JPH061102A - Wheel assembly equipment for aircraft - Google Patents

Abstract

(57) [Abstract] [Purpose] Automates the process of assembling aircraft wheels. [Structure] Long horizontal beds on the left and right, rails on the left and right of the bed, a pair of vertical plates in the center of the bed, through holes hollowed out in the vertical plate, and through holes 7 of the same. A tire inner hole centering sensor, means for moving a tire placed between the vertical plates up and down, front and back, a slide base provided on one side of the bed, a half wheel mounting mount provided on the base, And a fastening member fastening device,
Another slide base provided on the other side of the bed, another half-wheel mounting mount provided on the base, a fastening member holding device, and control for operating the tire moving means in response to a signal from the centering sensor. An apparatus, means for moving the slide base along a rail, and a control device for rotating a tire to determine a fastening position are provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft wheel assembly device.

[0002]

21 is an exploded perspective view of a general aircraft wheel. In the figure, 12 is a tire, 5 is an inside half wheel, 1 is an outside half wheel,
8 is an O-ring. Further, each of the inside half wheel 5 and the outside half wheel 1 is provided with 16 bolt holes 7 along the periphery of the tightening portion. 9 is a bolt mounted in the bolt hole 7, and 10 is a nut tightened to the bolt. Reference numeral 6 is a gas injection valve provided on the inside half wheel 5, 4 is a tire balance mark attached to the surface of the tire 12, 2 is a label attached to the outer surface of the outside half wheel 1, and 3 is out. A weight reducing hole of the side half wheel 1, 16 is a drive key provided inside the inside half wheel 5, and 11 is a fastening surface of the inside half wheel 5.

FIG. 22 is a sectional view of each part of the wheel shown in FIG. Reference numeral 13 denotes a taper-shaped portion formed on the outer surface of the inside half wheel 5, and 14 denotes a taper-shaped portion formed inside the outside half wheel 1. These taper-shaped portions are portions that are fitted and contact with each other during assembly described later.

Next, a conventional procedure for assembling the above-mentioned wheel will be described. When viewed from the outside of the outside half wheel 1, the weight reducing hole 3 adjacent to the clockwise side of the label 2 attached to the surface of the same wheel 1, and the tire 12 are provided.
The position of the tire balance mark 4 and the position of the gas filling valve 6 of the inside half wheel 5, in the case of the tire balance mark, are aligned so that they are aligned when viewed from the axial direction of the wheel. In this state, the bolt holes 7 of the inside and outside half wheels are also aligned with each other.

In this operation, first, the inside half wheel 5 is placed on a horizontal table with the tightening surface 11 facing upward. Next, the O-ring 8 is attached to the wheel 5. Next, with the side with the balance mark 4 facing upward, the tire 12
Are lifted by two workers and are stacked toward the fitting portion of the inside half wheel 5 by the breathing of the two workers. At this time, the tires 12 and the O-ring 8 are carefully and gently overlaid so that they do not come into contact with each other. In addition, as the overlapping position, the tire 12
The balance mark 4 and the gas injection valve 6 of the half wheel 5 are overlapped so as to be aligned on the radial line.

[0006] Next, with the tightening surface of the outside half wheel 1 facing downward, two operators lift it and stack it toward the fitting portion of the tire 12. Also in this case, carefully and quietly stack. O of the tightening surface 11 of the wheel 5 fitted in front
Be careful not to damage the ring 8. Further, the precise taper-shaped portions 13 and 14 shown in FIG. 22 are slowly fitted to each other so that the centers thereof do not deviate and their surfaces are kept parallel to each other. This is the most important work process. At this time, the 16 tightening bolt holes 7 of both wheels are also stacked so that there is no displacement.

In this state, the bolts 9 are inserted into all the bolt holes 7. Next, of the weight reducing holes 3 of the outside half wheel 1, a pair of holes on the opposite sides of the wheel center are used to connect the half wheel 1 and the half wheel 5 with each other by using the pulling tool 15. Attract to. FIG. 23 is a perspective view of the pulling tool 15 used for the pulling work. In the figure, 15a and 15b are a pair of metal fittings, and 15
Reference numeral c is a bolt portion to be inserted into the reduction hole 3, and 15d is a nut for inserting the bolt portion into the hole of the contact metal 15b and then attaching the bolt portion to the bolt portion for tightening.

After the pulling is completed, the assembled wheel is erected and the nuts 10 are attached to the 16 bolts 9 in total to perform temporary tightening and final tightening. FIG. 24 is a diagram showing the situation of this nut tightening work. Temporary tightening is performed with every other eight out of 16 pairs on the diameter line, and the rest in any order. The subsequent tightening will be done in the same order. The tightening torque is 1800 inch pounds, and the tightening is performed by turning the nut 10 from the inside half wheel 5 side. Therefore, the inside half wheel 5 side is the tightening side, and the other outside half wheel 1 side is the non-rotating side.

The above completes the assembly of the wheels. FIG. 25 is a sectional view of the wheel in a completed state. In this state, the tapered portions 13 and 14 are in contact with each other.

[0010]

The conventional work of assembling the wheels to the tire is a manual work of stacking them on a horizontal base, and the tightening and the torque application are carried out while the worker holds the wheel in a standing state. Met. At least two workers were required to perform these tasks.

The present invention is an improvement over the above-mentioned prior art, and eliminates the manual work of assembling and tightening the tire and the wheel, and a wheel assembly device for an aircraft capable of accurately assembling the wheel by one operator. It is the one we are trying to provide.

[0012]

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, in which half wheels of a two-divided wheel are respectively inserted from both sides of a tire inner hole and fitted in the tire inner hole to form a plurality of fastenings. A device for automating the process of assembling aircraft wheels by combining them by means of a member, which is a long horizontal bed on the left and right, rails provided on the upper surfaces of the left and right parts of the bed along the longitudinal direction of the bed, and A pair of vertical plates provided in the central portion orthogonal to the longitudinal direction of the bed, a through hole that is hollowed so that the respective half wheels can penetrate each central portion of the same pair of vertical plates, and the same through holes. A tire inner hole centering sensor that is provided in the periphery to detect the center of the tire inner hole, and moves the tire placed between the same pair of vertical plates up and down and front and back Tire moving means, a slide base provided on one rail of the bed and movable along the rail, a mounting mount provided on the base to which one of the half wheels is mounted, provided on the base And a fastening device for holding one of the fastening members and fastening it to the other fastening member described later, a slide provided on the rail on the other side of the bed and capable of moving along the rail. A base, a mounting mount provided on the base to which one of the other half wheels is mounted, a holding device provided on the base for holding the other one of the fastening members, and according to a detection signal of the tire centering sensor. A device for operating the tire moving means to control the center of the tire inner hole to a predetermined position, and the slide base provided on the bed. Driving means for moving the respective rails along the rails to fit the respective half wheels mounted on the mounting mounts of the respective bases into the tire inner holes, and the fastening device for rotating the tire together with the respective half wheels assembled thereto. The present invention relates to a wheel assembly device for an aircraft, which is provided with a device for controlling to determine a fastening position according to.

[0013]

[Operation] Put the tire between the vertical plates in the center. Attach each half wheel to the left and right mounting mounts. The control device causes the tire moving means to operate in response to the detection signal of the tire inner hole centering sensor so that the center of the tire inner hole coincides with the center line of the left and right mounting mounts, that is, the center line of the half wheel. The slide bases on both sides are driven toward the tire by the driving means, each half wheel is fitted to the tire, and both half wheels are fitted in the tire. While the fastening position of the wheel is sequentially set by the control device, the fastening member is fastened by the holding device and the fastening device. Now that the wheel assembly is complete,
Separate the slide bases on both sides, and remove the wheel from between the pair of vertical plates. This completes the work.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an external view of the aircraft wheel assembling apparatus of the present invention seen from the front. The figure shows the tire 12 in the center.
, The inside half wheel 5 is set on the left side, and the outside half wheel 1 is set on the right side. This is the state immediately before the assembly work.
After that, the half wheels 5 and 1 on both sides are changed in direction by 90 degrees so that the tire 12 and the axis thereof are aligned with each other, and then mounted on the tire 12. In the figure, 43 is a bed of this device, 100 is a tire holding device provided at the center of the bed, 200 is an inside half-wheel assembly device provided on the left side of the bed, and 300 is provided on the right side of the bed. It is an outside half wheel assembly device. In the following explanation, in order to simplify the description,
100 is referred to as a central device, 200 is referred to as a left device, and 300 is referred to as a right device. 42 is a tire receiving roller provided in the lower part of the central device 100, 50 is a tire vertical plate provided on the left side in the frame 101 of the central device 100, and 51 is a slide tire vertical plate provided on the right side thereof. is there. The tire 12 is set in the central device by rolling from the front side of the device, supported by the rollers and plates on the lower and left and right sides, and fixed after centering. 41A and 41B are rails respectively provided on the left and right sides of the upper surface of the bed 43, 28A is a slide base mounted on the left rail 41A, and 28B is a slide base mounted on the right rail 41B. The left-side device 200 and the right-side device 300 are parts that are connected to each other, including the left and right slide bases. 20 is a pipe shaft provided in the left device 200, 24 is a lead shaft provided in the pipe shaft, and 21 is a right device 300.
It is a pipe shaft provided in. The inside half wheel 5 is set in the left side device 200 with the pipe shaft 20 and the lead shaft 24 penetrating through the center hole thereof. The outside half wheel 1 is set in the right side device 300 with the pipe shaft 21 penetrating the center hole thereof. Reference numerals 400 and 401 denote controllers used for positioning and moving the half wheel, and the drawing shows the panel portion thereof. Reference numeral 23 is a positioning boss used at the time of assembling described later.

FIG. 2 is a front view of the above device. Although the tire 12 is drawn in the figure, the inside half wheel 5
And the outside half wheel 1 is not drawn. The figure shows the above-mentioned three devices provided on the bed 43. The center is the central device that holds and positions the tires, the left side is the inside half wheel that is positioned and positioned, and the left side device that moves the wheel to the center, the right side is the outside half wheel that is positioned and positioned. It is a right device that moves the wheel to the center.
The structure is described below in the order of left side, right side, and center.

In the device on the left side of the drawing, 41A is a bed 4
Rails provided on the rail 3, 28A is a slide base that moves left and right on the rail, 44A is a ball screw shaft that transmits a driving force to the slide base, and 29A is a motor as a drive source of the shaft. Reference numeral 26A denotes a swivel base provided on the slide base 28A, which can be turned around a vertical axis in order to facilitate setting of wheels. It has two tapered bearings inside.
Individually incorporated. 27A is a stopper for positioning when changing directions. 47A is a pair of bearings provided on the upper surface of the swivel base 26A, and 20 is a pair of bearings provided by these bearings.
Reference numeral 49 denotes a pipe shaft held at a point, and reference numeral 49 denotes a positioning grooved bush provided in an intermediate portion of the pair of bearings. The grooved bush 49 locks the rotation of a wheel mounting mount, which will be described later, and performs positioning when the wheel is set. Reference numeral 25 is a latch handle used for this positioning. Reference numeral 24 is a lead shaft that slides in the pipe shaft 20 in the axial direction, and 31 is a rod of an air cylinder that drives and slides the lead shaft. Reference numeral 18 is a slide tension bar, 19 is a nut mounting box socket provided at the tip of the bar, and 30 is a limit slider for limiting the sliding amount of the tension bar. Reference numeral 17 denotes an inside half-wheel mounting mount mounted on the end of the pipe shaft 20.

In the right part of the drawing, 41B is a rail provided on the bed 43, 28B is a slide base that moves left and right on the rail, 44B is a ball screw shaft that transmits a driving force to the slide base, and 29B is This is the motor that drives the shaft. Reference numeral 26B denotes a swivel base provided on the slide base 28B, which can be turned around a vertical axis in order to facilitate setting of wheels. It has two tapered bearings built into it. 27B is a positioning stopper used when changing directions. 47B is a pair of bearings provided on the upper surface of the swivel base 26B, 21 is a pipe shaft held by the same pair of bearings, 35 is a drive motor for controlling rotation and positioning of the pipe shaft, 3
Reference numerals 5a and 35b denote a small gear and a large gear for transmitting the driving force of the motor to the pipe shaft, respectively, and both of them constitute a reduction gear. Reference numeral 32 denotes an outside half wheel mounting mount which is held at the end of the pipe shaft 21.

In the center of the figure, 50 is a tire vertical plate, 51 is a slide tire vertical plate, and 12 is a tire placed between the pair of vertical plates. The pair of vertical plates hold the tire 12 vertically from both sides in the operation using the present apparatus, and its shape is a large circular hollow so that the half wheels 1 and 5 can penetrate the center of the plate. Reference numeral 36 denotes an opposed type tire inner hole centering sensor which is attached to each of the left and right plates at the positions of the outer circumferential surface of the circular hole at equal quadrants. This sensor is V-shaped bifurcated. 42 is a tire receiving roller that supports the tire 12 from below, 55 is a tire slide base that supports the shaft of the roller from below and slides in the front-rear direction, and 54 is a vertical movement of the tire slide base by operating four screw screws in synchronization. It is a tire leveling lifter. 45 is the tire slide base 55
Is a front / rear drive motor for moving the tire back and forth, and 46 is a vertical drive motor for vertically driving the tire leveling lifter 54.
It is driven by the output signal of.

In this device, the pipe shaft 20, the lead shaft 24, the inside half wheel mounting mount 17, the right side pipe shaft 21, the outside half wheel mounting mount 32, the central tire vertical plate 50, and the slide tire of the left device are used in this device. The vertical plate 51 and the like are fixed to the bed 43 in the front-rear direction and the vertical position. Tire 12
Can move in the front-rear direction and the up-down direction until the pair of vertical plates 50 and 51 sandwich and hold them. In order to fit the half wheels to the tire 12 from both sides, the tire 12 is moved in the front-rear direction and the up-down direction to perform centering. Centering means that the center of the inner hole of the tire 12 is aligned with the axial center line connecting the left pipe shaft 20 and the right pipe shaft 21 in a state where the tire is not tilted.

FIG. 3 is an exploded perspective view of the central unit 100. The V-shaped tire inner hole centering sensor 36 (four on each of the outer surfaces of a pair of vertical plates, a total of eight)
Are provided for detecting the center position of the inner hole of the tire. One of the V-shapes is a fixed type, and the other is a united type that swings. When detecting the center of the inner hole of the tire, is it necessary to project the four light beams emitted and received by the sensor from the edges of the circular holes of the vertical plates 50, 51 in the center direction so that the edge of the inner hole of the tire 12 is blocked? , And which ray is blocked, and the controller calculates whether the center of the tire inner hole is displaced from the center line connecting the shafts of the left and right devices. When the center is deviated, the signal is sent to the front-rear drive motor 45 and the up-down drive motor 46 to move the tire forward and backward and up and down, and the center of the tire inner hole is moved to the pipe shafts 20, 21 of the left and right devices.
Align with the axis center line that connects. When the center of the inner hole of the tire and the center line of the shaft coincide, the pair of vertical plates 50, 51
The tire 12 is held and fixed by sandwiching the space.

FIG. 4 is a side view of the central unit. In the figure, 50 is a tire vertical plate, 12 is a tire,
55 is a tire slide base, 42 is a tire receiving roller attached to the base, 45 is a motor for driving the base back and forth, 54 is a tire leveling lifter,
46 is a motor that drives the lifter up and down. The above has already been introduced. Reference numeral 70 is a tire receiving roller vertical movement light sensor, 71 is a vertical movement interlocking chain, 72
Is a vertically moving screw jack, 73 is a tire taking-out air cylinder, and 74 is a tire taking-out lifter driven by the cylinder.

FIG. 5 is an exploded perspective view of the wheel tightening device equipped in the left side device of this embodiment. In the figure,
Reference numeral 18 is a slide tension bar (referred to as a bar in the following description), 19 is a nut mounting box socket at the end of the bar, 24 is a lead shaft, and 30 is a limit slider, which has a double stroke. Three
Reference numeral 1 is an air cylinder, and a rod extending from the center of the air cylinder is connected to a lead shaft 24. Reference numeral 25 is a positioning latch handle, and 49 is a grooved bush. The above is also introduced in FIG. Other than that, 52 is a solenoid linked to the positioning latch handle 25, 53 is a latch linked to the latch handle 25, 56 is a limit switch linked to the limit slider 30, 57 is an air cylinder, and 58 is driven by the air cylinder. Limit slider 30
Stopper slider stopper pin 59 is connected to the limit switch 56, and the other end of the limit slider 30
It is a dog pin connected to.

FIG. 6 shows an inside half wheel mounting mount 17 and an outside half wheel mounting mount 3.
2 is a front view of FIG. Shown inside half wheel 5, outside half wheel 1, and tire 12
The cross section of is also shown to show the positional relationship with respect to both the mounts. The left side of the figure is an inside half-wheel mounting mount 17, 20 is a pipe shaft, and 24 is a lead shaft. On the right side of the figure is an outside half-wheel mounting mount 32, 21 is a pipe shaft, 37 is a primary plate, 38 is a secondary plate, 22 is a box socket penetrating both plates, and 23 is a positioning boss provided on the primary plate. Is. The inside half wheel 5 is fitted in the mounting mount 17 by moving it in the direction of arrow M in the figure with the wheel and the mounting mount 17 facing forward.
The outside half wheel 1 is fitted to the same mounting mount 32 by moving in the direction of the arrow N in the figure with the wheel and the mounting mount 21 facing forward.

FIG. 7 is a sectional view of each portion of FIG. FIG. 7A is a cross-sectional view taken along the line AA of FIG. 6 and shows the inside half wheel mounting mount 17. FIG. 7B
6 is a sectional view taken along the line BB of FIG. 6, showing the primary plate 3
7 is shown. 23 in this figure is a positioning boss.

FIG. 8 is a two-sided view of the mount portion mounted on the right side device of this embodiment. FIG. 8A is a front view and FIG. 8B is a right side view of the device shown in FIG. It is the side view seen from. In the figure, 21 is a pipe shaft, 37 is a primary plate, 38 is a secondary plate, 22 is a box sket, and 23 is a positioning boss. The above has already been introduced. Other things,
60 is a chain sprocket, 61 is a chain, 62 is a bar with an elongated hole, 63 is a cam pin, 64 is a roll ring, 6
5 is a roller, 66 is a grooved bush, 67 is an unlock bar, 68 is a handle receiver, and 69 is a tension sprocket. FIG. 9 is a perspective view of the mount portion, and is a view showing a rotation order of wheels.

FIG. 10 is a block diagram of an electric control circuit of the control device. FIG. 11 is a time chart of an assembly work of an aircraft wheel using this device. FIG. 12 is a tire wheel tightening work time chart.

13 to 20 are views showing the progress of the wheel assembling work using this apparatus. Wheel Assembly Work Time Chart The work process of these figures will be described with reference to FIG. In the description, the inside half wheel is called a left wheel and the outside half wheel is called a right wheel. First, both wheels 1 and 5 are mounted on the left and right wheel mounting mounts 17 and 32, respectively, and the device is also in a state where it can be automatically operated, and the tire 12 is rolled and put in the central device 100 (FIG. 1). Next, the tire inner hole centering sensor 36
The center position detection is started by detecting the shift of the tire in the front-back direction (X-axis) and the shift of the tire in the vertical direction (Y-axis).
6 is operated to center the tire 12 (FIG. 3).
FIG. 13 shows a state in which this centering is finished. Next in FIG.
The lead shaft 24 of the left device is advanced as shown in FIG. At the same time, as shown in FIG. 15, the left slide base 28A is also moved toward the center so that the left wheel 5 and the tire 1
2. Pause at the position before 2 and 2 are fitted together. Next in FIG.
As shown in 6, the right slide base 28B is moved forward in the center direction. At this time, the lead shaft 24 and the pipe shaft 21 are advanced while being fitted to each other. As a result, as shown in FIG. 17, the right wheel 1 is pressed against the tire 12, and the limit is stopped. Next, the slide tire vertical plate 51 is slightly separated from the side surface of the tire 12. This is to facilitate the rotation of the tire. Next, as shown in FIG. 18, the left wheel 5 is moved forward. When the left wheel 5 advances to a position where it is pressed by the tire 12, the limit stop is performed. This limit stop signal causes the solenoid 52 (FIG. 5) to perform a suction operation, and the later-described positioning latch 53 (FIG. 5) of the left wheel 5 is released. This is the preparation for tire rotation. Next, the tire leveling lifter 54 is lowered (FIG. 4) to remove the contact between the outer peripheral surface of the tire 12 and the tire receiving roller 42. This is because when the tire is tightened by both wheels, the outer circumference of the tire becomes large, the friction resistance between the tire outer peripheral surface and the tire receiving surface of the tire receiving roller 42 becomes large, and the tire cannot rotate when bolted. Yes, to avoid this. Next, as shown in FIG. 19, both wheels are tightened with a bolt 9 and a nut 10 by a slide tension bar 18 (a nut-holding box socket is attached to the tip). Repeat while rotating the tires.
When all the bolts and nuts are tightened, the wheels are assembled. Then, as shown in FIG. 20, the left and right slide bases are separated from the tire, and the assembling work is completed.

Next, the wheel tightening process will be described in detail with reference to the tire / wheel tightening work time chart (FIG. 12) based on FIGS. 5, 6 and 7. In FIG. 5, the slide tension bar 18 is slightly moved forward only once and then pulled back again. By this operation, the limit sliders 30 operate simultaneously in an interlocking manner. Due to the movement, the dog pin 59, which operates the limit only when pulling, operates the limit switch 56. Then, the slider stopper pin 58 is projected by the operation of the air cylinder 57, and the limit slider 30 stops moving forward. Then, the slide tension bar 18 of the interlocking mechanism is also stopped from moving forward. Therefore, this prevents the rotating wheel 5 from colliding with the bar 18. This limit signal corresponds to “limit SW.” In FIG. 12, and serves as a start signal for “home origin”. The start signal activates the motor 35 (FIG. 2) of the right device, and rotates both wheels 5 and 1 and the tire 12 which are assembled through the gear. At this time, "origin setting" means that no matter which position of the wheel rotation order in FIG. 9 the rotation starts, the wheel stops at the upper TOP position. This TOP position is also the tightening start position for the bolt 9 and nut 10. In addition to the first home position, the home position ends at the home position when tightening is completed. Next, in order to tighten the nut 10 for the first time, the nut 10 is attached to the box socket 19 at the tip of the bar 18, the bar 18 is ejected, and the bar 18 is rotated and tightened. When the bar 18 is pulled back after the tightening is completed, the slider stopper pin 58 comes out to prevent the bar 18 from sticking out, and at the same time, the "tire rotation drive" in FIG. To do. In this way, the movement is performed according to the numbers in FIG. 9 (wheel rotation sequence diagram).

Next, a method of preventing the bolt 9 from rotating will be described with reference to FIG. The head of the bolt is fitted into the box socket 22, and this socket has a chain sprocket 60 connected to its penetrating shaft that is mounted so as to penetrate through the primary plate 37 and the secondary plate 38. 16 sets are attached on the plate and are connected by an endless chain 61, and 16 sets rotate in the same direction. Bars 62 with long holes are attached at 16 diagonal positions. Cam pin 6 moving in the slot
3 is attached to one side of the roll ring 64, and four rollers 65 are attached to the other side. The roller 65 rolls the groove portion of the grooved bush 66 connected to the pipe shaft 21. Further, the roll ring 64 is applied with the direction spring tension shown in the drawing. The tightening bolt 9 and the nut 10 are right-handed screws, and the direction in which the bolt head is prevented from turning is opposite to the direction of the arrow shown on the outer peripheral portion of the disk. The place where the anti-rotation action, that is, the repulsive torque is generated, is 2 of the chain sprocket 60.
It is the arm moment of the bar 62 with long holes directly connected to the points, and the two points are the mechanism transmitted to all points via the chain 61. The first tightening point at the above-mentioned origin position is set to the position where the bar 62 with long holes is connected. If the first bolt 9 and nut 10 are tightened in this state, the turning stopping force is still increased. A large biting torque is applied between the head of the bolt 9 and the box socket 19 at the end of tightening, which makes it difficult to separate the right wheel 1 and the wheel mounting mount. In order to eliminate this problem, if the unlock bar 67 shown in FIG. 8 is inserted into the handle receiver 68 and moved in the direction of the arrow in the figure, the roll ring 64 moves and the cam pin 63 located in the long hole portion of the long hole bar 62 moves. By moving in the direction of the arrow shown in the figure, the movement peculiar to the cam results in the rotation of all the box sockets 19 in the direction in which the engagement with the bolt heads is released. When the disconnection is completed, the spring force will be used again to prevent the next bolt head rotation. With the above, tightening of the bolt 9 and nut 10 and torque application are completed.

Next, with reference to FIG. 4, the removal of the wheels that have been assembled in the central unit will be described. The assembled tire has a large outer diameter due to the tightening of both wheels. When separating the wheel and the wheel mounting mount, it is necessary to make sure that the center of the wheel and the center of the mounting mount are on the same center line. Therefore, the optical sensor 7 that detects two tire contact surfaces of the two tire receiving rollers 42 that support the lower portion of the tire 12 so that smooth separation can be performed even if the outer diameter of the tire changes.
By attaching 0 and synchronizing the tire leveling lifter 54, smooth separation is possible. Following the completion of the bolt tightening process in FIG. 12, the left wheel mounting mount 17 is slightly pulled out from the left wheel 5, and then the tire leveling lifter 54, which is acted by the tire receiving roller vertical movement light sensor 70 in the figure, moves up to detect a detection signal. Stop at. At this time, the left wheel mounting mount 17, which has been temporarily stopped, is separated from the left wheel 5. Next, the slide tire vertical plate 51 stops gripping the tire 12 and moves in the opening direction to stop. Next, in order to release the bite between the head of the bolt 9 and the box socket 22 described above, the unlock bar 67 of FIG. 8 is moved to prepare for disconnection of the right wheel 1 and its mounting mount.
Restart the outside wheel release in (Assembly time chart) to complete the disconnection. The assembled wheel weighs about 80 kg and is very difficult to remove from the device. Then, the tire take-out lifter 74 is moved upward by the force of the tire take-out air cylinder 73 shown in FIG. 19 to push the wheel out of the apparatus. With that, all the steps are completed.

As described in detail above, by using the apparatus of this embodiment, one operator can assemble wheels accurately without manual labor.

[0032]

The aircraft wheel assembling apparatus of the present invention comprises a horizontal bed that is long in the left and right, rails provided on the upper surfaces of the left and right portions of the bed along the longitudinal direction of the bed, and the bed in the center of the bed. A pair of vertical plates provided orthogonally to the longitudinal direction of the same, through holes that are hollowed out so that the respective half wheels can penetrate through the central portions of the same pair of vertical plates, and tires provided around the respective through holes. A tire inner hole centering sensor for detecting the center of the inner hole, a tire moving means for moving the tire placed between the same pair of vertical plates up and down, front and back, provided on the rail on one side of the bed. A slide base that can move along a rail, a mounting mount that is mounted on the base and is mounted with one of the half wheels, and a mounting base that is mounted on the base. A fastening device for holding one of the fastening members and fastening it to the other fastening member described later, a slide base different from the one provided on the rail on the other side of the bed and movable along the rail. , A mounting mount provided on the same base to which the other one of the half wheels is mounted, a holding device provided on the base for holding the other one of the fastening members, and the holding device according to a detection signal of the tire centering sensor. A device for operating the tire moving means to control the center of the tire inner hole to a predetermined position, and each half wheel mounted on the mounting mount of each base by moving the slide base provided on the bed along each rail. Driving means fitted in the tire inner hole, and the fastening device by rotating the tire together with the half wheels assembled therein. Is provided with the device for controlling so as to position the fastening by, discharge manpower work assembling and clamping of the tire and the wheel,
One worker can accurately assemble the aircraft wheels.

[Brief description of drawings]

FIG. 1 is an external view of an embodiment of an aircraft wheel assembly device of the present invention seen from the front.

FIG. 2 is a front view of the apparatus of the above embodiment.

FIG. 3 is an exploded perspective view of the central apparatus of the above embodiment.

FIG. 4 is a side view of the central device of the above embodiment.

FIG. 5 is an exploded perspective view of a wheel tightening device equipped in the left side device of the above embodiment.

FIG. 6 is a front view of the left and right half-wheel mounting mounts of the above embodiment.

FIG. 7 is a sectional view of each part of FIG.

FIG. 8 is a two-sided view of the right mount of the above embodiment.

FIG. 9 is a perspective view of the right mount and is an explanatory view of a wheel rotation order.

FIG. 10 is a block diagram of an electric control circuit of the above embodiment.

FIG. 11 is a time chart of the aircraft wheel assembly process of the above embodiment.

FIG. 12 is a time chart of the wheel tightening process of the above embodiment.

FIG. 13 is a diagram showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 14 is a diagram showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 15 is a view showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 16 is a diagram showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 17 is a diagram showing the progress of a wheel assembling work using the apparatus of the above embodiment.

FIG. 18 is a diagram showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 19 is a view showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 20 is a view showing the progress of the wheel assembling work using the apparatus of the above embodiment.

FIG. 21 is an exploded perspective view of a general aircraft wheel.

FIG. 22 is a sectional view of each part of the wheel.

FIG. 23 is a perspective view of a wheel pulling tool that has been conventionally used.

FIG. 24 is a view showing a state of implementation of a conventional nut tightening work.

FIG. 25 is a sectional view of the aircraft wheel in a completed state.

[Explanation of symbols]

 1 Outside Half Wheel 2 Label 3 Weight Reduction Hole 4 Tire Balance Mark 5 Inside Half Wheel 6 Gas Fill Valve 7 Bolt Hole 8 O-Ring 9 Bolt 10 Nut 11 Tightening Surface 12 Tire 13 Tapered Shaped Section 14 Tapered Shaped Section 15 Pulling Tool 16 Drive Key 17 Inside Half Wheel Mounting Mount 18 Slide Tension Bar 19 Box Socket 20 Pipe Shaft 21 Pipe Shaft 22 Box Socket 23 Positioning Boss 24 Lead Shaft 25 Positioning Latch Handle 26A Swivel (Left side device) 26B Swivel (Right side device) 27A Positioning Stopper (Left Side Device) 27B Positioning Stopper (Right Side Device) 28A Slide Base (Left Side Device) 28B Slide Base (Right Side Device) 29 Motor (left side device) 29B Motor (right side device) 30 Limit slider 31 Air cylinder 32 Outside half wheel mounting mount 35 Motor 35a Small gear 35b Large gear 36 Large tire 36 Center sensor for inner hole of tire 37 Primary plate 38 Secondary plate 41A Rail (left side device) 41B Rail (for right side device) 42 Tire receiving roller 43 Bed 44A Ball screw shaft (left side device) 44B Ball screw shaft (right side device) 45 Front-rear drive motor 46 Vertical drive motor 47A bearing (left side device) 47B Bearing (right side device) ) 49 Bush with groove 50 Tire vertical plate 51 Slide tire Vertical plate 52 Solenoid 53 Latch 54 Tire leveling lifter 55 Tire Ride base 56 Limit switch 57 Air cylinder 58 Slider stopper pin 59 Dog pin 60 Chain sprocket 61 Chain 62 Bar with long hole 63 Cam pin 64 Roll ring 65 Roller 66 Groove bush 67 Unlock bar 68 Handle receiving 69 Tension sprocket 70 Tire receiving roller up and down Dynamic light sensor 71 Vertical movement interlocking chain 72 Vertical movement screw jack 73 Tire removal air cylinder 74 Tire removal lifter 100 Tire holding device 101 Frame 102 Controller 200 Inside half wheel assembly device 300 Outside half wheel assembly device 400 Controller 401 Controller

Claims (1)

[Claims] 1. An apparatus for automating a process of assembling an aircraft wheel by inserting half wheels of two-divided wheels from both sides of a tire inner hole, fitting them in the tire inner hole, and connecting them by a plurality of fastening members. A horizontal bed that is long to the left and right, rails that are provided along the longitudinal direction of the bed on the upper surfaces of the left and right portions of the bed, and a pair of rails that are provided at the center of the bed orthogonal to the longitudinal direction of the bed. Vertical plate, through hole that is hollowed out so that each of the half wheels can penetrate through each central portion of the same pair of vertical plates, centering of the tire inner hole provided around the through hole to detect the center of the tire inner hole The sensor, the tire placed between the same pair of vertical plates
Tire moving means for moving back and forth, a slide base provided on a rail on one side of the bed and movable along the rail, a mounting mount provided on the base and to which one of the half wheels is mounted, A fastening device which is provided on the same base and holds one of the fastening members and fastens it to the other fastening member described later, which is provided on a rail on the other side of the bed and can move along the rail. Is another slide base, a mounting mount provided on the base to which one of the other half wheels is mounted, a holding device provided on the base for holding the other one of the fastening members, detection of the tire centering sensor A device for operating the tire moving means according to a signal so as to control the center of the tire inner hole to a predetermined position, which is provided in the bed. Driving means for moving the slide bases along the rails to fit the half wheels mounted on the mounting mounts of the bases into the tire inner holes, and rotating the tire together with the half wheels assembled to the tires. An aircraft wheel assembling apparatus comprising a device for controlling to determine a fastening position by a fastening device.