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CN-121090664-B - Eddy current detection device for airplane hub

CN121090664BCN 121090664 BCN121090664 BCN 121090664BCN-121090664-B

Abstract

The application relates to the technical field of airplane part detection, in particular to an eddy current detection device for an airplane hub, which comprises a workbench and a bottom plate, wherein a first moving assembly and a second moving assembly are arranged on the workbench, a first probe capable of carrying out eddy current detection on the outer wall of the hub is arranged on the first moving assembly, a second probe capable of carrying out eddy current detection on the inner wall of the hub is arranged on the second moving assembly, an inner supporting plate capable of being abutted against the inner wall of the hub is arranged on one side, away from a first sliding cylinder, of each first sliding rod, and a first compression spring is arranged between each first sliding rod and the bottom wall of the first sliding cylinder. The application can avoid deformation of the detection surface by the differential inner and outer clamping assemblies to improve the precision, reduce the empty window period by switching the double conveying mechanisms and the automatic stations to improve the efficiency, assist the operation by the lifting third lifting plate, ensure the durability of the equipment and the hub by the protection and buffer structure and adapt to the high-precision detection requirement of the aircraft hub.

Inventors

  • WANG HAIBIN

Assignees

  • 上海斌瑞检测技术服务有限公司

Dates

Publication Date
20260505
Application Date
20251014

Claims (7)

  1. 1. The vortex detection device for the aircraft hub comprises a workbench (1) and a bottom plate (2) and is characterized in that a first moving assembly (3) and a second moving assembly (4) are arranged on the workbench (1), a first probe (5) for detecting the outer wall of the hub is arranged on the first moving assembly (3), and a second probe (6) for detecting the inner wall of the hub is arranged on the second moving assembly (4); A rotating column (7) is rotatably arranged on the bottom plate (2), a placing rack (8) is fixedly arranged on the upper end surface of the rotating column (7), and a first conveying mechanism (9) and a first driving mechanism are arranged on the placing rack (8); the first conveying mechanism (9) comprises a first rotating disc (14) rotationally connected with the placing frame (8), an inner clamping assembly and an outer clamping assembly which are driven by a first driving mechanism are arranged on the first rotating disc (14), the inner clamping assembly comprises a plurality of placing grooves (17) which are arrayed on the upper end face of the first rotating disc (14) along the radial direction, one side, close to the axis of the first rotating disc (14), of each placing groove (17) is provided with a first sliding cylinder (18), and each first sliding cylinder (18) is connected with a first sliding rod (19) in a sliding mode; The first driving mechanism can independently drive a plurality of first sliding drums (18) to synchronously move inwards or outwards along the radial direction of the first rotating disc (14), or independently drive a plurality of second sliding drums (22) to synchronously move inwards or outwards along the radial direction of the first rotating disc (14); The first driving mechanism comprises a first hydraulic cylinder, a second hydraulic cylinder, a first control assembly and a second control assembly, wherein the inner supporting plate (20) which can be abutted against the inner wall of a wheel hub is arranged on one side, far away from the first sliding cylinder (18), of each first sliding rod (19), a first compression spring (21) is arranged between each first sliding rod (19) and the bottom wall of the first sliding cylinder (18), a clamping plate (24) which can be abutted against the outer wall of the wheel hub is arranged on one side, far away from the second sliding cylinder (22), of each second sliding rod (23), a second compression spring (25) is arranged between the bottom wall, between each second sliding rod (23) and the second sliding cylinder (22), of the first driving mechanism comprises a first annular oil groove (28) communicated with the plurality of first sliding cylinders (18) and a second annular oil groove (32) communicated with the plurality of second sliding cylinders (22), the first annular oil groove (28) is arranged on the first rotating disc (14), and the second annular oil groove (28) is connected with the lower annular oil groove (32) through the lower annular cover; The first control assembly comprises a first oil pipe (40) fixedly arranged on the placing frame (8), one end of the first oil pipe (40) is communicated with the first hydraulic oil cylinder through a first oil delivery pump, and the other end of the first oil pipe is communicated with the first oil inlet pipe (30), the second control assembly comprises a second oil pipe (51) fixedly arranged on the placing frame (8), one end of the second oil pipe (51) is communicated with the second hydraulic oil cylinder through a second oil delivery pump, and the other end of the second oil pipe is communicated with the second oil inlet pipe (34); The first oil pipe (40) is connected with a first piston plate (41) in a sliding mode, a first piston rod (42) is arranged on the first piston plate (41), one end, close to a first hydraulic oil cylinder, of the first oil pipe (40) is provided with a first blocking ring (46), the inner diameter of the first blocking ring (46) is smaller than the outer diameter of the first piston plate (41), a third oil through hole (44) is formed in the end face of the first piston plate (41) and a plurality of first oil through holes (43) are formed in an array, a second one-way valve (45) is arranged on the third oil through hole (44), a first spring frame is arranged in the first oil pipe (40), a fifth compression spring (47) is sleeved on the outer wall of the first piston rod (42), one end of the fifth compression spring (47) is fixedly connected with the first piston plate (41), the other end of the fifth compression spring (47) is fixedly connected with the first spring frame, the fifth compression spring (47) in an initial state drives the first piston plate (41) to be fixedly connected with the first blocking ring (46), a first inclined surface (49) is arranged on the first piston rod (40) in a sliding mode, a first inclined surface (48) is arranged on the first piston rod (40), the third piston rod (49) is provided with a second inclined plane (50) matched with the first inclined plane (48), the second oil pipe (51) is used for controlling the oil supply of the outer clamping assembly, and the structure of the second oil pipe is the same as that of the first oil pipe (40), and the second oil pipe comprises a second piston plate, a second piston rod, a second blocking ring, a second oil passing through hole, a fourth oil passing hole, a third one-way valve, a second spring frame, a seventh compression spring (65), a third inclined plane, a second sliding hole, a fourth piston rod (64) and a fourth inclined plane.
  2. 2. The vortex flow detection device for the airplane hub is characterized in that a first oil inlet pipe (30) communicated with an inner cavity of a first annular oil groove (28) is arranged on the first annular sealing cover (29), a second oil inlet pipe (34) communicated with an inner cavity of a second annular oil groove (32) is arranged on the second annular sealing cover, a first connecting rod (31) is fixedly arranged on the lower end face of the first annular oil groove (28) and is fixedly connected with a placing frame (8) through the first connecting rod (31), and a second connecting rod is fixedly arranged on the lower end face of the second annular oil groove (32) and is fixedly connected with the placing frame (8) through the second connecting rod.
  3. 3. The vortex flow detection device for the aircraft hub is characterized in that a plurality of third sliding grooves (26) are formed in an array on the upper end face of the first rotating disc (14), a third lifting plate (15) which is matched with each third sliding groove (26) is vertically and slidably connected in each third sliding groove, a third annular oil groove (35) which is communicated with the plurality of third sliding grooves (26) is formed in the lower end face of the first rotating disc (14), a third annular sealing cover (36) is rotatably connected to the lower end face of the third annular oil groove (35), a third oil inlet pipe (37) and a third oil outlet pipe (38) which are communicated with the inner cavity of the third annular oil groove (35) are arranged on the third annular sealing cover (36), and a third connecting rod (39) is fixedly arranged on the lower end face of the third annular oil groove (35) and fixedly connected with the placing frame (8) through the third connecting rod (39).
  4. 4. The vortex detection device for the airplane hub is characterized in that a third oil pipe (52) with two open ends is fixedly arranged on the placement frame (8), one side, close to the closed end, of the third oil pipe (52) is provided with an oil storage cavity (53), the open end, close to the workbench (1), of the third oil pipe (52) is communicated with a third oil inlet pipe (37), one end, close to the workbench (1), of the third oil pipe (52) is provided with a switch part (54), the inner diameter of the switch part (54) is smaller than the inner diameter of the oil storage cavity (53), a fifth piston rod (55) is connected in the oil storage cavity (53) of the third oil pipe (52) in a sliding mode, a fourth connecting rod (56) is arranged on the fifth piston rod (55), the oil storage cavity (53) is communicated with an oil return pipe (57), the oil return pipe (57) is communicated with the third oil inlet pipe (38) through a fifth one-way valve (58) and a pipeline, and a sixth compression spring (59) is arranged between the fifth piston rod (55) and the end face of the switch part (54).
  5. 5. The vortex flow detection device for the aircraft hub according to claim 4, wherein a fifth connecting rod (60) is arranged on the first piston rod (42), a fifth through groove is formed in the peripheral wall of the first oil pipe (40), the fifth connecting rod (60) extends to the outside of the first oil pipe (40) through the fifth through groove, a second baffle (61) capable of sealing the fifth through groove is arranged on the fifth connecting rod (60), and the fifth connecting rod (60) is fixedly connected with the fourth connecting rod (56).
  6. 6. The vortex flow detection device for the airplane hub according to claim 5, wherein a third sliding hole and a fourth sliding hole which are communicated with an inner cavity of the switch part (54) are formed in the outer wall of the switch part (54), the third sliding hole and the fourth sliding hole are coaxial with the first sliding hole and the second sliding hole respectively, one ends of a third piston rod (49) and a fourth piston rod (64) are located in the third sliding hole and the fourth sliding hole respectively, a third compression spring (62) is arranged between the third piston rod (49) and the bottom wall of the third sliding hole, and a fourth compression spring (63) is arranged between the fourth piston rod (64) and the bottom wall of the fourth sliding hole.
  7. 7. The eddy current testing device for the hub of the airplane according to claim 1, wherein the first conveying mechanism (9) further comprises a second motor (16) fixedly arranged on the placing frame (8), an output shaft of the second motor (16) is fixedly connected with the first rotating disc (14) coaxially, the other end of the placing frame (8) is further provided with a second conveying mechanism (10) which is identical to the first conveying mechanism (9) in structure and a second driving mechanism which is identical to the first driving mechanism in structure, the first conveying mechanism (9) and the second conveying mechanism (10) alternately move the hub to be tested to a testing station on the workbench (1), a first motor (11) is fixedly arranged on the base plate (2), a first bevel gear (12) is fixedly arranged coaxially on an output shaft of the first motor (11), and a second bevel gear (13) meshed with the first bevel gear (12) is fixedly arranged coaxially on the outer wall of the rotating column (7).

Description

Eddy current detection device for airplane hub Technical Field The application relates to the technical field of airplane part detection, in particular to an eddy current detection device for an airplane hub. Background The aircraft hub is used as a core component for directly bearing the weight of the aircraft body and transmitting ground acting force in an aircraft landing gear system, and has extremely severe working environment and complex stress state. In the take-off stage of the aircraft, the hub needs to bear the superposition effect of horizontal load converted by the thrust of the engine and vertical load brought by the weight increase of the aircraft body. While in a relatively steady state during cruising, the high altitude low temperature environment can cause subtle changes in hub material properties. The composite working conditions of high load, high impact, high temperature difference and multiple abrasion are adopted, so that the surface and the near surface of the hub of the airplane are extremely easy to generate microscopic cracks, intergranular corrosion, fatigue damage and other defects, and the defects can be continuously expanded along with the increase of flight times, so that the quality detection is required to be carried out by adopting an eddy current detection technology at regular intervals. When detecting aircraft wheel hub, need use anchor clamps to fix wheel hub on rotating the seat, make again that detecting probe and wheel hub's outer wall contact, then drive and rotate the seat for the probe detects the different positions of wheel hub outer wall, detects the inner wall after the outer wall detects. From the aspects of detection difficulty and requirements, the detection key points, defect types and detection environments of the inner wall and the outer wall are obviously different. The inner wall of the hub is a core area directly connected with the wheel axle of the landing gear, the inner wall is fixed with the wheel axle through bolts, and the inner wall detection is required to pay attention to stress cracks around the bolt holes and the abrasion condition of the circumferential surface of the inner wall. The outer wall detection needs to focus on surface corrosion and thermal stress cracks, while the outer wall is wide in space, is influenced by factors such as tire dismounting marks, surface painting and the like, is easy to misjudge by detection signals, and needs to adjust detection parameters in a targeted manner to eliminate interference. If the uniform detection mode is adopted, the inner wall and the outer wall are not detected in a distinguishing mode, so that the detection key is fuzzy, and defects are possibly missed due to improper parameter setting. Through retrieval, chinese patent publication No. CN117554476B discloses a hub bearing inner ring burn vortex detection device which comprises a frame, a reversible clamping jaw, a rotatable positioning mechanism, a positioning mechanism and two probes, wherein the movable first station, the movable second station and the movable third station are linearly arranged in the frame, the clamping jaw can move along the arrangement direction of the first station, the movable second station and the movable third station, the positioning mechanism is arranged on the upper part of the frame, the movable positioning mechanism of the second station enables the positioning mechanism to axially rotate synchronously, the two probes are movably arranged between the second station and the positioning mechanism up and down, a cross moving mechanism is further arranged on the frame, and each probe is fixed on the corresponding cross moving mechanism. In view of the above related art, the inventors found that there is a disadvantage in that the prior art adopts a single clamping manner in performing eddy current inspection on the hub, either always clamping the inner wall of the hub or always clamping the outer wall of the hub. The single clamping mode has the obvious defects that when the inner ring of the hub is detected, if the inner wall is clamped, the area of the inner ring of the hub is slightly deformed, so that the distance between the eddy current detection probe and the detection surface of the inner ring is fluctuated, further detection errors are introduced, and when the outer ring of the hub is detected, if the outer wall is clamped, the area of the outer ring of the hub is deformed, and the detection precision is affected. Especially for aircraft hubs with high precision requirements, such errors may lead to missed or false detection, with serious safety hazards. Disclosure of Invention In order to improve the accuracy of hub detection, the application provides an eddy current detection device for an aircraft hub. The application provides an eddy current testing device for an aircraft hub, which adopts the following technical scheme that the eddy current testing device comprises a workbench and a bottom plate,