JP2015093622A - Aircraft vertical tail attachment apparatus and aircraft vertical tail attachment method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable safe and reliable attachment of a vertical tail to a rear fuselage with fewer personnel without using a ceiling crane device and to improve fuselage production efficiency.SOLUTION: A vertical tail attachment apparatus 1 includes: a pair of tower structures 2F and 2R installed upright on an assembly floor to face each other, and having a rear fuselage arrangement space S therebetween in which a rear fuselage RF can be arranged along a fuselage longitudinal direction X; a beam 3 that is installed between the tower structures 2F and 2R, that can rise/fall along a vertical direction Z, that can rotate about an axis along the fuselage longitudinal direction X, and that rises/falls and rotates while holding a vertical tail VS; and an elevating rotation mechanism 5 that causes the beam 3 to rise/fall along the vertical direction Z of the tower structures 2F and 2F, and that rotates the beam 3 such that the vertical tail VS held by the beam 3 changes an attitude from a generally horizontal attitude to a vertical attitude in response to the rise of the beam 3 from a lower side of the tower structures 2F and 2F to an upper side thereof.

Description

  The present invention relates to a vertical tail mounting device and a vertical tail mounting method for mounting a vertical tail to a rear fuselage of an aircraft in an aircraft body production factory.

  In a production plant for aircraft such as medium- to large-sized jetliners, the vertical tail is usually attached to the rear fuselage by lifting the vertical tail with an overhead crane installed on the ceiling of the factory building and transporting it onto the rear fuselage. Then, the technique of lowering and positioning on the rear trunk is fixed. Conventionally, there is no document that discloses a technique for attaching a vertical tail to a rear fuselage without using a crane device.

  However, since the vertical tail is loaded on a cart or the like in a substantially horizontal position and is transported to the assembly position with the rear fuselage, the vertical tail is lifted by an overhead crane device and brought into a vertical posture, and then the rear fuselage Need to move up and down onto the joint of the rear fuselage, in that case a supervisor who supervises, a crane operator who operates the overhead crane device, and several workers who join the vertical tail to the rear fuselage It was a work that required many personnel.

  Moreover, since the number of overhead crane devices installed is limited depending on the scale of the machine body production factory, when overhead crane devices are used for other operations, useless waiting time occurs, and production efficiency decreases. There was a problem.

  The present invention has been made in view of such circumstances, and without using an overhead crane device, the vertical tail can be safely and reliably attached to the rear fuselage with a small number of personnel, and the production efficiency of the fuselage can be improved. It is an object of the present invention to provide a vertical tail mounting apparatus and a vertical tail mounting method for an aircraft that can perform the above-described operation.

In order to achieve the above object, the present invention provides the following means.
First, an aircraft vertical tail attachment device according to the present invention is for attaching a vertical tail of an aircraft to a rear fuselage, and is provided on an assembly floor in the rear fuselage arrangement space where the rear fuselage can be arranged. A pair of tower structures positioned up and down in the longitudinal direction of the rear fuselage and facing each other and the vertical tail of the aircraft are raised to a position higher than the rear fuselage and attached to the rear fuselage A pair of tower structures having a rear fuselage arrangement space that is erected on the assembly floor and that faces the rear fuselage and that can be arranged along the longitudinal direction of the fuselage. , Constructed between the tower structures, can be moved up and down along the vertical direction, and can be rotated around an axis along the front-rear direction of the fuselage, and hold the vertical tail The vertical tail holding body that moves up and down and rotates, and the vertical tail holding body is raised and lowered along the vertical direction of the tower structure, and the vertical tail holding body rises from the lower side to the upper side of the tower structure. And a vertical rotation mechanism for rotating the vertical tail holder so that the vertical tail held by the vertical tail holder changes from a substantially horizontal posture to a vertical posture. And

  In the vertical tail attachment device having the above-described configuration, when the vertical tail carried in a substantially horizontal posture is fixed to the vertical tail holding body, and the vertical tail holding body is lifted along the pair of tower structures, the vertical tail is rotated. The vertical tail is changed from a substantially horizontal posture to a vertical posture by the action of the mechanism. Thereafter, the rear fuselage is positioned under the vertical tail lifted in a vertical posture, and the vertical tail is lowered and attached to the rear fuselage.

  According to this vertical tail attachment device, it is possible to displace the vertical tail carried in a substantially horizontal posture to a vertical posture and securely attach it to the rear fuselage without requiring an overhead crane device. Since it is not necessary to use any overhead crane device, the vertical tail can be safely and quickly attached to the rear fuselage with a small number of personnel, and the production efficiency of the aircraft can be dramatically increased.

  Further, in the aircraft vertical tail mounting apparatus according to the present invention, in the above configuration, the vertical tail holder is fixed near the center of gravity of the vertical tail, and the vertical tail holder rotates while holding the vertical tail. The center of gravity position of the vertical tail carrier holding body and the vertical tail is set so that the vertical tail naturally rotates in a vertical posture when pivotally supported freely. It is configured to release the rotation restricting force applied to the vertical tail holding body after the vertical position is raised.

  According to the above configuration, after the vertical tail rises to a vertical posture, the turning restricting force applied to the vertical tail holding body is released by the lifting and turning mechanism, and the vertical tail is naturally caused by gravity. Maintain a vertical posture. Since the vertical tail carrier is fixed near the center of gravity of the vertical tail, the vertical tail can be rotated with a very light force at this point. For this reason, the vertical tail can be easily positioned and fixed to the rear fuselage.

  Also, in the aircraft vertical tail mounting apparatus according to the present invention, in the above configuration, the up-and-down rotation mechanism is configured such that the vertical tail is a little higher than a rear fuselage retracting height that is slightly higher than a vertical tail coupling height coupled to the rear fuselage. In addition to being able to be raised, a fall prevention mechanism for preventing the vertical tail supporting body from dropping at the rear body retracting height is provided.

  According to the above configuration, the vertical tail is raised to the rear fuselage retracting height that is slightly higher than the vertical tail coupling height, and the fall prevention mechanism prevents the vertical tail support body from falling. A rear fuselage can be installed and positioned in the space. When installing and positioning the rear fuselage, the height of the vertical tail is fixed at the rear fuselage retracting height, so that the rear fuselage can be positioned safely and reliably.

  Further, in the vertical tail mounting apparatus for an aircraft according to the present invention, in the above configuration, the up-and-down rotation mechanism includes a pair of rotation support shafts provided at both ends of the vertical tail holding body, and the height of the tower structure. Elevating guide rails that linearly guide along the direction, elevating bearings respectively mounted on the pair of rotation support shafts, and the elevating bearings installed in each of the pair of tower structures, And an elevating drive unit that elevates and moves along the elevating guide rail, and is inclined to the elevating guide rail in a direction perpendicular to the height direction and the axial direction of the rotation support shaft. A rotation guide rail that forms a cam and a guide roller that is rotatably integrated with an end of the rotation support shaft, and that is guided along the rotation guide rail at the tip thereof. Characterized in that it is configured provided with a crank lever, the.

According to the above configuration, the elevating bearings mounted on the rotary support shafts provided at both ends of the vertical tail supporting body are raised and lowered by the elevating drive unit, whereby the rotary support shaft moves along the elevating guide rail, The tail carrier and the vertical tail are raised and lowered.
At the same time, the guide roller of the crank lever provided at the end of the rotation support shaft is guided along the rotation guide rail, and the crank support lever is swung by the skewed shape of the rotation guide rail so that the rotation support shaft rotates. Move.
By the rotation of the rotation support shaft, the vertical tail supporting body and the vertical tail rotate. The skew shape of the rotating guide rail is set so that the vertical tail is changed from a substantially horizontal posture to a vertical posture as the vertical tail rises.
According to the ascending / descending rotation mechanism configured as described above, the vertical tail can be rotated to a vertical posture while being lifted by a simple and reliable structure.

  Further, in the aircraft vertical tail mounting apparatus according to the present invention, in the above-described configuration, the up-and-down rotation mechanism is configured such that the crank lever is engaged with the rotation guide rail and the rotation support shaft of the rotation support shaft is engaged. It is possible to select a rotation mode in which the rotation function is enabled and a non-rotation mode in which the rotation function is disabled without engaging the crank lever with the rotation guide rail. .

  According to the above configuration, for example, the rotation mode is selected when the vertical tail is raised, and the non-rotation mode is selected when the vertical tail holding body is lowered after the attachment to the rear fuselage of the vertical tail is completed. Thereby, it is possible to prevent the vertical tail support body from rotating unnecessarily when the vertical tail support body descends, and to lower the vertical tail support body in a natural posture.

  Further, in the aircraft vertical tail mounting apparatus according to the present invention, in the above-described configuration, the lifting drive unit is installed on each of the pair of tower structures, and the lifting bearing is connected to the vertical tail via a winding member. It is an electric hoist that moves up and down together with the holding body.

  According to the said structure, the structure of a raising / lowering drive part can be simplified, a failure can be avoided and the reliability of a vertical tail attachment apparatus can be improved. The plurality of electric hoists installed in each of the pair of tower structures can be easily synchronized by eliminating the slack of the hoisting member, and the vertical tail supporting body can always be raised and lowered in a horizontal posture.

  Also, in the aircraft vertical tail mounting apparatus according to the present invention, in the above configuration, the rear fuselage arrangement space includes a first positioning unit that determines a position of a vertical tail carrier carriage that transports the vertical tail, and the rear fuselage. And a second positioning portion for determining the position of the rear body transport carriage for transporting the vehicle.

According to the above configuration, the vertical tail can be quickly set on the vertical tail holding body by positioning the vertical tail carriage on the first positioning portion.
Further, after the vertical tail is lifted, the rear fuselage carriage is positioned at the second positioning portion, so that the rear fuselage can be set accurately and quickly below the vertical tail.
By these, the operation | work which attaches a vertical tail to a rear fuselage can be performed efficiently, and the production efficiency of an airframe can be improved.

  Further, the aircraft vertical tail mounting method according to the present invention is a vertical tail mounting method for mounting the aircraft vertical tail to the rear fuselage, the transport step of transporting the vertical tail to the assembly position in a substantially horizontal posture; A mounting step for attaching to a vertical tail holder that can be moved up and down along the vertical direction and rotatable about an axis along the longitudinal direction of the fuselage, and raising the vertical tail holder. Rotating and rotating the vertical tail from a substantially horizontal posture to a vertical posture, and a rear fuselage positioning step for positioning the rear fuselage under the vertical tail lifted in a vertical posture And a vertical tail joining step for lowering and joining the vertical tail on the rear fuselage, and a separation for separating the joined vertical tail and the rear fuselage from the vertical tail carrier And characterized by being provided with extent, the.

  According to the above-described vertical tail mounting method, without requiring an overhead crane device, the vertical tail carried in a substantially horizontal posture can be quickly and reliably displaced with a small number of people while being securely held in a vertical posture. It can be attached to the rear fuselage, and the production efficiency of the aircraft can be dramatically increased.

  As described above, according to the vertical tail attachment device and the vertical tail attachment method for an aircraft according to the present invention, the vertical tail can be safely and reliably attached to the rear fuselage with a small number of people without using an overhead crane device. The production efficiency of the aircraft can be increased.

It is the perspective view which looked at the vertical tail attachment device, the vertical tail, the rear fuselage, and the rear fuselage carriage from the diagonally right front of the airframe. It is the perspective view which looked at the vertical tail attachment device, the vertical tail, the rear fuselage, and the rear fuselage transport cart from the left diagonal front of the airframe. It is a front view of a vertical tail attachment device. (A) is a view taken along arrow IVa-IVa in FIG. 3, and (b) is a view taken along arrow IVb-IVb in FIG. It is a perspective view which shows the structure of a trunnion shaft and a raising / lowering bearing vicinity. It is a perspective view which shows a trunnion shaft, a raising / lowering bearing, a crank lever, a guide roller, etc. It is a VII arrow line view of FIG. It is a figure explaining the positional relationship of the raising / lowering guide rail at the time of beam raising, a rotation guide rail, a beam, a trunnion shaft, a vertical tail. It is a figure explaining the positional relationship of the raising / lowering guide rail, rotation guide rail, beam, trunnion shaft, etc. at the time of beam descending. It is a figure which shows the process by which an outside fitting and a strong back are attached to the vertical tail mounted in the vertical tail carriage. It is a figure which shows a conveyance process and a vertical tail positioning process. It is a figure which shows an attachment process. It is a figure which shows a raise rotation process. It is a figure which shows the action | operation of a fall prevention mechanism. It is a figure which shows a rear part body positioning process. It is a figure which shows a vertical tail combining process. It is a figure which shows cancellation | release of the fall prevention mechanism in a vertical tail joining process. It is a figure which shows a isolation | separation process (before work step removal). It is a figure which shows the state which is rotating the beam from a vertical attitude | position to a horizontal attitude | position with a chain block in the isolation | separation process. It is a figure which shows a isolation | separation process (after work step removal). It is a figure which shows the state in which the beam was returned to the initial height. It is a flowchart which shows the flow of each assembly process.

DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of an aircraft vertical tail mounting apparatus and vertical tail mounting method according to the present invention will be described with reference to the drawings.
As shown in FIGS. 1 and 2, the vertical tail attachment device 1 is a device that also serves as a jig for attaching the aircraft to the rear fuselage RF after raising the vertical tail VS of the aircraft to a position higher than the rear fuselage RF. is there. In the following description and drawings, the longitudinal direction of the body is defined as the X direction, the width direction of the body is defined as the Y direction, and the height direction is defined as the Z direction.

  The vertical tail attachment device 1 includes a pair of tower structures 2F and 2R which are erected on the assembly floor F and face each other. Between these two tower structures 2F and 2R, a rear body arrangement space S in which the rear body RF can be arranged along the X direction is formed.

  Further, a beam 3 (vertical tail holder) is installed between the two tower structures 2F and 2R. Both ends of the beam 3 can be moved up and down along the Z direction of the tower structures 2F and 2R, and can be rotated around an axis along the X direction. The beam 3 can be moved up and down while holding the vertical tail VS. It can be rotated.

  As shown in FIGS. 3 and 5, the beam 3 is formed in a “[” shape including a long side portion 3 a along the X direction and a short side portion 3 b extending at right angles from both ends of the long side portion 3 a. In addition, a trunnion shaft 4 (rotation support shaft) is provided extending from the middle portion of the short side portion 3b to the tower structures 2F and 2R along the X direction. Further, a fixing bracket 3c for fixing the vertical tail VS is provided at an intermediate portion of the long side portion 3a.

  The vertical tail VS is fixed to the fixing bracket 3c of the beam 3 through fixing members such as an outside fitting and a strong back described later. At that time, when the beam 3 is fixed near the center of gravity of the vertical tail VS and the beam 3 is rotatably supported on the trunnion shaft 4 while holding the vertical tail VS (the height in FIG. 8). The combined center-of-gravity position G of the beam 3 and the vertical tail VS is set in advance so that the vertical tail VS naturally rotates in a vertical posture at each height of H4, H5, and H6.

  At the initial height H0 and the vertical tail receiving height H1 shown in FIG. 8, the long side portion 3a of the beam 3 is located directly below the trunnion shaft 4 due to gravity, and in this state, The vertical tail VS is fixed in a substantially horizontal posture. In this posture, the combined center of gravity G of the entire beam 3 and the vertical tail VS is positioned directly beside the trunnion shaft 4.

  Further, the tower structure 2F, 2R is provided with a lifting / lowering mechanism 5. The lifting / lowering mechanism 5 lifts and lowers the beam 3 (the trunnion shaft 4) in the Z direction and is held as the beam 3 rises from the lower side to the upper side of the tower structures 2F and 2R as will be described later. This is a mechanism for rotating the beam 3 by approximately 90 ° so that the vertical tail VS changes from a substantially horizontal posture to a vertical posture (combined posture to the rear fuselage RF), and is configured as follows.

  As shown in FIGS. 3 and 4A, the lifting / lowering rotation mechanism 5 includes a lifting guide rail 7 that linearly guides the trunnion shaft 4 of the beam 3 along the Z direction of the tower structures 2F and 2R. ing. As shown in FIGS. 5, 8, and 9, the elevating guide rail 7 extends along the Z direction and is fixed to two corners that are fixed with an interval through which the trunnion shaft 4 can smoothly pass in the Z direction. It is a cross-section pipe.

  The upper ends of the two lifting guide rails 7 are fixed to the beam (see FIG. 4A), and the lower ends of the lifting guide rails 7 are fixed to the column 7b via the set plate 7a. The set plate 7a is a plate for setting the initial height H0 of the trunnion shaft 4 (the height at which the beam 3 is placed when not in use).

  As shown in FIG. 8, the distance between the two lifting guide rails 7 is such that the trunnion shaft 4 of the beam 3 can pass at a height slightly above the middle from the lower end (position of the set plate 7a). The minimum spacing is slightly larger, but at higher heights the spacing is somewhat wider. This is because, as will be described later, when the vertical tail VS is coupled to the rear fuselage RF, the vertical tail VS being lifted is given a degree of freedom in the Y direction, and a fixing pin (not shown) for positioning is inserted. This is to make it easier.

  The trunnion shaft 4 of the beam 3 that slides in the Z direction between the two lifting guide rails 7 is slightly higher than the rear fuselage coupling height H4 when the vertical tail VS is coupled to the rear fuselage RF, as will be described later. It can be raised to the rear trunk retract height H5 (see FIGS. 8 and 9). The height difference between H4 and H5 is set to 300 mm, for example.

  Moreover, the raising / lowering rotation mechanism 5 is provided with the fall prevention mechanism 9 provided in the upper part of the raising / lowering guide rail 7, as shown to Fig.4 (a), FIG.8, FIG.9. The fall prevention mechanism 9 is provided with, for example, an open / close gate stopper plate 10 so that the trunnion shaft 4 can be prevented from dropping at the rear fuselage withdrawal height H5 when the trunnion shaft 4 is raised to the rear fuselage withdrawal height H5. I have.

  The pair of left and right stopper plates 10 can rotate between a lock position 10 a that prevents the trunnion shaft 4 from dropping and an open position 10 b that allows the trunnion shaft 4 to pass. When the trunnion shaft 4 is lifted, the trunnion shaft 4 is raised to the stopper avoidance height H6 to push the stopper plate 10 from the lock position 10a to the open position 10b. Thereafter, the stopper plate 10 returns to the lock position 10a by gravity, and the trunnion shaft 4 is placed thereon to prevent the stopper plate 10 from falling. When the trunnion shaft 4 is lowered from the rear fuselage retracting height H5, the trunnion shaft 4 is temporarily raised to the stopper avoidance height H6, for example, the stopper plate 10 is manually rotated to the open position 10b, and then the trunnion shaft 4 is lowered.

  As shown in FIGS. 3, 5, and 6, elevating bearings 12 are provided on the trunnion shafts 4 at both ends of the beam 3. The elevating bearing 12 has a structure in which a pair of suspension plates 12b are welded to a bearing housing 12a in which a self-aligning bearing (not shown) is built, and a shackle 12c is attached to the tip of the suspension plate 12b.

  Furthermore, as shown in FIGS. 3 and 4A, the lifting / lowering rotation mechanism 5 includes two electric hoists 14 (lifting / lowering drive units) installed on the upper portions of the tower structures 2F and 2R. . These electric hoists 14 are arranged so as to sandwich the elevating orbit of the trunnion shaft 4 as viewed in the X direction.

  These four electric hoists 14 are operated in synchronism with a single remote control device or the like (not shown) to expand and contract each wire 15. Thereby, the elevating bearing 12 moves up and down with the beam 3 between the initial height H0 and the stopper avoidance height H6. When the beam 3 is lowered to the initial height H0, the weight of the beam 3 is released to the set plate 7a, and the electric hoist 14 and the wire 15 are not loaded.

  Moreover, the raising / lowering rotation mechanism 5 is provided with the rotation guide rail 17 installed in the inside of tower structure 2F, 2R, as shown in FIG.3, FIG.4 (b), FIG.8, FIG.9. The rotation guide rail 17 is formed of an angle material or the like and extends in the Z direction so as to be substantially along the elevating guide rail 7, but with respect to the elevating guide rail 7 in the height direction (Z direction) and the trunnion shaft 4. A skew cam is formed by skewing in a direction (Y direction) orthogonal to the axial direction (X direction). The elevating guide rail 7 includes a rail surface 17a along the X direction and the Z direction.

  Specifically, as shown in FIG. 8, the rotation guide rail 17 (rail surface 17a) extends from a position slightly lower than the vertical tail receiving height H1 to a position slightly higher than the rotation end height H3. It extends along the Z direction, and is vertical from the lower end portion thereof to a slightly higher position of the rotation start height H2. Thereafter, as it extends upward, it skews outward in the Y direction (on the right side as viewed in FIG. 8 in the drawing), and the upper part from the rotation end height H3 becomes vertical again. However, the rotation guide rail 17 is interrupted at the upper part of the rotation end height H <b> 3, and the entire length of the rotation guide rail 17 is shorter than the lifting guide rail 7. In addition, the skew cam shape of the rotation guide rail 17 provided in each of the opposing tower structures 2F and 2R must be mirror image symmetric with each other.

  Further, as shown in FIGS. 5 to 7, the lifting / lowering rotation mechanism 5 is pivotally supported by the crank lever 20 provided integrally with the outer end portion of the trunnion shaft 4 and the tip end portion of the crank lever 20. A guide roller 21 and a link roller 23 that is pivotally supported by a distal end portion of the crank lever 20 via a rotation link 22 are provided. For example, the outer diameter of the link roller 23 is smaller than the outer diameter of the guide roller 21.

  As shown in FIG. 7, the rotation link 22 is restricted by the two pins 20 a protruding from the crank lever 20 and can rotate about 90 °. As shown in FIG. 8, the guide roller 21 contacts the surface on the trunnion shaft 4 side of the rail surface 17a of the rotating guide rail 17, and the link roller 23 contacts the surface opposite to the rail surface 17a. That is, the rail surface 17 a is sandwiched between the guide roller 21 and the link roller 23.

  As shown in FIG. 8, while the trunnion shaft 4 rises from the initial height H0 (or vertical tail receiving height H1) of the lifting guide rail 7 to the rotation end height H3, the guide on the rotation guide rail 17 side. The roller 21 is guided along the rail surface 17a. As the guide roller 21 traces the skew cam shape of the rail surface 17a, the angle of the crank lever 20 falls horizontally to the rotating guide rail 17 side from the angle facing directly above the trunnion shaft 4. It rotates about 90 ° to the angle (turns clockwise toward FIG. 8), and the trunnion shaft 4 also rotates integrally. The guide roller 21 is not separated from the rail surface 17a by the action of the link roller 23.

  For this reason, the vertical tail VS fixed to the beam 3 (the trunnion shaft 4) changes from a substantially horizontal posture to a vertical posture. Thus, after the vertical tail VS rises to the rotation end height H3 and assumes a vertical posture, the guide roller 21 and the link roller 23 of the crank lever 20 are separated from the rail surface 17a of the rotation guide rail 17. Therefore, the rotation restricting force on the beam 3 is released. Therefore, the state in which the combined center of gravity G of the beam 3 and the vertical tail VS is positioned directly below the trunnion shaft 4 is maintained by gravity, and the vertical tail VS is naturally maintained in a vertical posture.

  If the vertical tail VS is raised to the stopper avoidance height H6 as it is and then lowered, the stopper plate 10 of the fall prevention mechanism 9 once pushed open to the open position 10b by the rise of the trunnion shaft 4 becomes the trunnion shaft 4. The position returns to the lock position 10a again due to gravity. For this reason, the trunnion shaft 4 is placed on the stopper plate 10 and kept waiting at the rear fuselage retracting height H5, while the rear fuselage RF can be positioned below the vertical tail VS. Thereafter, the trunnion shaft 4 is lowered to the rear fuselage coupling height H4 to couple the vertical tail VS to the rear fuselage RF.

  As shown in FIG. 8, the state where the crank lever 20 is engaged with the rotation guide rail 17, that is, the state where the guide roller 21 and the link roller 23 sandwich the rail surface 17a is the above-described rotation guide rail. The rotation mode M1 in which the rotation function of the trunnion shaft 4 by 17 is made effective.

  On the other hand, when the beam 3 (the trunnion shaft 4) is lowered from the rear fuselage coupling height H4 after the vertical tail VS is coupled to the rear fuselage RF, as shown in FIG. 17, the non-rotation mode M2 in which the guide roller 21 and the link roller 23 do not sandwich the rail surface 17a is selected, and the rotation function of the trunnion shaft 4 is invalidated. Thereby, it is possible to prevent the beam 3 from rotating unnecessarily when the beam 3 is lowered, and to lower the beam 3 in a natural posture. Note that the single gravity center position G ′ of the beam 3 at this time is directly below the trunnion shaft 4 in the same manner as the combined gravity center position G when natural rotation is allowed.

  By the way, as shown in FIGS. 2, 3 and 4A, for example, one tower structure 2F has a cantilever-like chain extending horizontally toward the other tower structure 2R at the upper part thereof. A block stay 26 protrudes, and one chain block 27 is suspended by a wire 28 at the tip of the chain block stay 26. The chain block 27 and the long side 3a of the beam 3 are connected by a chain 29 (or a wire or the like) (see FIGS. 18 and 19). In this chain block, as shown in FIG. 19, the beam 3 that is separated from the vertical tail VS and is in an unloaded state suddenly rotates downward due to its own weight and collides with the side surface of the vertical tail VS. In order to prevent this, the beam 3 is pulled up to a horizontal angle.

  Next, with reference to FIGS. 8, 9, and 10 to 21, the flow of an assembly method (assembly process) for coupling the vertical tail VS to the rear fuselage RF using the vertical tail attachment device 1 configured as described above will be described. While explaining. FIG. 22 is a flowchart showing the flow of each assembly process.

  First, as shown in FIG. 10, the outside fitting 32 and the strong back 33 are mounted on the vertical tail VS on the dedicated vertical tail transport carriage 31 that transports the vertical tail VS.

  Next, as shown in FIG. 11, the vertical tail carriage 31 is transferred to the rear fuselage arrangement space S (assembly position) between the tower structures 2F and 2R of the vertical tail attachment device 1 (transfer step S1). At this time, the first positioning unit 36 that determines the position of the vertical tail carriage 31 is previously installed on the floor surface (assembly floor F) of the rear fuselage arrangement space S. The first positioning portion 36 is formed in the shape of two detachable pins that are inserted into positioning holes (not shown) drilled in the floor surface, for example.

  An engagement portion (not shown) (not shown) that engages with the first positioning portion 36 is provided on the vertical tail carriage 31 side, and the vertical tail carriage 31 is placed at a fixed position below the beam 3 by these engagements. (Vertical tail positioning step S2). Thereafter, the beam 3 (trunnion shaft 4) is set to the vertical tail receiving height H1 shown in FIG.

  Next, as shown in FIG. 12, the vertical tail VS mounted on the vertical tail carriage 31 is attached to the beam 3 while maintaining a substantially horizontal posture (attachment step S3). When this attachment is completed, the vertical tail carriage 31 is pulled out from under the vertical tail VS and escaped to an unobstructed place.

  Next, as shown in FIG. 13, the beam 3 is rotated while being lifted by the lifting / lowering mechanism 5, and the vertical tail VS is rotated from a substantially horizontal posture to a vertical posture (ascending rotation step S4). At this time, the trunnion shaft 4 is raised from the vertical tail receiving height H1 shown in FIG. 8 to the stopper avoidance height H6, and the stopper plate 10 of the fall prevention mechanism 9 is pushed open to the open position 10b as shown in FIG. After that, when the stopper plate 10 returns to the lock position 10a due to gravity, the trunnion shaft 4 is placed on the stopper plate 10 and the beam 3 is put on standby at the rear body retracting height H5.

  Next, as shown in FIG. 15, the rear fuselage RF is positioned in the rear fuselage arrangement space S under the vertical tail VS raised in the vertical posture (rear fuselage positioning step S5). At this time, the second positioning unit 40 that determines the position of the rear fuselage transport carriage 39 that transports the rear fuselage RF is previously installed on the floor surface of the rear fuselage arrangement space S. Similar to the first positioning portion 36, the second positioning portion 40 is formed in the form of two detachable pins that are inserted into positioning holes drilled in the floor surface. An engaging portion 41 that engages with the second positioning portion 40 is provided on the rear fuselage transport carriage 39 side, and the rear fuselage transport carriage 39 is positioned at a fixed position below the vertical tail VS by these engagements. .

  Next, as shown in FIG. 16, for example, four work steps 43a, 43b, 43c, 43d are installed so as to surround the vertical tail VS and the rear fuselage RF, and then, as shown in FIG. The trunnion shaft 4 of the beam 3 waiting at the rear body retracting height H5 is temporarily raised to the stopper avoidance height H6, and the stopper plate 10 of the fall prevention mechanism 9 is manually pushed from the lock position 10a to the open position 10b. Then, the trunnion shaft 4 is slowly lowered to the rear fuselage coupling height H4 to couple the vertical tail VS to the rear fuselage RF (vertical tail coupling step S6).

  The beam 3 is fixed in the vicinity of the center of gravity of the vertical tail VS, and the combined center of gravity G of the beam 3 and the vertical tail VS is set to a position that naturally rotates the vertical tail VS to a vertical posture. The beam 3 that has risen beyond the movement end height H3 is not subjected to the rotation restricting force by the rotation guide rail 17 and the crank lever 20, so that the vertical tail VS is positioned at a position higher than the rotation end height H3. It is kept in a vertical position naturally by gravity. At this time, since the vertical tail VS can be rotated around the trunnion shaft 4 with a very light force, the vertical tail VS can be easily positioned on the rear fuselage RF and can be fixed without difficulty.

  Next, as shown in FIG. 18, the combined vertical tail VS and rear fuselage RF are separated from the vertical tail support together with the four working steps 43a, 43b, 43c, 43d (separation step S7). At this time, it is necessary to remove the outside fitting 32 and the strong back 33 interposed between the long side portion 3a of the beam 3 and the vertical tail VS. At the same time, the beam 3 is moved from a horizontal posture to a vertical posture by its own weight. The long side 3a of the beam 3 collides with the vertical tail VS and may damage the vertical tail VS.

  For this reason, as shown in FIG. 19, before removing the outside fitting 32 and the strong back 33, the long side 3a of the beam 3 is pulled up by the chain block 27 and the chain 29 to prevent the beam 3 from rotating. This prevents the vertical tail VS from being damaged.

  Next, as shown in FIGS. 20 and 21, the vertical tail VS and the rear fuselage RF are unloaded (unloading step S8), and all the steps are completed. As shown in FIG. 21, the vertical tail attachment device 1 that has been used returns its beam 3 (trunnion shaft 4) to the initial height H0, and releases the weight of the beam 3 to the set plate 7a, so that the electric hoist 14 and the wire 15 So that no load is applied.

As described above, according to the vertical tail attachment device 1 and the vertical tail attachment method according to the present embodiment, the vertical tail VS carried in a substantially horizontal posture is fixed to the beam 3, and the beam 3 is paired with a pair of towers. When it is raised along the structures 2F and 2R, the vertical tail VS is changed from a substantially horizontal posture to a vertical posture by the action of the up-and-down rotation mechanism 5.
After that, if the rear fuselage RF is positioned under the vertical tail VS raised in a vertical posture, and the vertical tail VS is lowered and attached to the rear fuselage RF, it is carried in a substantially horizontal posture without requiring an overhead crane device. The vertical tail VS can be displaced in a vertical posture while being securely held and attached to the rear fuselage RF.

  In this way, since there is no need to use any overhead crane device, only a few personnel are required to safely shift the vertical tail VS carried in a substantially horizontal posture while maintaining the vertical tail VS in a vertical posture. It can be quickly and reliably attached to the rear fuselage RF, and the production efficiency of the fuselage can be greatly improved.

  The beam 3 is fixed in the vicinity of the center of gravity of the vertical tail VS, and when the beam 3 is rotatably supported by the trunnion shaft 4 while holding the vertical tail VS, the vertical tail VS naturally rotates in a vertical posture. As described above, the combined gravity center position G of the beam 3 and the vertical tail VS is set. Further, the up-and-down rotation mechanism 5 is configured to release the rotation restricting force applied to the beam 3 after the vertical tail VS rises to a vertical posture.

  For this reason, at the vertical tail coupling height H4 and the like, the vertical tail VS can be finely rotated with a very small force, whereby the vertical tail VS can be reasonably positioned and fixed to the rear fuselage RF. .

  Further, since the vertical tail attachment device 1 is provided with a fall prevention mechanism 9 for waiting the beam 3 at the rear fuselage retracting height H5 higher than the rear fuselage coupling height H4, the beam 3 is placed at the rear fuselage retracting height. The rear fuselage RF can be installed and positioned in the rear fuselage arrangement space S below the vertical tail VS in a state of being kept waiting at the height H5. Since the height of the vertical tail VS is fixed at the rear fuselage retraction height when the rear fuselage RF is installed and positioned, the rear fuselage RF can be positioned safely and reliably.

  Further, in order to move the beam 3 up and down, the lifting and lowering mechanism 5 includes a lifting guide rail 7 for guiding the trunnion shaft 4 of the beam 3 in the Z direction and a pair of lifting bearings mounted on the trunnion shaft 4. 12, an electric hoist 14 (elevating drive unit) for raising and lowering these elevating bearings 12, a rotating guide rail 17 forming an oblique cam, and a rotating guide rail 17 provided at the tip of the trunnion shaft 4. , And a crank lever 20 provided with a guide roller 21 and a link roller 23 guided along. For this reason, it is possible to rotate the vertical tail VS from a substantially horizontal posture to a vertical posture while raising the vertical tail VS with a simple and reliable structure.

  The lifting / lowering rotation mechanism 5 has a rotation mode M1 (see FIG. 8) in which the crank lever 20 is engaged with the rotation guide rail 17 and the rotation function of the trunnion shaft 4 by the rotation guide rail 17 is made effective. The non-rotation mode M2 (see FIG. 9) in which the rotation function is disabled without engaging the crank lever 20 with the rotation guide rail 17 can be selected.

  Therefore, for example, when the vertical tail VS is raised, the rotation mode M1 is selected, and when the beam 3 is lowered after the vertical tail VS is attached to the rear fuselage RF, the non-rotation mode M2 is selected. Can be prevented from rotating unnecessarily when the beam is lowered, and the beam 3 can be lowered in a natural posture.

  Furthermore, since the electric hoist 14 is used as the lifting drive unit, the structure of the lifting drive unit can be simplified, failure can be avoided, and the reliability of the vertical tail attachment device 1 can be improved. The plurality of electric hoists 14 can be easily tuned by eliminating the slack of the wire 15, and the beam 3 can always be raised and lowered in a horizontal posture.

  Also, a first positioning unit 36 that determines the position of the vertical tail carriage 31 and a second positioning unit 40 that determines the position of the rear fuselage carriage 39 that conveys the rear fuselage RF are attached to and detached from the rear fuselage arrangement space S. Since the vertical tail carriage 31 and the rear fuselage carriage 39 are aligned with the first and second positioning parts 36 and 40, the vertical tail carriage 31 and the rear fuselage carriage 39 can be quickly and Positioning can be performed accurately, and the work of attaching the vertical tail VS to the rear fuselage RF can be efficiently performed, and the productivity of the fuselage can be increased.

  It should be noted that the present invention is not limited to the configuration of the above-described embodiment, and can be appropriately modified or improved within a scope not departing from the gist of the present invention. Are also included in the scope of rights of the present invention.

  For example, the shapes and configurations of the tower structures 2F and 2R, the beam 3, the up-and-down rotation mechanism 5 and the like do not necessarily match those of the above-described embodiment, and other shapes and configurations may be considered. . As an example, the elevating drive unit may be a chain drive system using a motor and a chain instead of the electric hoist 14 or a shaft drive system using a motor and a shaft.

  Further, the tower structures 2F and 2R may be configured to be movable on the assembly floor F as long as they can be positioned on the assembly floor F.

1 Vertical tail attachment device 2F, 2R Tower structure 3 Beam (Vertical tail support)
4 trunnion shaft (rotating support shaft)
5 Elevating and rotating mechanism 7 Elevating guide rail 9 Drop prevention mechanism 12 Elevating bearing 14 Electric hoist (elevating drive unit)
15 Wire (rolling member)
17 Rotating Guide Rail 20 Crank Lever 21 Guide Roller 22 Rotating Link 23 Link Roller 31 Vertical Tail 36 First Positioning Unit 39 Rear Fuselage Conveying Cart 40 Second Positioning Unit F Assembly Floor G Vertical Tail Holding Body and Vertical Tail Center of gravity position H4 rear fuselage coupling height H5 rear fuselage retract height M1 rotation mode M2 non-rotation mode RF rear fuselage S rear fuselage placement space S1 transport process S2 vertical tail positioning process S3 attachment process S4 ascending rotation process S5 Rear fuselage positioning step S6 Vertical tail joining step S7 Separating step S8 Unloading step VS Vertical tail X Aircraft longitudinal direction

Claims (8)

A vertical tail attachment device for attaching a vertical tail of an aircraft to a rear fuselage,
A pair of tower structures that are provided on the assembly floor and are erected so as to be opposed to each other in the front-rear direction of the rear fuselage in the rear fuselage arrangement space in which the rear fuselage can be arranged;
A vertical tail which is installed between the tower structures, can be moved up and down along the vertical direction, and can be rotated around an axis along the longitudinal direction of the body, and can be moved up and down while holding the vertical tail. Holding body,
The vertical tail holder is moved up and down along the vertical direction of the tower structure, and is held by the vertical tail holder as the vertical tail holder rises from the lower side to the upper side of the tower structure. An elevating and rotating mechanism for rotating the vertical tail holding body so that the vertical tail is in a vertical posture from a substantially horizontal posture;
An apparatus for mounting a vertical tail of an aircraft, comprising: The vertical tail holder is fixed near the center of gravity of the vertical tail, and when the vertical tail holder is rotatably supported while holding the vertical tail, the vertical tail naturally rotates in a vertical posture. The center of gravity position of the vertical tail carrier and the vertical tail is set to move,
The up-and-down turning mechanism is configured to release a turning restriction force to the vertical tail holding body after the vertical tail rises to a vertical posture. The vertical tail mounting device for an aircraft according to claim 1.   The up-and-down rotation mechanism can raise the vertical tail to a rear fuselage retraction height that is slightly higher than a vertical tail coupling height coupled to the rear fuselage, and at the rear fuselage retraction height, The apparatus for attaching a vertical tail of an aircraft according to claim 1 or 2, further comprising a fall prevention mechanism for preventing the fall. The up-and-down rotation mechanism is
An elevating guide rail that linearly guides a pair of rotation support shafts provided at both ends of the vertical tail supporting body along the height direction of the tower structure;
Elevating bearings respectively mounted on the pair of rotation support shafts;
An elevating drive unit installed on each of the pair of tower structures and elevating the elevating bearing together with the vertical tail holder;
It is provided in the tower structure so as to be along the elevating guide rail, and is inclined with respect to the elevating guide rail in a height direction and a direction orthogonal to the axial direction of the rotation support shaft to form a cam. A rotating guide rail,
A crank lever provided at the end of the rotation support shaft so as to rotate integrally, and provided at its tip with a guide roller guided along the rotation guide rail;
The vertical tail mounting apparatus for an aircraft according to any one of claims 1 to 3, wherein the vertical tail mounting apparatus for an aircraft is provided. The up-and-down rotation mechanism is
A rotation mode in which the rotation function of the rotation support by the rotation guide rail is made effective by engaging the crank lever with the rotation guide rail;
A non-rotation mode in which the rotation function is disabled without engaging the crank lever with the rotation guide rail;
The vertical tail mounting apparatus for an aircraft according to claim 4, wherein: The elevating drive unit is
5. The vertical tail of an aircraft according to claim 4, wherein the vertical tail is an electric hoist that is installed on an upper portion of each of the pair of tower structures and moves the lifting bearing together with the vertical tail holding body via a hoisting member. Mounting device. In the rear fuselage placement space,
A first positioning portion for determining a position of a vertical tail carriage for conveying the vertical tail;
A second positioning unit for determining a position of a rear fuselage transport carriage for transporting the rear fuselage;
The vertical tail attachment device for an aircraft according to claim 1, wherein the device is detachably provided. A vertical tail attachment method for attaching an aircraft vertical tail to the rear fuselage,
A conveying step of conveying the vertical tail to the assembly position in a substantially horizontal posture;
An attachment step for attaching the vertical tail near the center of gravity of the vertical tail to the vertical tail holding body that can be moved up and down along the vertical direction and that can be rotated around an axis along the longitudinal direction of the body,
An ascending and rotating step of rotating while moving the vertical tail holding body to rotate the vertical tail from a substantially horizontal posture to a vertical posture;
A rear fuselage positioning step for positioning the rear fuselage under the vertical tail lifted in a vertical position;
A vertical tail joining step of lowering and joining the vertical tail on the rear fuselage;
Separating the combined vertical tail and the rear fuselage from the vertical tail carrier;
A method for attaching a vertical tail of an aircraft, comprising:

Images