Aero-engine assembly rack

Abstract

The utility model discloses an aero-engine assembly rack which comprises two sets of chassis, the two sets of chassis are respectively connected with a pore plate and a supporting rod, the supporting rod is connected with a supporting plate, the supporting plate is connected with a fixed bearing, the fixed bearing is rotatably connected with connecting shafts, the two sets of connecting shafts are respectively connected with adjustable mounting clamps, and one set of connecting shafts is in transmission connection with a turnover mechanism. The adjustable mounting clamp comprises a connecting plate, the connecting plate is connected with symmetrically-distributed bearing panels, a sliding groove is formed in the connecting plate, a first clamping column is fixedly connected into the sliding groove, a second clamping column is slidably inserted into the sliding groove, and the connecting plate is provided with an adjusting column penetrating through the two sets of bearing panels, the first clamping column and the second clamping column. The first clamping column is rotationally connected with the adjusting column, the second clamping column is in threaded transmission connection with the adjusting column, and the end of the first clamping column and the end of the second clamping column are rotationally connected with T-shaped clamping plates. The connecting structure has the advantages that universality can be improved, the structure is simple and practical, assembly requirements are met, and detachability and flexible assembly can be achieved.

Description

Technical Field

[0001] This utility model relates to the field of aero-engine assembly technology, specifically to an aero-engine assembly stand. Background Technology

[0002] With the advancement of my country's "low-altitude economy" strategy, the small aero-engine industry has experienced explosive growth. These engines are widely used in emerging fields such as business jets, drones, and electric vertical takeoff and landing (eVTOL) aircraft, and market demand is gradually evolving from single-model to diversified and customized directions. Currently, the mainstream assembly equipment in the industry is a wheeled mobile assembly rack, which is usually designed for the structural dimensions of specific engine models, and achieves assembly operations through pre-set positioning holes and fixed clamping components.

[0003] However, this technology has significant limitations:

[0004] First, the rapid pace of product iteration leads to significant compatibility issues. Derivative models of small aero engines often exhibit differences in parameters such as diameter, length, and mounting interfaces due to power increases, material optimizations, or structural improvements. For example, after a certain series of UAV engines was upgraded to a high-power version, the outer diameter of the casing increased by 8mm. The original mounting bracket, with its fixed clamping dimensions, was incompatible, necessitating the redesign and manufacture of specialized equipment.

[0005] Secondly, the lack of versatility in assembly racks leads to resource waste. Due to differences in structure and size among different aero-engine models, companies often need to design and manufacture dedicated assembly racks for each engine. With the continuous increase in aero-engine models, designing a more versatile assembly rack to meet the assembly requirements of different aero-engine models is essential.

[0006] Third, traditional assembly racks have limited functionality and cannot meet the needs of complex operations. The assembly process of aero engines often involves multi-angle flipping, precision alignment, and step-by-step fastening. Existing racks lack adjustable clamping mechanisms and flipping components, requiring manual assistance or secondary hoisting, which is not only inefficient but also poses safety hazards.

[0007] In conclusion, developing an assembly stand with adjustable dimensions and multifunctional integration has become a key requirement for the small aero-engine industry to reduce costs, increase efficiency, and achieve sound production. Utility Model Content

[0008] To address the aforementioned problems, and especially to address the shortcomings of existing technologies, this utility model provides an aircraft engine assembly stand that can solve these problems.

[0009] To achieve the above objectives, the present invention employs the following technical means:

[0010] An aircraft engine assembly stand includes two symmetrically distributed chassis. The top of the relatively close sides of the two chassis are respectively connected to relatively distributed perforated plates. The relatively far sides of the two chassis are respectively connected to relatively distributed support rods. The top of the support rods is connected to a support plate. The top of the support plate is connected to a fixed bearing. The fixed bearing is rotatably connected to a connecting shaft. The opposite ends of the two sets of connecting shafts are respectively connected to adjustable mounting fixtures. The end of one set of connecting shafts away from the adjustable mounting fixture is drivenly connected to a flipping mechanism.

[0011] The adjustable mounting fixture includes a connecting plate connected to a connecting shaft. Symmetrically distributed bearing inserts are connected to the opposite side of the connecting plate and the connecting shaft. The connecting plate has a sliding groove distributed between two sets of bearing inserts. A first clamping post is fixedly connected to one end of the sliding groove, and a second clamping post is slidably inserted into the other end of the sliding groove. An adjusting post is provided on one side of the connecting plate, penetrating the two sets of bearing inserts, the first clamping post, and the second clamping post. The two sets of bearing inserts and the first clamping post are rotatably connected to the adjusting post, and the second clamping post is threadedly connected to the adjusting post. T-shaped clamps are rotatably connected to the ends of the first and second clamping posts away from the connecting plate.

[0012] A further embodiment of this invention is that the bottom of the chassis is connected to rollers.

[0013] A further embodiment of this invention is that the two sets of relatively distributed perforated plates of the chassis are connected by a second bolt.

[0014] A further embodiment of this invention is that the support rod is further reinforced and connected to the chassis by reinforcing ribs.

[0015] A further embodiment of this invention is that the reinforcing rib and the support rod are integrally manufactured.

[0016] A further embodiment of this invention is that the bottom of the fixed bearing is connected to the top of the support plate via a pad.

[0017] A further embodiment of this invention is that the flipping mechanism is a gearbox.

[0018] A further embodiment of this invention is that a turntable is connected to the end of the adjusting column.

[0019] A further embodiment of this invention is that both the first clamping post and the second clamping post have notches at their ends away from the connecting plate, and the T-shaped clamping plate is rotatably connected to the corresponding notches.

[0020] A further embodiment of this utility model is that the insertion end of the second clamping column is sleeved with a baffle disposed on one side of the connecting plate, and the insertion end of the second clamping column is inserted with a fixing plate disposed on the other side of the connecting plate, wherein the fixing plate is connected to the baffle by a first bolt.

[0021] The beneficial effects of this utility model are:

[0022] 1. This utility model improves versatility: Through the design of a modular adjustment system, combined with an adjustable mounting fixture and a split chassis structure, multi-dimensional size adaptation is achieved. The adjustable mounting fixture can adjust the distance between the first and second clamping columns in the horizontal direction to adapt to changes in the radial dimensions of the engine; the split dual chassis can adjust their relative positions in the horizontal plane in a direction perpendicular to the adjustment direction of the clamping columns, precisely matching different engine models. This composite adjustment mechanism overcomes the limitations of a single fixture, enabling the same assembly stand to accommodate fluctuations in the outer diameter of the casing and to cope with minor changes in the length direction. It effectively solves the adaptation problem caused by local adjustments in engine dimensions, significantly improves equipment versatility, reduces redundant configurations of multi-model dedicated assembly racks for enterprises, and lowers warehousing and maintenance costs.

[0023] 2. This utility model has a simple and practical structure: the overall structure consists of two symmetrically distributed chassis, perforated plates, support rods, and trays, etc., making it simple to manufacture and maintain. At the same time, this simple structure reduces the cost and complexity of the equipment while ensuring functionality, facilitating its widespread application in production.

[0024] 3. This utility model meets assembly requirements: the design of the adjustment mechanism meets the assembly of small engines of various sizes, while the setting of the flipping mechanism meets the actual needs in the engine assembly process. For example, during the assembly process, it may be necessary to flip the engine at different angles to facilitate the installation and debugging of various parts, thereby improving the convenience and efficiency of assembly.

[0025] 4. This utility model can achieve detachment and flexible assembly: Through the second bolt connection method, the two sets of chassis can be quickly disassembled or combined. By adding or removing bolt connection points on the hole plate, the chassis spacing can be flexibly adjusted to adapt to engines of different sizes, significantly improving the adaptability and assembly flexibility of the assembly stand. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of this utility model;

[0027] Figure 2 This is a schematic diagram of the adjustable mounting clamp of this utility model;

[0028] Figure 3 This is an exploded view of the adjustable mounting clamp of this utility model.

[0029] Figure 4 This is a schematic diagram of the flipping mechanism of this utility model;

[0030] Figure label:

[0031] 1. Chassis; 2. Perforated plate; 3. Reinforcing rib; 4. Support rod; 5. Pad; 6. Fixed bearing; 7. Tilting mechanism; 8. Connecting shaft; 9. Connecting plate; 10. Slide groove; 11. Bearing insert; 12. Adjusting column; 13. Turntable; 14. First clamping column; 15. Notch; 16. T-shaped clamp; 17. Second clamping column; 18. Baffle; 19. Fixing plate; 20. First bolt; 21. Second bolt; 22. Roller; 23. Detailed Implementation

[0032] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0033] Example 1

[0034] like Figures 1 to 4 As shown, an aircraft engine assembly stand includes two symmetrically distributed chassis 1. The top of the relatively close sides of the two chassis 1 are respectively connected to relatively distributed perforated plates 2. The relatively far sides of the two chassis 1 are respectively connected to relatively distributed support rods 4. The top of the support rods 4 is connected to a support plate 5. The top of the support plate 5 is connected to a fixed bearing 7. The fixed bearing 7 is rotatably connected to a connecting shaft 9. The opposite ends of the two sets of connecting shafts 9 are respectively connected to adjustable mounting fixtures. The end of one set of connecting shafts 9 away from the adjustable mounting fixture is drivenly connected to a flipping mechanism 8.

[0035] The adjustable mounting fixture includes a connecting plate 10 connected to a connecting shaft 9. Symmetrically distributed bearing inserts 12 are connected to the opposite side of the connecting plate 10 and the connecting shaft 9. The connecting plate 10 has a sliding groove 11 distributed between the two sets of bearing inserts 12. A first clamping post 15 is fixedly connected to one end of the sliding groove 11, and a second clamping post 18 is slidably inserted into the other end of the sliding groove 11. An adjusting post 13 is provided on one side of the connecting plate 10, passing through the two sets of bearing inserts 12, the first clamping post 15, and the second clamping post 18. The two sets of bearing inserts 12 and the first clamping post 15 are rotatably connected to the adjusting post 13, and the second clamping post 18 is threadedly connected to the adjusting post 13. T-shaped clamps 17 are rotatably connected to the ends of the first clamping post 15 and the second clamping post 18 away from the connecting plate 10.

[0036] Working principle

[0037] Size adjustment principle

[0038] The core components of the adjustable mounting fixture include a connecting plate 10, a sliding groove 11, an adjusting column 13, a first clamping column 15, and a second clamping column 18.

[0039] Operation trigger: Drive adjustment column 13 to rotate.

[0040] Constrained transmission: The second clamping column 18 is restricted by the inner wall of the slide groove 11 and cannot rotate with the adjusting column 13, but its internal thread engages with the adjusting column 13. According to the principle of screw transmission, the second clamping column 18 slides axially along the slide groove 11, changing the distance between it and the first clamping column 15 fixed at one end of the slide groove 11.

[0041] Assembly process principle

[0042] The assembly frame is divided into two symmetrical structures, namely, two sets of chassis 1, perforated plates 2, support rods 4, and pallets 5 forming two symmetrically distributed first and second assembly frames, wherein the flipping mechanism 8 is set on the first assembly frame.

[0043] Pre-installation:

[0044] First assembly frame: The connecting shaft 9 passes through the fixed bearing 7 and is connected to the flipping mechanism 8 for transmission, and can be flipped in a controlled manner.

[0045] Second assembly frame: Connecting shaft 9 is kept free to rotate only by fixed bearing 7, providing good support.

[0046] Casing positioning:

[0047] Lift the engine casing to the appropriate height, adjust the distance between the first clamping post 15 and the second clamping post 18 on both sides according to the casing size, and engage the casing flange or mounting hole from both sides through the T-shaped clamping plate 17. The rotatable connection design between the T-shaped clamping plate 17 and the clamping post end can adapt to the angle of the casing surface.

[0048] Overall fixation:

[0049] The first and second assembly frames are clamped and fixed with bolts and nuts, thus rigidly connecting them into a whole to form a stable, embracing support.

[0050] Flipping the job:

[0051] Start the tilting mechanism 8, which drives the connecting shaft 9 and the clamp to rotate, so that the engine can be tilted at multiple angles, such as from horizontal to vertical, making it easier for operators to complete bolt tightening, pipeline connection and other processes in different positions.

[0052] Example 2

[0053] like Figures 1 to 4As shown, an aircraft engine assembly stand includes two symmetrically distributed chassis 1. The top of the relatively close sides of the two chassis 1 are respectively connected to relatively distributed perforated plates 2. The relatively far sides of the two chassis 1 are respectively connected to relatively distributed support rods 4. The top of the support rods 4 is connected to a support plate 5. The top of the support plate 5 is connected to a fixed bearing 7. The fixed bearing 7 is rotatably connected to a connecting shaft 9. The opposite ends of the two sets of connecting shafts 9 are respectively connected to adjustable mounting fixtures. The end of one set of connecting shafts 9 away from the adjustable mounting fixture is drivenly connected to a flipping mechanism 8.

[0054] The adjustable mounting fixture includes a connecting plate 10 connected to a connecting shaft 9. Symmetrically distributed bearing inserts 12 are connected to the opposite side of the connecting plate 10 and the connecting shaft 9. The connecting plate 10 has a sliding groove 11 distributed between the two sets of bearing inserts 12. A first clamping post 15 is fixedly connected to one end of the sliding groove 11, and a second clamping post 18 is slidably inserted into the other end of the sliding groove 11. An adjusting post 13 is provided on one side of the connecting plate 10, passing through the two sets of bearing inserts 12, the first clamping post 15, and the second clamping post 18. The two sets of bearing inserts 12 and the first clamping post 15 are rotatably connected to the adjusting post 13, and the second clamping post 18 is threadedly connected to the adjusting post 13. T-shaped clamps 17 are rotatably connected to the ends of the first clamping post 15 and the second clamping post 18 away from the connecting plate 10.

[0055] The bottom of chassis 1 is connected to rollers 23.

[0056] The advantages of the above settings are:

[0057] Easy to move: The rollers 23 allow the chassis 1 to be moved flexibly, making it easy to pull the engine during assembly and reducing the intensity and difficulty of manual handling.

[0058] Improved efficiency: Engine position can be quickly adjusted without the need for hoisting or large auxiliary equipment, shortening the assembly cycle and optimizing the production line process.

[0059] Highly adaptable: Suitable for transfer between different workstations, meeting the needs of diverse assembly scenarios and improving operational flexibility.

[0060] Protect equipment: Reduce the risk of engine friction or collision with the ground, and ensure its integrity and assembly accuracy.

[0061] The two sets of chassis 1 have oppositely distributed perforated plates 2 connected by a second bolt 22.

[0062] The advantages of the above settings are:

[0063] Disassembly and flexible assembly: The connection method of the second bolt 22 allows the two chassis 1 to be quickly disassembled or assembled. When it is necessary to adapt to engines of different sizes, the distance between the two chassis 1 can be adjusted by adding or removing bolt connection points on the perforated plate 2, thereby flexibly changing the overall span of the assembly platform to accommodate the lateral size requirements of various models.

[0064] Adjustable structural strength: By tightening or loosening the second bolt 22, the preload between the orifice plates 2 can be controlled, ensuring that the assembly stand maintains a rigid connection when bearing the weight of the engine. If a heavy engine needs to be assembled, the number of bolts can be increased or high-strength bolts can be selected to enhance the overall structure's resistance to deformation.

[0065] The support rod 4 is further reinforced and connected to the chassis 1 by the reinforcing rib 3.

[0066] The advantages of the above settings are:

[0067] Enhanced structural stability: The reinforcing rib 3, support rod 4, and chassis 1 form a triangular mechanical structure, effectively dispersing the vertical pressure and lateral torque on the assembly platform when bearing the engine. Especially when the engine experiences off-center loading during tilting or adjustment, the triangular structure can significantly suppress the bending deformation of the support rod 4, preventing the frame from swaying and affecting assembly accuracy.

[0068] Enhancing fatigue resistance: During the assembly of aero-engines, the test bench must repeatedly withstand dynamic loads. The integrated design of stiffener 3 reduces stress concentration points caused by welding or bolting connections, and the smooth transition structure enhances the material's fatigue resistance, extending the service life of the test bench.

[0069] The reinforcing rib 3 and the support rod 4 are made as a single piece.

[0070] The advantages of the above settings are:

[0071] Eliminating weak points in connections: The one-piece molding process avoids gaps and stress concentrations caused by welding, riveting, or bolting, effectively eliminating the potential fracture risk in traditional split structures. When subjected to dynamic loads during engine assembly, structural integrity is significantly improved, reducing safety hazards caused by connection failures.

[0072] Enhancing the consistency of mechanical properties: The material maintains a continuous fiber orientation during the one-piece molding process, resulting in more uniform tensile, compressive, and fatigue resistance compared to spliced ​​structures. For example, the yield strength of one-piece molded aerospace aluminum alloy parts can be increased by 15%-20%, ensuring that the support rod 4 and the reinforcing rib 3 work together to bear the load and extending the service life of the platform.

[0073] The bottom of the fixed bearing 7 is connected to the top of the support plate 5 via a pad 6.

[0074] The advantages of the above settings are:

[0075] Height Adjustment and Leveling: The shims 6 can be made of different thicknesses. By increasing or decreasing the number of shims or changing their thickness, the installation height of the fixed bearing 7 can be flexibly adjusted. Especially when assembling multiple engine models, it can quickly adapt to the installation interface height of different positions on the casing, and at the same time facilitate the overall leveling of the test bench, avoiding assembly errors caused by uneven ground.

[0076] Shock absorption and noise suppression: The pad 6 can be made of elastic materials such as rubber and nylon to effectively absorb the vibration generated during engine rotation or adjustment, reducing the transmission of vibration to the support plate 5 and chassis 1. At the same time, the elastic buffer layer can reduce frictional noise when the bearing rotates, improving the assembly working environment.

[0077] Protecting the lifespan of critical components: Avoiding direct rigid contact between the fixed bearing 7 and the support plate 5 prevents deformation or wear of the bearing housing due to localized stress concentration. The elastic deformation capability of the pad 6 can evenly distribute the bearing load, extending the bearing's service life, and is especially suitable for high-precision, high-speed flipping operations.

[0078] Example 3

[0079] like Figures 1 to 4 As shown, an aircraft engine assembly stand includes two symmetrically distributed chassis 1. The top of the relatively close sides of the two chassis 1 are respectively connected to relatively distributed perforated plates 2. The relatively far sides of the two chassis 1 are respectively connected to relatively distributed support rods 4. The top of the support rods 4 is connected to a support plate 5. The top of the support plate 5 is connected to a fixed bearing 7. The fixed bearing 7 is rotatably connected to a connecting shaft 9. The opposite ends of the two sets of connecting shafts 9 are respectively connected to adjustable mounting fixtures. The end of one set of connecting shafts 9 away from the adjustable mounting fixture is drivenly connected to a flipping mechanism 8.

[0080] The adjustable mounting fixture includes a connecting plate 10 connected to a connecting shaft 9. Symmetrically distributed bearing inserts 12 are connected to the opposite side of the connecting plate 10 and the connecting shaft 9. The connecting plate 10 has a sliding groove 11 distributed between the two sets of bearing inserts 12. A first clamping post 15 is fixedly connected to one end of the sliding groove 11, and a second clamping post 18 is slidably inserted into the other end of the sliding groove 11. An adjusting post 13 is provided on one side of the connecting plate 10, passing through the two sets of bearing inserts 12, the first clamping post 15, and the second clamping post 18. The two sets of bearing inserts 12 and the first clamping post 15 are rotatably connected to the adjusting post 13, and the second clamping post 18 is threadedly connected to the adjusting post 13. T-shaped clamps 17 are rotatably connected to the ends of the first clamping post 15 and the second clamping post 18 away from the connecting plate 10.

[0081] The flipping mechanism 8 is a gearbox.

[0082] The advantages of the above settings are:

[0083] Precise torque transmission and stable rotation: The gearbox transmits power through precisely meshed gear pairs, efficiently converting the rotational motion output by the motor into the rotation torque of the connecting shaft 9. Compared to chain or belt drives, gear drives eliminate slippage, ensuring the engine maintains a constant angular velocity during rotation and avoiding assembly errors or safety hazards caused by speed fluctuations.

[0084] High transmission ratio and load adaptability: The gearbox can achieve a large transmission ratio through multi-stage gear combinations, allowing for low-speed, high-torque power output. When carrying heavy aero engines, the gearbox can drive a large inertia load to rotate smoothly with relatively small input power, adapting to the weight differences of engines of different sizes and improving test bench versatility.

[0085] Compact structure and optimized space: The integrated design of the gearbox occupies little space and can be tightly installed between the pallet 5 and the connecting shaft 9, avoiding the complex piping layout required by traditional hydraulic or pneumatic tilting devices. For assembly workshops with limited space, the compact gearbox structure helps optimize work area planning and improves operational convenience.

[0086] The end of the adjusting column 13 is connected to a turntable 14.

[0087] The advantages of the above settings are:

[0088] Improved ease of operation: The turntable 14 increases the force application area of ​​the adjusting column 13. Compared to directly rotating the thin shaft, the operator can apply greater torque through the palm or arm, reducing the grip strength and operational intensity required for adjustment. Especially when frequently adjusting the clamping distance, the large diameter design of the turntable 14 significantly improves adjustment efficiency and reduces hand fatigue.

[0089] Precise adjustment and positioning: Angle or distance scales can be engraved on the surface of the turntable 14, which, together with the reference marks on the chassis 1 or connecting plate 10, enables quantitative adjustment of the clamping distance. Operators can quickly adapt to the assembly requirements of engines of different sizes without the need for additional measuring tools, ensuring adjustment accuracy.

[0090] Enhanced safety and prevention of accidental touches: The edges of the turntable 14 can be designed with anti-slip textures or a rubber coating to prevent accidental injury due to hand slippage during adjustment. Simultaneously, its large outline serves as a visual warning, preventing operators from accidentally touching the high-speed rotating adjustment column 13, making it particularly suitable for human-machine collaborative scenarios in automated assembly lines.

[0091] The ends of the first clamping post 15 and the second clamping post 18 away from the connecting plate 10 are both provided with notches 16, and the T-shaped clamping plate 17 is rotatably connected to the corresponding notches 16.

[0092] The advantages of the above settings are:

[0093] Adaptive fit to complex surfaces: The T-shaped clamp 17 can rotate freely around the notch 16 to adapt to the curvature, tilt angle, or irregular contour of the engine casing surface. For example, when the casing flange has a certain taper, the T-shaped clamp 17 can automatically adjust the angle to fit tightly, avoiding local stress concentration or sliding displacement caused by rigid clamping, and ensuring clamping stability.

[0094] Reduced assembly damage risk: The rotating connection allows the T-plate 17 to finely adjust its posture under stress, distributing contact pressure. Compared to fixed-angle clamping, this design prevents scratches, indentations, or coating damage caused by uneven casing surfaces, and is especially suitable for engine housings made of vulnerable materials such as titanium alloys and composite materials, thus improving assembly safety.

[0095] The second clamping post 18 has a baffle 19 sleeved on one side of the connecting plate 10 at its insertion end, and a fixing plate 20 on the other side of the connecting plate 10 is inserted into the insertion end of the second clamping post 18. The fixing plate 20 is connected to the baffle 19 by the first bolt 21.

[0096] The advantages of the above settings are:

[0097] Axial positioning and anti-dislodgement protection: The baffle 19 and the fixing plate 20 form an axial limiting structure for the clamping column 18, preventing it from dislodging due to excessive displacement when sliding in the slide groove 11. Especially when adjusting rapidly or subjected to vibration loads, this design ensures that the second clamping column 18 always remains within its effective stroke, avoiding the risk of fixture failure during assembly.

[0098] Convenient adjustment range control: The sliding range of the second clamping column 18 can be flexibly limited by adding or removing shims or adjusting the tightness of the first bolt 21. For example, when assembling small-sized engines, the stroke of the clamping column can be reduced to improve adjustment sensitivity; conversely, when assembling large-sized models, the stroke range can be expanded to enhance equipment adaptability.

[0099] The examples provided in this utility model are not intended to limit the implementation methods. Those skilled in the art will recognize that various variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementation methods here, and any obvious variations or modifications derived therefrom are still within the protection scope of this utility model.

Claims

1. An aeroengine assembly stand, characterised in that, The utility model provides a kind of adjustable installation clamp, including two groups of symmetrically distributed chassis (1), the opposite side of two groups of the chassis (1) is respectively connected with the opposite distribution orifice plate (2) of relative close side top, the opposite side of two groups of the chassis (1) is respectively connected with the opposite distribution support rod (4) of relative far side, the top of the support rod (4) is connected with the supporting plate (5), the top of the supporting plate (5) is connected with fixed bearing (7), fixed bearing (7) is rotatably connected with connecting shaft (9), the opposite end of two groups of the connecting shaft (9) is respectively connected with adjustable mounting fixture, the end of a group of the connecting shaft (9) far from adjustable mounting fixture is drivingly connected with turnover mechanism (8). The adjustable mounting fixture includes a connecting plate (10) connected to the connecting shaft (9), the opposite side of the connecting plate (10) and the connecting shaft (9) is connected with symmetrically distributed bearing panel (12), the connecting plate (10) is provided with a sliding groove (11) distributed between the two groups of bearing panels (12), one end of the sliding groove (11) is fixedly connected with a first clamping column (15), the other end of the sliding groove (11) is slidably connected with a second clamping column (18), one side of the connecting plate (10) is provided with an adjusting column (13) penetrating through the two groups of bearing panels (12), the first clamping column (15), and the second clamping column (18), the two groups of bearing panels (12) and the first clamping column (15) are rotatably connected with the adjusting column (13), the second clamping column (18) is threadedly connected with the adjusting column (13), and the end of the first clamping column (15) and the second clamping column (18) away from the connecting plate (10) is rotatably connected with a T-shaped clamping plate (17).

2. An aeroengine assembly stand according to claim 1, wherein, The bottom of the chassis (1) is connected with a roller (23).

3. An aeroengine assembly stand according to claim 1, wherein, The opposite distribution orifice plates (2) of the two groups of chassis (1) are connected by second bolts (22).

4. An aeroengine assembly stand according to claim 1, wherein, The support rod (4) is further reinforced and connected with the chassis (1) by a reinforcing rib (3).

5. An aeroengine assembly stand according to claim 4, wherein, The reinforcing rib (3) is integrally made with the support rod (4).

6. An aeroengine assembly stand according to claim 1, wherein, The bottom of the fixed bearing (7) is connected with the top of the supporting plate (5) by a cushion block (6).

7. An aeroengine assembly stand according to claim 1, wherein, The turnover mechanism (8) is a gear box.

8. An aeroengine assembly stand according to claim 1, wherein, The end of the adjusting column (13) is connected with a turntable (14).

9. An aeroengine assembly stand according to claim 1, wherein, The end of the first clamping column (15) and the second clamping column (18) away from the connecting plate (10) is provided with a recess (16), and the T-shaped clamping plate (17) is rotatably connected with the corresponding recess (16).

10. An aeroengine assembly stand according to claim 1, wherein, The insertion end of the second clamping column (18) is sleeved with a baffle (19) arranged on one side of the connecting plate (10), the insertion end of the second clamping column (18) is inserted with a fixed plate (20) arranged on the other side of the connecting plate (10), and the fixed plate (20) is connected with the baffle (19) by a first bolt (21).

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