Adjusting device and aircraft landing gear auxiliary mounting apparatus

Abstract

The utility model discloses an adjusting device and airplane landing gear auxiliary installation equipment relates to airplane manufacturing equipment technical field, wherein, adjusting device includes: first adjusting mechanism has the first seat body of activity setting, second adjusting mechanism has the second seat body of activity installation in first seat body, the third seat body of activity installation in second seat body, fixed mechanism installs in third seat body for with airplane landing gear fixed connection, drive mechanism has first drive subassembly and second drive subassembly, and first drive subassembly and second drive subassembly all include manual drive arrangement, electric drive arrangement and clutch, to drive control first adjusting mechanism, second adjusting mechanism respectively. The utility model provides technical scheme through manual drive arrangement and electric drive arrangement respectively with adjusting mechanism connection, to can reach quick airplane landing gear quick adjustment to the attitude similar to installation attitude, and can realize fine adjustment, and the technical effect that airplane landing gear is adjusted to installation attitude.

Description

Technical Field

[0001] This utility model relates to the field of aircraft manufacturing equipment technology, and in particular to an adjustment device and an auxiliary installation device for aircraft landing gear. Background Technology

[0002] Currently, aircraft landing gear auxiliary installation equipment is either purely electrically controlled or purely manually controlled. Manual control allows for rapid adjustment, enabling the landing gear to quickly adjust to a position similar to the installation orientation. However, it suffers from poor adjustment precision, making it difficult to achieve fine-grained adjustments and ultimately, to the correct installation orientation. Electrical control offers the advantage of quantitative and fine-grained adjustment, allowing the landing gear to be adjusted to the installation orientation. However, electrical control has a small adjustment range and slow morphological change speed, requiring a considerable amount of time to quickly adjust the landing gear to a position similar to the installation orientation.

[0003] Therefore, there is a need for an adjustment device that can quickly adjust the aircraft landing gear to a similar attitude to its installation attitude, and can achieve fine adjustment to adjust the aircraft landing gear to its installation attitude. Utility Model Content

[0004] The main purpose of this utility model is to propose an adjustment device and an aircraft landing gear auxiliary installation equipment, which aims to provide an adjustment device that can quickly adjust the aircraft landing gear to a posture similar to the installation posture and can achieve fine adjustment to adjust the aircraft landing gear to the installation posture.

[0005] To achieve the above objectives, the adjustment device proposed in this utility model includes: a first adjustment mechanism, a second adjustment mechanism, a fixing mechanism, and a drive mechanism; the first adjustment mechanism has a first seat, which is movably disposed; the second adjustment mechanism has a second seat and a third seat, the second seat being movably mounted on the first seat, and the third seat being movably mounted on the second seat; the fixing mechanism is mounted on the third seat for fixed connection with the aircraft landing gear; the drive mechanism has a first drive assembly and a second drive assembly, both of which include a manual drive device, an electric drive device, and a clutch; wherein, the manual drive device in the first drive assembly is drivably connected to the first adjustment mechanism, and the electric drive device in the first drive assembly is drivably connected to the first adjustment mechanism through the clutch in the first drive assembly; the manual drive device in the second drive assembly is drivably connected to the second adjustment mechanism, and the electric drive device in the second drive assembly is drivably connected to the second adjustment mechanism through the clutch in the second drive assembly.

[0006] In one embodiment, the first adjusting mechanism further includes: Fourth body, fifth body, sixth body; The first lead screw is rotatably mounted on the fourth seat along the front-back axis, and the fifth seat is threadedly driven to the first lead screw, so that the fifth seat is movable in the front-back direction; The second lead screw is rotatably mounted on the fifth seat along the vertical axis, and the sixth seat is threadedly driven to the second lead screw, so that the sixth seat is movable in the vertical direction. The third lead screw is rotatably mounted on the sixth seat along the left-right axis. The first seat and the third lead screw are threadedly connected, allowing the first seat to move in the left-right direction.

[0007] In one embodiment, the drive mechanism includes: The system comprises a first rotary handle, a first motor, and a first clutch. The first rotary handle is connected to the first lead screw drive, and the first motor is connected to the first lead screw drive via the first clutch. The system comprises a second rotary handle, a second motor, and a second clutch. The second rotary handle is connected to the second lead screw drive, and the second motor is connected to the second lead screw drive via the second clutch. The system comprises a third rotary handle, a third motor, and a third clutch. The third rotary handle is connected to the third lead screw via a transmission connection, and the third motor is connected to the third lead screw via a third clutch.

[0008] In one embodiment, the first seat has an upwardly protruding limiting protrusion, and the second seat has a strip-shaped groove, which is curved, and the limiting protrusion is inserted into the strip-shaped groove. The second adjustment mechanism also includes: The slider is rotatably mounted on the third seat along the vertical axis; The fourth lead screw passes through the slider and is threadedly connected to the slider; A first universal coupling, one end of which is fixedly connected to one end of the fourth lead screw, and the other end of which is used for transmission connection with the drive mechanism; and... The second adjustment mechanism also includes: The first worm gear screw jack is rotatably mounted on the second base along the left-right axis, and the screw end of the first worm gear screw jack is hinged to the third base. The second universal coupling has one end connected to the worm gear drive of the first worm gear screw jack, and the other end used for transmission connection with the drive mechanism.

[0009] In one embodiment, the drive mechanism includes: The fourth rotary handle, the fourth motor, and the fourth clutch are provided. The fourth rotary handle is connected to the fourth lead screw, and the fourth motor is connected to the first universal coupling via the fourth clutch. The fifth rotating handle, the fifth motor, and the fifth clutch are connected in a transmission connection. The fifth rotating handle is connected in a transmission connection to the first worm gear screw jack, and the fifth motor is connected in a transmission connection to the second universal coupling through the fifth clutch.

[0010] In one embodiment, the adjustment device further includes a plurality of photoelectric switches, which are arranged at least corresponding to the movement paths of the first seat, the second seat, and the third seat, for detecting the positions of the first seat, the second seat, and the third seat, and the photoelectric switches are electrically connected to the electric drive device.

[0011] This utility model also proposes an aircraft landing gear auxiliary installation device, including an adjustment device and an AGV device, wherein the AGV device is disposed at the bottom of the adjustment device and is used to move the adjustment device; The adjustment device includes: a first adjustment mechanism, a second adjustment mechanism, a fixing mechanism, and a drive mechanism; the first adjustment mechanism has a first seat, which is movably disposed; the second adjustment mechanism has a second seat and a third seat, the second seat being movably mounted on the first seat, and the third seat being movably mounted on the second seat; the fixing mechanism is mounted on the third seat and is used for fixed connection with the aircraft landing gear; the drive mechanism has a first drive assembly and a second drive assembly, both of which include a manual drive device, an electric drive device, and a clutch; wherein the manual drive device in the first drive assembly is drivably connected to the first adjustment mechanism, and the electric drive device in the first drive assembly is drivably connected to the first adjustment mechanism through the clutch in the first drive assembly; the manual drive device in the second drive assembly is drivably connected to the second adjustment mechanism, and the electric drive device in the second drive assembly is drivably connected to the second adjustment mechanism through the clutch in the second drive assembly.

[0012] In one embodiment, the aircraft landing gear auxiliary installation equipment further includes a floating device, the floating device comprising: A fixing plate having an upward-opening mounting groove, the fixing plate being fixedly connected to the AGV device; A planar bearing is installed at the bottom of the mounting slot; A movable plate is disposed on the upper side of the planar bearing and located in the mounting groove. The area of ​​the movable plate is smaller than the opening area of ​​the mounting groove. The movable plate is fixedly connected to the adjusting device.

[0013] In one embodiment, the aircraft landing gear auxiliary installation device further includes a pressure sensor disposed between the floating device and the adjusting device.

[0014] In one embodiment, the aircraft landing gear auxiliary installation equipment further includes an operating platform, the operating platform comprising: The first operating frame is fixedly installed on the adjustment device and located on one side of the fixing mechanism in the front-rear direction. The top of the first operating frame is used for climbing operations. The second operating frame is located on one side of the adjustment device in the left-right direction and is movably installed on the first operating frame in the front-back direction. The second operating frame has an extended position in its active stroke so that it is arranged opposite to the fixing mechanism in the left-right direction. The top of the second operating frame is used for climbing operations.

[0015] The technical solution of this utility model connects the manual drive device and the electric drive device to the adjustment mechanism respectively, so as to achieve the technical effect of quickly adjusting the aircraft landing gear to a posture similar to the installation posture, and can achieve fine adjustment to adjust the aircraft landing gear to the installation posture. Attached Figure Description

[0016] 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 some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 A schematic diagram of an embodiment of the adjusting device provided by this utility model; Figure 2 for Figure 1 A schematic diagram of the structure of the first adjustment component of the central adjustment device from a certain perspective; Figure 3 for Figure 1 A schematic diagram of the structure of the first adjustment component of the central adjustment device from another perspective; Figure 4 for Figure 1 A schematic diagram of the structure of the second adjustment component of the central adjustment device from a certain perspective; Figure 5 for Figure 1 A partial structural schematic diagram of the second adjustment component of the central adjustment device from another perspective; Figure 6 for Figure 5 A schematic diagram of the structure of a partial second adjustment component of the central adjustment device from another perspective; Figure 7 A schematic diagram of an embodiment of the aircraft landing gear auxiliary installation equipment provided by this utility model.

[0018] Explanation of icon numbers: 100. Adjusting device; 1. First adjusting mechanism; 11. First seat; 111. Limiting protrusion; 12. Fourth seat; 13. Fifth seat; 14. Sixth seat; 15. First lead screw; 16. Second lead screw; 17. Third lead screw; 2. Second adjusting mechanism; 21. Second seat; 211. Strip groove; 22. Third seat; 23. Sliding block; 24. Fourth lead screw; 25. First universal coupling; 26. First worm gear screw jack; 27. Second universal coupling 3. Fixing mechanism; 4. Driving mechanism; 411. First rotary handle; 412. First motor; 413. First clutch; 421. Second rotary handle; 422. Second motor; 423. Second clutch; 431. Third rotary handle; 432. Third motor; 433. Third clutch; 441. Fourth rotary handle; 442. Fourth motor; 443. Fourth clutch; 451. Fifth rotary handle; 452. Fifth motor; 453. Fifth clutch; 1000. Aircraft landing gear auxiliary installation equipment; 200. AGV device; 300. Floating device; 400. Operating platform; 410. First operating frame; 420. Second operating frame.

[0019] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0021] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0023] Currently, aircraft landing gear auxiliary installation equipment is either purely electrically controlled or purely manually controlled. Manual control allows for rapid adjustment, enabling the landing gear to quickly adjust to a position similar to the installation orientation. However, it suffers from poor adjustment precision, making it difficult to achieve fine-grained adjustments and ultimately, to the correct installation orientation. Electrical control offers the advantage of quantitative and fine-grained adjustment, allowing the landing gear to be adjusted to the installation orientation. However, electrical control has a small adjustment range and slow morphological change speed, requiring a considerable amount of time to quickly adjust the landing gear to a position similar to the installation orientation.

[0024] Therefore, there is a need for an adjustment device that can quickly adjust the aircraft landing gear to a similar attitude to its installation attitude, and can achieve fine adjustment to adjust the aircraft landing gear to its installation attitude.

[0025] This utility model proposes an adjustment device.

[0026] Please see Figures 1 to 3 as well as Figure 5In one embodiment of this utility model, the adjustment device 100 includes: a first adjustment mechanism 1, a second adjustment mechanism 2, a fixing mechanism 3, and a drive mechanism 4; the first adjustment mechanism 1 has a first seat 11, which is movably disposed; the second adjustment mechanism 2 has a second seat 21 and a third seat 22, the second seat 21 being movably mounted on the first seat 11, and the third seat 22 being movably mounted on the second seat 21; the fixing mechanism 3 is mounted on the third seat 22 for fixed connection with the aircraft landing gear; the drive mechanism 4 has a first drive assembly and a second drive assembly, both of which include a manual drive device, an electric drive device, and a clutch; wherein, the manual drive device in the first drive assembly is driven connected to the first adjustment mechanism 1, and the electric drive device in the first drive assembly is driven connected to the first adjustment mechanism 1 through the clutch in the first drive assembly; the manual drive device in the second drive assembly is driven connected to the second adjustment mechanism 2, and the electric drive device in the second drive assembly is driven connected to the second adjustment mechanism 2 through the clutch in the second drive assembly.

[0027] In the technical solution of this utility model, the first adjustment mechanism 1 has a first seat 11, and the second adjustment mechanism 2 has a second seat 21 and a third seat 22. The second seat 21 is mounted on the first seat 11, and the third seat 22 is mounted on the second seat 21. A fixing mechanism 3 is provided on the third seat 22 for fixing the aircraft landing gear. Therefore, the degrees of freedom of the first seat 11, the second seat 21, and the third seat 22 can be converted into the degrees of freedom of the aircraft landing gear. The first seat 11, the second seat 21, and the third seat 22 are all movable in space, such as moving along a certain direction or rotating along a certain axis, so that the fixing mechanism 3 has more degrees of freedom in space to adjust the position and attitude of the aircraft landing gear in space. A manual drive device and an electric drive device are respectively connected to the adjustment mechanism. The manual drive device can quickly adjust the aircraft landing gear to an attitude similar to the installation attitude, and the electric drive device can achieve fine adjustment to adjust the aircraft landing gear to the installation attitude. This achieves faster adjustment speeds compared to pure electric drive and higher adjustment precision compared to pure manual drive. Because the electric drive unit has a self-locking property, adjustment cannot be performed via the manual drive unit when both the manual and electric drive units are connected to the adjustment mechanism simultaneously. Therefore, a clutch is installed between the electric drive unit and the adjustment mechanism. When power is needed through the electric drive unit, the clutch engages to transmit power; when power is needed through the manual drive unit, the clutch disengages to interrupt power transmission to the electric drive unit. Both the first and second drive components can include multiple manual drive units, multiple electric drive units, and multiple clutches.

[0028] In order to move the aircraft landing gear to its corresponding installation position on the aircraft, the position of the first seat 11 in space needs to be adjustable. In one embodiment, the first adjustment mechanism 1 further includes a fourth seat 12, a fifth seat 13, and a sixth seat 14. The fourth seat 12 is a fixed seat, i.e., a mounting base. The fifth seat 13 is movably mounted on the fourth seat 12 in the front-to-back direction; the sixth seat 14 is movably mounted on the fifth seat 13 in the vertical direction; and the first seat 11 is movably mounted on the sixth seat 14 in the left-to-right direction. The movement of the fifth seat 13 in the front-to-back direction can be converted into the movement of the first seat 11 and the fixing mechanism 3 in the front-to-back direction; the movable mounting of the sixth seat 14 on the fifth seat 13 in the vertical direction can be converted into the movement of the first seat 11 and the fixing mechanism 3 in the vertical direction; and the movable mounting of the first seat 11 on the sixth seat 14 in the left-to-right direction can be converted into the movement of the fixing mechanism 3 in the left-to-right direction. Therefore, the position of the fixing mechanism 3 and the aircraft landing gear in space can be adjusted. The first adjustment mechanism 1 can adjust the spatial position of the fixed mechanism 3 and the aircraft landing gear, while the second adjustment mechanism 2 can adjust their spatial attitude. Specifically, the first adjustment mechanism 1 includes: a first lead screw 15, a second lead screw 16, and a third lead screw 17; the first lead screw 15 is rotatably mounted on the fourth seat 12 along the front-rear axis, and the fifth seat 13 is threadedly engaged with the first lead screw 15; the second lead screw 16 is rotatably mounted on the fifth seat 13 along the vertical axis, and the sixth seat 14 is threadedly engaged with the second lead screw 16; the third lead screw 17 is rotatably mounted on the sixth seat 14 along the left-right axis, and the first seat 11 is threadedly engaged with the third lead screw 17. When the first lead screw 15 rotates, the fifth seat 13 moves in the front-rear direction; when the second lead screw 16 rotates, the sixth seat 14 moves in the vertical direction; and when the third lead screw 17 rotates, the first seat 11 moves in the left-right direction.

[0029] To enable independent adjustment of the same body, both manually and electrically, in one embodiment, the drive mechanism 4 includes: a first rotating handle 411, a first motor 412, and a first clutch 413; a second rotating handle 421, a second motor 422, and a second clutch 423; and a third rotating handle 431, a third motor 432, and a third clutch 433. The first rotating handle 411 is driven by the first lead screw 15, and the first motor 412 is driven by the first lead screw 15 via the first clutch 413. The second rotating handle 421 is driven by the second lead screw 16, and the second motor 422 is driven by the second lead screw 16 via the second clutch 423. The third rotating handle 431 is driven by the third lead screw 17, and the third motor 432 is driven by the third lead screw 17 via the third clutch 433. The first rotating handle 411 / first motor 412 and first clutch 413 can be directly connected to the first lead screw 15, or they can be indirectly connected to the first lead screw 15 through other transmission components. In this embodiment, a transmission rod, worm gear, or other transmission components are also provided between the first rotating handle 411 / first motor 412, first clutch 413 and the first lead screw 15 to achieve indirect transmission connection. This arrangement facilitates the installation and layout of the components. Similarly, the second rotating handle 421 / second motor 422 and second clutch 423 can be directly connected to the second lead screw 16, or they can be indirectly connected to the second lead screw 16 through other transmission components. The third rotating handle 431 / third motor 432 and third clutch 433 can be directly connected to the third lead screw 17, or they can be indirectly connected to the third lead screw 17 through other transmission components.

[0030] To enable the second seat 21 to deflect in the left-right direction, and to enable the third seat 22 to deflect in the up-down direction. In one embodiment, please refer to... Figures 4 to 6The first base 11 has an upwardly protruding limiting protrusion 111, and the second base 21 has a strip-shaped groove 211, which is curved, and the limiting protrusion 111 is inserted into the strip-shaped groove 211. The second adjusting mechanism 2 further includes a slider 23, a fourth lead screw 24, and a first universal coupling 25. The slider 23 is rotatably mounted on the third base 22 along the vertical axis. The fourth lead screw 24 passes through the slider 23 and is threadedly connected to the slider 23. One end of the first universal coupling 25 is fixedly connected to one end of the fourth lead screw 24, and the other end is used for transmission connection with the drive mechanism 4. The strip-shaped groove 211 is arc-shaped, and the position and length of the first universal coupling 25 in space are not fixed (it is telescopic) to ensure normal transmission of the mechanism. The driving force of the drive mechanism 4 causes the fourth lead screw 24 to rotate through the first universal coupling 25. The fourth lead screw 24 and the slider 23 will rotate relative to the first seat 11, and the slider 23 will push the second seat 21 to move relative to the first seat 11 along the extension path of the strip groove 211 so as to swing in the left and right directions.

[0031] Furthermore, the second adjusting mechanism 2 further includes: a first worm gear screw jack 26 and a second universal coupling 27; the first worm gear screw jack 26 is rotatably mounted on the second base 21 along its left-right axis, and the screw end of the first worm gear screw jack 26 is hinged to the third base 22; one end of the second universal coupling 27 is connected to the worm gear of the first worm gear screw jack 26 via a worm drive, and the other end is used for a drive connection with the drive mechanism 4. The position and length of the second universal coupling 27 are not fixed in space (it is extendable) to ensure normal transmission of the mechanism. The drive mechanism 4 transmits power through the second universal coupling 27 to move the first worm gear screw jack 26, causing the first worm gear screw jack 26 to rotate along its left-right axis.

[0032] To adjust the left-right rotation of the second seat 21 and the up-down pitch of the third seat 22, in one embodiment, the drive mechanism 4 includes: a fourth rotary handle 441, a fourth motor 442, and a fourth clutch 443; a fifth rotary handle 451, a fifth motor 452, and a fifth clutch 453; the fourth rotary handle 441 is drivenly connected to the fourth lead screw 24, the fourth motor 442 is drivenly connected to the first universal coupling 25 via the fourth clutch 443; the fifth rotary handle 451 is drivenly connected to the first worm gear screw jack 26, and the fifth motor 452 is drivenly connected to the second universal coupling 27 via the fifth clutch 453.

[0033] Since the adjustment of each seat has a certain range, it can move and adjust within a certain stroke. To prevent overtravel during adjustment and protect the mechanism, photoelectric switches are set near the limit position during the movement stroke. Triggering a photoelectric switch triggers the electric drive device to stop or issue an alarm. The adjustment device 100 also includes multiple photoelectric switches, at least corresponding to the movement paths of the first seat 11, the second seat 21, and the third seat 22, for detecting the positions of the first seat 11, the second seat 21, and the third seat 22. The photoelectric switches are electrically connected to the electric drive device. When a photoelectric switch detects the first seat 11, the second seat 21, and the third seat 22, it controls the electric drive device to stop. Photoelectric switches can also be similarly set for the fifth seat 13 and the sixth seat 14.

[0034] This utility model also proposes an aircraft landing gear auxiliary installation device 1000, please refer to [link / reference needed]. Figure 7 The aircraft landing gear auxiliary installation equipment 1000 includes an AGV device 200. The specific structure of the AGV device 200 is as described in the above embodiments. Since the aircraft landing gear auxiliary installation equipment 1000 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0035] The adjustment device 100 includes: a first adjustment mechanism 1, a second adjustment mechanism 2, a fixing mechanism 3, and a drive mechanism 4; the first adjustment mechanism 1 has a first seat 11, which is movably disposed; the second adjustment mechanism 2 has a second seat 21 and a third seat 22, the second seat 21 being movably mounted on the first seat 11, and the third seat 22 being movably mounted on the second seat 21; the fixing mechanism 3 is mounted on the third seat 22 and is used for fixed connection with the aircraft landing gear; the drive mechanism 4 has a first drive assembly and a second drive assembly, both of which include a manual drive device, an electric drive device, and a clutch; wherein the manual drive device in the first drive assembly is drivably connected to the first adjustment mechanism 1, and the electric drive device in the first drive assembly is drivably connected to the first adjustment mechanism 1 through the clutch in the first drive assembly; the manual drive device in the second drive assembly is drivably connected to the second adjustment mechanism 2, and the electric drive device in the second drive assembly is drivably connected to the second adjustment mechanism 2 through the clutch in the second drive assembly.

[0036] The AGV device 200 is installed at the bottom of the adjustment device 100 for rapid transfer of the aircraft landing gear.

[0037] To enable the adjustment device 100 to have a certain passive adjustment function, the aircraft landing gear auxiliary installation equipment 1000 also includes a floating device 300. The floating device 300 includes a fixed plate, a planar bearing, and a movable plate. The fixed plate has an upward-opening mounting groove and is fixedly connected to the AGV device 200. The planar bearing is installed at the bottom of the mounting groove. The movable plate is located above the planar bearing and within the mounting groove, with an area smaller than the opening area of ​​the mounting groove. The movable plate is fixedly connected to the adjustment device 100. The floating device 300 contains a planar bearing, allowing a person to push the adjustment device 100 to float horizontally within a range of ±5mm in both the forward / backward and left / right directions. This allows for passive adjustment to complete the entire installation operation when the landing gear is finally docked with the aircraft body.

[0038] To protect the landing gear and aircraft, and for equipment safety, the weight and stress on the landing gear can be monitored at any time during installation. The aircraft landing gear auxiliary installation device 1000 also includes a pressure sensor positioned between the floating device 300 and the adjusting device 100.

[0039] To facilitate the installation of the aircraft body and landing gear by workers, the aircraft landing gear auxiliary installation equipment 1000 further includes an operating platform 400. The operating platform 400 includes: a first operating frame 410, fixedly installed on the adjusting device 100 and located on one side of the fixing mechanism 3 in the front-rear direction; the top of the first operating frame 410 is used for working at height. A second operating frame 420 is located on one side of the adjusting device 100 in the left-right direction and is movably installed on the first operating frame 410 in the front-rear direction. The second operating frame 420 has an extended position during its travel, so that it is positioned opposite the fixing mechanism 3 in the left-right direction. The top of the second operating frame 420 is also used for working at height. The first operating frame 410 and the second operating frame 420 allow workers to perform installation work at different positions on the aircraft landing gear.

[0040] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An adjusting device, characterized in that, include: The first adjustment mechanism has a first seat, which is movably configured. The second adjustment mechanism has a second seat and a third seat, wherein the second seat is movably mounted on the first seat and the third seat is movably mounted on the second seat; A fixing mechanism, installed on the third seat, is used for fixed connection with the aircraft landing gear; The drive mechanism has a first drive assembly and a second drive assembly, both of which include a manual drive device, an electric drive device, and a clutch. Wherein, the manual drive device in the first drive assembly is driven to be connected to the first adjustment mechanism, and the electric drive device in the first drive assembly is driven to be connected to the first adjustment mechanism through the clutch in the first drive assembly; The manual drive unit in the second drive assembly is driven by the second adjustment mechanism, and the electric drive unit in the second drive assembly is driven by the second adjustment mechanism through the clutch in the second drive assembly.

2. The adjusting device as described in claim 1, characterized in that, The first adjustment mechanism further includes: Fourth body, fifth body, sixth body; The first lead screw is rotatably mounted on the fourth seat along the front-back axis, and the fifth seat is threadedly driven to the first lead screw, so that the fifth seat is movable in the front-back direction; The second lead screw is rotatably mounted on the fifth seat along the vertical axis, and the sixth seat is threadedly driven to the second lead screw, so that the sixth seat is movable in the vertical direction. The third lead screw is rotatably mounted on the sixth seat along the left-right axis. The first seat and the third lead screw are threadedly connected, allowing the first seat to move in the left-right direction.

3. The adjusting device as described in claim 2, characterized in that, The drive mechanism includes: The system comprises a first rotary handle, a first motor, and a first clutch. The first rotary handle is connected to the first lead screw drive, and the first motor is connected to the first lead screw drive via the first clutch. The system comprises a second rotary handle, a second motor, and a second clutch. The second rotary handle is connected to the second lead screw drive, and the second motor is connected to the second lead screw drive via the second clutch. The system comprises a third rotary handle, a third motor, and a third clutch. The third rotary handle is connected to the third lead screw via a transmission connection, and the third motor is connected to the third lead screw via a third clutch.

4. The adjusting device as described in claim 1, characterized in that, The first seat has an upwardly protruding limiting protrusion, and the second seat has a strip-shaped groove, which is curved, and the limiting protrusion is inserted into the strip-shaped groove. The second adjustment mechanism also includes: The slider is rotatably mounted on the third seat along the vertical axis; The fourth lead screw passes through the slider and is threadedly connected to the slider; A first universal coupling, one end of which is fixedly connected to one end of the fourth lead screw, and the other end of which is used for transmission connection with the drive mechanism; and... The second adjustment mechanism also includes: The first worm gear screw jack is rotatably mounted on the second base along the left-right axis, and the screw end of the first worm gear screw jack is hinged to the third base. The second universal coupling has one end connected to the worm gear drive of the first worm gear screw jack, and the other end used for transmission connection with the drive mechanism.

5. The adjusting device as described in claim 4, characterized in that, The drive mechanism includes: The fourth rotary handle, the fourth motor, and the fourth clutch are provided. The fourth rotary handle is connected to the fourth lead screw, and the fourth motor is connected to the first universal coupling via the fourth clutch. The fifth rotating handle, the fifth motor, and the fifth clutch are connected in a transmission connection. The fifth rotating handle is connected in a transmission connection to the first worm gear screw jack, and the fifth motor is connected in a transmission connection to the second universal coupling through the fifth clutch.

6. The adjusting device as described in claim 1, characterized in that, The adjustment device also includes a plurality of photoelectric switches, which are set at least corresponding to the movement paths of the first seat, the second seat, and the third seat, for detecting the positions of the first seat, the second seat, and the third seat. The photoelectric switches are electrically connected to the electric drive device.

7. An auxiliary installation device for aircraft landing gear, characterized in that, Includes an adjustment device as described in any one of claims 1 to 6, and an AGV device, wherein the AGV device is disposed at the bottom of the adjustment device for moving the adjustment device.

8. The aircraft landing gear auxiliary installation equipment as described in claim 7, characterized in that, The aircraft landing gear auxiliary installation equipment also includes a floating device, which comprises: A fixing plate having an upward-opening mounting groove, the fixing plate being fixedly connected to the AGV device; A planar bearing is installed at the bottom of the mounting slot; A movable plate is disposed on the upper side of the planar bearing and located in the mounting groove. The area of ​​the movable plate is smaller than the opening area of ​​the mounting groove. The movable plate is fixedly connected to the adjusting device.

9. The aircraft landing gear auxiliary installation equipment as described in claim 8, characterized in that, The aircraft landing gear auxiliary installation equipment also includes a pressure sensor, which is disposed between the floating device and the adjusting device.

10. The aircraft landing gear auxiliary installation equipment as described in claim 7, characterized in that, The aircraft landing gear auxiliary installation equipment also includes an operating platform, which includes: The first operating frame is fixedly installed on the adjustment device and located on one side of the fixing mechanism in the front-rear direction. The top of the first operating frame is used for climbing operations. The second operating frame is located on one side of the adjustment device in the left-right direction and is movably installed on the first operating frame in the front-back direction. The second operating frame has an extended position in its active stroke so that it is arranged opposite to the fixing mechanism in the left-right direction. The top of the second operating frame is used for climbing operations.

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