of the aircraft engine docking device 010 provided in this embodiment. Figure 3 As shown, in this embodiment, the horizontal displacement adjustment platform 100 may include a base 110, a first movable seat 120, a first drive assembly 130, a second movable seat 140, and a second drive assembly 150. Specifically, the base 110 is used to connect with the AGV body 020; the first movable seat 120 is movably disposed on the base 110 along a first horizontal direction, and the first drive assembly 130 is configured to drive the first movable seat 120 to move; the second movable seat 140 is movably disposed on the first movable seat 120 along a second horizontal direction, and the second drive assembly 150 is configured to drive the second movable seat 140 to move; the base 210 is fixedly disposed on the second movable seat 140.

[0039] When it is necessary to adjust the horizontal position of the docking fixture 200, the first drive assembly 130 can be used to drive the first movable seat 120 to move. During this process, the second movable seat 140 moves along the first horizontal direction together with the first movable seat 120. At the same time, the second drive assembly 150 can be used to drive the second movable seat 140 to move, so that the second movable seat 140 generates displacement along the second horizontal direction. This allows the base 210 set on the second movable seat 140 to have displacement adjustment along both the first and second horizontal directions, thereby achieving the purpose of adjusting the horizontal position of the docking fixture 200 to ensure its docking accuracy with the aero-engine 030.

[0040] This configuration of the horizontal displacement adjustment platform 100 allows for precise adjustment of the horizontal position of the docking fixture 200 by having the second moving seat 140 output displacement along the first horizontal direction and the second horizontal direction. The control logic is simple.

[0041] Please continue to refer to Figure 3 In this embodiment, the base 110 has a frame structure and a first receiving groove with a top opening. The first movable seat 120 is fitted into the first receiving groove. The base 110 has a first sidewall 111 and a second sidewall 112 that are directly connected. The first drive assembly 130 includes a first lead screw 131 and a first nut 132. The first lead screw 131 is rotatably disposed on the first sidewall 111 and extends along a first horizontal direction. The first nut 132 is fixedly connected to the first movable seat 120 and is screwed onto the first lead screw 131. The first movable seat 120 is slidably mounted on the base 110 along the first horizontal direction.

[0042] When the first movable seat 120 needs to move to cause the second movable seat 140 to produce displacement in the first horizontal direction, the first lead screw 131 can be rotated. At this time, under the sliding cooperation between the first movable seat 120 and the base 110, the helical transmission between the first lead screw 131 and the first nut 132 will be converted into the movement of the first movable seat 120, thereby causing the first movable seat 120 together with the second movable seat 140 disposed thereon to produce displacement in the first horizontal direction.

[0043] The above-described configuration of the first drive assembly 130 can ensure the movement accuracy of the first movable seat 120 and the second movable seat 140 along the first horizontal direction, thereby ensuring the position adjustment accuracy of the docking fixture 200 along the first horizontal direction. In addition, the screw engagement of the first lead screw 131 and the first nut 132 can achieve self-locking, so as to prevent the second movable seat 140 from malfunctioning along the first horizontal direction.

[0044] In addition, by embedding the first movable seat 120 into the first receiving groove opened in the base 110, the nested installation of the first movable seat 120 and the base 110 is realized, which helps to reduce the space occupied in the height direction.

[0045] Please continue to refer to Figure 3 In this embodiment, the base 110 is fixedly provided with a first guide rail 114 extending along the first horizontal direction, and the first movable seat 120 is provided with a first slider 121 that slides with the first guide rail 114. By utilizing the sliding engagement between the first slider 121 and the first guide rail 114, the sliding connection between the first movable seat 120 and the base 110 along the first horizontal direction can be realized.

[0046] Please continue to refer to Figure 3 In this embodiment, the first movable seat 120 also has a frame structure and a second receiving groove with a top opening. The second movable seat 140 is fitted into the second receiving groove. The second drive assembly 150 includes a second lead screw 151 and a second nut 152. The second lead screw 151 is rotatably disposed on the first movable seat 120 and extends along the second horizontal direction. The second nut 152 is fixedly connected to the second movable seat 140 and is screwed onto the second lead screw 151. The second movable seat 140 is slidably mounted on the first movable seat 120 along the second horizontal direction.

[0047] When it is necessary for the second movable seat 140 to produce displacement in the second horizontal direction, the second lead screw 151 can be rotated. At this time, under the sliding cooperation between the second movable seat 140 and the first movable seat 120, the helical transmission between the second lead screw 151 and the second nut 152 will be converted into the movement of the second movable seat 140, thereby causing the second movable seat 140 to produce displacement in the second horizontal direction.

[0048] This configuration of the second drive assembly 150 ensures the movement accuracy of the second movable seat 140 along the second horizontal direction, thereby ensuring the position adjustment accuracy of the docking fixture 200 along the second horizontal direction. Furthermore, the screw engagement of the second lead screw 151 and the second nut 152 can achieve self-locking, preventing the second movable seat 140 from malfunctioning along the second horizontal direction.

[0049] In addition, by embedding the second movable seat 140 into the second receiving slot opened in the first movable seat 120, the nested installation of the second movable seat 140 and the first movable seat 120 is achieved, which helps to further reduce the space occupied in the height direction.

[0050] In other words, in this embodiment, the base 110, the first movable seat 120, and the second movable seat 140 form a nested three-layer frame structure, which can effectively reduce the overall height of the horizontal displacement adjustment platform 100.

[0051] Please continue to refer to Figure 3 In this embodiment, the first movable seat 120 is fixedly provided with a second guide rail 122 extending along the second horizontal direction, and the second movable seat 140 is provided with a second slider 142 that slides with the second guide rail 122. By utilizing the sliding engagement between the second slider 142 and the second guide rail 122, the second movable seat 140 and the first movable seat 120 can be slidably connected along the second horizontal direction.

[0052] Please continue to refer to Figure 3 In this embodiment, the second movable seat 140 has a first strip hole 141 through which the first lead screw 131 passes. Specifically, the first strip hole 141 extends along the second horizontal direction. The first drive assembly 130 may also include a first handwheel 133, which is coaxially fixed to the first lead screw 131.

[0053] The aforementioned first slotted hole 141 allows for avoidance of the first lead screw 131, preventing collision and interference between the second movable seat 140 and the first lead screw 131 when the second movable seat 140 moves along the second horizontal direction. This design enables the second movable seat 140 to move smoothly along the second horizontal direction without reducing the length of the first lead screw 131 or the width of the second movable seat 140.

[0054] The aforementioned first handwheel 133 is designed to facilitate the operator in applying rotational force to the first lead screw 131.

[0055] Please continue to refer to Figure 3 In this embodiment, the second sidewall 112 is provided with a second strip hole 113 through which the second lead screw 151 passes, and the second strip hole 113 extends along the first horizontal direction; the second drive assembly 150 may also include a right angle reducer 153 and a second handwheel 154, wherein the second handwheel 154 is connected to the input end of the right angle reducer 153, the second lead screw 151 is connected to the output end of the right angle reducer 153, and the second handwheel 154 and the first handwheel 133 are both arranged on the side of the first sidewall 111.

[0056] The aforementioned second slotted hole 113 allows for clearance of the second lead screw 151, preventing collision and interference between the second lead screw 151 and the base 110 when the first moving seat 120 moves along the first horizontal direction. This design allows the second lead screw 151 to extend outside the base 110, facilitating rotational adjustment by the operator.

[0057] The aforementioned second handwheel 154 facilitates the application of rotational force to the second lead screw 151 by the operator. Furthermore, by installing a right-angle reducer 153 between the second handwheel 154 and the second lead screw 151, the direction of force transmission between the second handwheel 154 and the second lead screw 151 can be changed, allowing the second handwheel 154 and the first handwheel 133 to be located on the same side of the base 110, thus enabling the operator to adjust the first handwheel 133 and the second handwheel 154 sequentially.

[0058] Please continue to refer to Figure 1 In this embodiment, the support structure 220 may include a support base 221 and two support arms 222. Specifically, the support base 221 is fixedly connected to the base 210. The support base 221 is approximately semi-circular. The two support arms 222 are rotatably mounted on the two free ends of the support base 221, and the two support arms 222 are respectively located on both sides of the axial section of the aero-engine 030. A locking structure 223 is provided between each support arm 222 and the corresponding free end of the support base 221. The locking structure 223 is used to lock the support arm 222 in a preset position. Each support arm 222 is provided with a support groove 2221, wherein the support groove 2221 is used to support the support ears of the aero-engine 030.

[0059] Before use, the aircraft engine docking device 010 can adjust the angle of the two support arms 222 relative to the support base 221 according to the outer diameter of the aircraft engine 030 to be docked. Specifically, when the outer diameter of the aircraft engine 030 is large, the two support arms 222 can be moved away from each other, while when the outer diameter of the aircraft engine 030 is small, the two support arms 222 can be moved closer to each other. When the support arms 222 are adjusted to the required position, the locking structure 223 is used to lock the support arms 222 in that position, so that when the aircraft engine 030 is docked, the support ears of the aircraft engine 030 can be smoothly inserted into the support groove 2221.

[0060] The aforementioned configuration of the support structure 220 enables the connecting tool 200 to meet the connecting requirements of aircraft engines 030 with different outer diameters, resulting in a high degree of versatility.

[0061] In this embodiment, the width of the support groove 2221 can be between 10mm and 30mm. This design allows the support groove 2221 to meet the support requirements of support ears of various thicknesses.

[0062] Specifically, in this embodiment, the locking structure 223 may include a locking bolt and a locking nut. After the locking bolt passes through and connects the support base 221 and the support arm 222, it is locked by the locking nut, thereby fixing the support arm 222 at this position.

[0063] Figure 4 This is a structural schematic diagram of the force-measuring tie rod 310 of the aircraft engine docking device 010 provided in this embodiment. Please continue to refer to... Figure 1 and combined Figure 4 In this embodiment, the center of gravity monitoring component 300 may include two sets of force-measuring rods 310. Specifically, the two sets of force-measuring rods 310 are respectively disposed on both sides of the axial section of the aero-engine 030. The force-measuring rod 310 includes a first rod segment 311, a tension sensor 312 and a second rod segment 313 arranged in sequence. The first rod segment 311 is hinged to the base 210 and the second rod segment 313 is hinged to the aero-engine 030. The tension sensor 312 is configured to monitor the tension between the first rod segment 311 and the second rod segment 313.

[0064] After the connecting fixture 200 completes the connection to the aero-engine 030, two sets of force-measuring rods 310 can be hinged to both sides of the aero-engine 030. By using the tension sensors 312 of the two sets of force-measuring rods 310 to monitor the tension between the corresponding first rod segment 311 and second rod segment 313, it can be determined which side the center of gravity of the aero-engine 030 is tilted to. At this time, the position of the aero-engine 030 can be adjusted in time to avoid uneven local stress.

[0065] The configuration of the center of gravity monitoring component 300 can meet the center of gravity monitoring requirements of various 030 aero engines with different outer diameters, and has good versatility. Moreover, the monitoring method using the tension sensor 312 has a simple structure.

[0066] It should be noted that when the center of gravity of the aero-engine 030 is tilted toward one of the force measuring rods 310, the other force measuring rod 310 will detect a large tension data, thus indicating that the center of gravity of the aero-engine 030 has tilted.

[0067] It should also be noted that, in this embodiment, the outer periphery of the aero-engine 030 is provided with a pin hole, and the second rod segment 313 can be hinged to the aero-engine 030 through the cooperation of the pin shaft and the pin hole.

[0068] In this embodiment, the length of the second rod segment 313 is adjustable. This feature allows the force-measuring rod 310 to have different lengths, enabling timely length adjustments to the force-measuring rod 310 when the specifications of the aero-engine 030 change, thus meeting the current requirements for monitoring the center of gravity of the aero-engine 030.

[0069] Please continue to refer to Figure 4In this embodiment, the second rod segment 313 may include an adjusting screw 3131, an adjusting nut 3132, a first threaded sleeve 3133, and a second threaded sleeve 3134. Specifically, the adjusting screw 3131 is provided with two threads in opposite directions. One thread of the adjusting screw 3131 is helically connected to the first threaded sleeve 3133, and the other thread of the adjusting screw 3131 is helically connected to the second threaded sleeve 3134. The first threaded sleeve 3133 is fixedly connected to the tension sensor 312, and the second threaded sleeve 3134 is hinged to the aero-engine 030. The adjusting nut 3132 is fixedly sleeved to the adjusting screw 3131.

[0070] When the adjusting nut 3132 is rotated, the adjusting screw 3131 will be driven to rotate. At this time, under the connection restriction between the first screw sleeve 3133 and the tension sensor 312 and the connection restriction between the second screw sleeve 3134 and the aircraft engine 030, the helical transmission between the adjusting screw 3131 and the first screw sleeve 3133 and the adjusting screw 3131 and the second screw sleeve 3134 will be converted into the opposite or opposite movement of the first screw sleeve 3133 and the second screw sleeve 3134, thereby realizing the shortening or lengthening of the second rod segment 313.

[0071] It should be noted that the relative and opposite movements of the first screw sleeve 3133 and the second screw sleeve 3134 can be achieved by rotating the adjusting screw 3131 in different directions.

[0072] In other embodiments, the second rod segment 313 can also be configured to include an inner sleeve and an outer sleeve that are nested together. A locking hole can be provided in the outer sleeve, and a row of connecting holes spaced apart along its axial direction can be provided in the inner sleeve. A connecting pin can be passed through the locking hole and selectively connected to one of the multiple connecting holes to achieve the purpose of adjusting the length of the second rod segment 313.

[0073] Figure 5 This is a schematic diagram of the structure of the AGV used in this embodiment for transferring the 030 aero-engine. Figure 5 As shown, this embodiment also provides a transfer AGV, including an AGV body 020 and the aforementioned aircraft engine docking device 010, wherein the horizontal displacement adjustment platform 100 is installed on the AGV body 020.

[0074] By incorporating the aforementioned aircraft engine connection device 010 into the transfer AGV, the transfer AGV acquires all the advantages of the aforementioned aircraft engine connection device 010, which will not be elaborated upon here.

[0075] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can make various modifications and alterations without departing from the spirit and scope of the present invention; therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

[0076] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0077] In the above embodiments, descriptions of directions such as "up", "down", and "side" are based on the accompanying drawings.

[0078] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An aircraft engine interface device, comprising: The application relates to a horizontal displacement adjusting platform (100), a connecting tool (200) and a gravity center monitoring assembly (300), wherein the connecting tool (200) is mounted on the horizontal displacement adjusting platform (100), the horizontal displacement adjusting platform (100) is configured to drive the connecting tool (200) to move along a first horizontal direction and a second horizontal direction, the second horizontal direction is perpendicular to the first horizontal direction; the connecting tool (200) comprises a base (210) for connecting with the horizontal displacement adjusting platform (100) and a support structure (220) arranged on the base (210), the support structure (220) is configured to support an aero-engine (030); the gravity center monitoring assembly (300) is mounted on the base (210) and is used for monitoring whether the aero-engine (030) is completely supported on the connecting tool (200).

2. The aircraft engine interface of Claim 1, wherein, The horizontal displacement adjusting platform (100) comprises a base (110), a first moving seat (120), a first driving assembly (130), a second moving seat (140) and a second driving assembly (150), wherein the base (110) is used for connecting with an AGV vehicle body (020); the first moving seat (120) is movably arranged on the base (110) along a first horizontal direction, the first driving assembly (130) is configured to drive the first moving seat (120) to move; the second moving seat (140) is movably arranged on the first moving seat (120) along a second horizontal direction, the second driving assembly (150) is configured to drive the second moving seat (140) to move; and the base (210) is fixedly arranged on the second moving seat (140).

3. The aircraft engine interface of Claim 2, wherein, The base (110) is in a frame structure, the base (110) has a first containing groove with a top opening, the first moving seat (120) is embedded in the first containing groove, the base (110) has a first side wall (111) and a second side wall (112) which are connected at right angles; the first driving assembly (130) comprises a first screw rod (131) and a first nut (132), the first screw rod (131) is rotationally arranged on the first side wall (111) and extends along a first horizontal direction; the first nut (132) is fixedly connected with the first moving seat (120) and is screwingly sleeved with the first screw rod (131); and the first moving seat (120) is slidingly mounted on the base (110) along the first horizontal direction.

4. The aircraft engine interface of claim 3, wherein, The first moving seat (120) is in a frame structure, has a second containing groove with a top opening, and the second moving seat (140) is embedded in the second containing groove; the second driving assembly (150) comprises a second screw rod (151) and a second nut (152), the second screw rod (151) is rotationally arranged on the first moving seat (120) and extends along a second horizontal direction; the second nut (152) is fixedly connected with the second moving seat (140) and is screwingly sleeved with the second screw rod (151); and the second moving seat (140) is slidingly installed on the first moving seat (120) along the second horizontal direction.

5. The aircraft engine interface of claim 4, wherein, The second moving seat (140) is provided with a first strip-shaped hole (141) through which the first screw rod (131) passes, and the first strip-shaped hole (141) extends along the second horizontal direction; and the first driving assembly (130) further comprises a first hand wheel (133), which is coaxially fixedly connected with the first screw rod (131).

6. The aircraft engine interface of claim 5, wherein, The second side wall (112) is provided with a second strip-shaped hole (113) through which the second screw rod (151) passes, and the second strip-shaped hole (113) extends along the first horizontal direction; and the second driving assembly (150) further comprises a right-angle speed reducer (153) and a second hand wheel (154), the second hand wheel (154) is connected with the input end of the right-angle speed reducer (153), the second screw rod (151) is connected with the output end of the right-angle speed reducer (153), and the second hand wheel (154) and the first hand wheel (133) are both arranged on the side of the first side wall (111).

7. The aircraft engine interface of Claim 1, wherein, The support structure (220) comprises a support seat (221) and two support arms (222), the support seat (221) is fixedly connected with the base (210), the support seat (221) is substantially semi-annular, the two support arms (222) are rotationally installed on the two free ends of the support seat (221) respectively, and the two support arms (222) are arranged on the two sides of the axial section of the aero-engine (030); a locking structure (223) is arranged between each support arm (222) and the corresponding free end of the support seat (221), the locking structure (223) is used for locking the support arm (222) at a preset position; and each support arm (222) is provided with a support groove (2221) for supporting the support lug of the aero-engine (030).

8. The aircraft engine interface of any one of claims 1-7, wherein, The gravity center monitoring assembly (300) comprises two groups of force measuring pull rods (310), and the two groups of force measuring pull rods (310) are arranged on the two sides of the axial section of the aero-engine (030); the force measuring pull rod (310) comprises a first rod segment (311), a tension sensor (312) and a second rod segment (313) arranged in sequence, wherein the first rod segment (311) is hinged to the base (210), the second rod segment (313) is hinged to the aero-engine (030), and the tension sensor (312) is configured to monitor the tension between the first rod segment (311) and the second rod segment (313).

9. The aircraft engine interface of claim 8, wherein, The length of the second rod segment (313) is adjustable.

10. A transfer AGV, characterized by The aero-engine connecting device comprises an AGV vehicle body (020) and the aero-engine connecting device according to any one of claims 1-9, and the horizontal displacement adjustment platform (100) is installed on the AGV vehicle body (020).

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