Production system for automatic assembly of vehicle parts and method for controlling the production system

Abstract

The invention relates to a production system (50) for the automated assembly of vehicle components (1), in particular for the automated assembly of structural components of an aircraft or spacecraft (100). The production system (50) includes: a transport component (1) having a state sensor (10), each state sensor (10) being configured to determine state data (12) of the corresponding transport component (1); a positioning unit (2) being configured to clamp the corresponding associated transport component (1) at the mounting point (7) and move the corresponding associated transport component (1) to an assembly position (3); a position measurement system (4) being configured to determine the assembly position (3) of each transport component (1); a force sensor (5) being configured to determine at least one of a reaction force and a torque of each clamped transport component (1) at the mounting point (7) at the assembly position (3); and a computer-based control system (30) being in data communication with the transport component (1), the positioning unit (2), the position measurement system (4) and the force sensor (5), and being configured to control the positioning unit (2) based on the determined state data (12) of the transport component (1), the determined assembly position (3) and the determined reaction force and torque.

Description

Technical Field

[0001] The present invention relates to a production system for the automated assembly of vehicle components and a method for controlling such a production system. In particular, the present invention relates to a production system for the automated assembly of aircraft or spacecraft structural components and a method for controlling such a production system.

[0002] Although generally applicable to the assembly of any type of vehicle or vehicle component, in particular large components of land, air or water vehicles, the invention and the problem on which it is based will be explained in more detail with reference to the assembly of fuselages of commercial passenger aircraft. Background Art

[0003] The fuselage shell of a modern aircraft comprises a metal or composite material, such as carbon fiber reinforced plastic (CFRP), formed as a rigid frame structure of reinforcing elements covered by a skin. The frame structure generally comprises a series of frames bent in the circumferential direction according to the cross-sectional shape of the fuselage, and a plurality of longitudinal stringers or longerons joined to these frames. A typical fuselage shell is divided into individual shell sections in the longitudinal direction, each of which can be assembled individually from smaller shell parts. For example, the rear fuselage section of the fuselage shell can be assembled by circumferentially adjoining two side shell sections (including window openings), a lower shell section, and an upper shell section to form a circumferential shell, and by closing the circumferential shell in the rearward direction with a single smaller tapered tail section.

[0004] The assembly of such shell sections or other large structural components (e.g., passenger floors, cargo floors, etc.) from smaller shell parts is typically controlled by using multiple positioning units that clamp and move the aircraft components so that the individual aircraft components are positioned relative to each other in an iterative process. To this end, the positioning units can be supported by an automatic positioning system, which can in turn include a measurement system, such as a laser tracking system. However, the ultimate control of this iterative process is typically still in the hands of the operator. For example, in the event that a component leaves the predetermined system boundary of the positioning system, the operator may have to intervene in the automatic positioning process. For example, such system boundaries can be defined by acceptable limits of reaction forces on the aircraft component at the mounting point of the positioning unit, which limit indicates the allowable residual stress in the aircraft component. The assembly system can provide information about the reaction forces and current positions of the aircraft components. For example, based on this information, the operator can start another positioning attempt following an alternative trajectory after automatically stopping due to exceeding the reaction force limit. Therefore, there is a need to further automate the entire positioning process (see, for example, US 2016 / 0074926 A1, US 2015 / 0344154 A1, and US 2014 / 0157588 A1). Summary of the Invention

[0005] Against this background, one object of the present invention is to find a solution for improving the automated assembly of large vehicle components.

[0006] This object is achieved by a production system having the features of claim 1 and a method for controlling a production system having the features of claim 10 .

[0007] According to a first aspect of the present invention, a production system for automatically assembling vehicle components is provided. The production system includes vehicle components having status sensors, each status sensor being configured to determine status data of a corresponding vehicle component. The production system also includes a positioning unit configured to clamp corresponding associated vehicle components at an installation point and move the corresponding associated vehicle components to an assembly position. The production system also includes a position measurement system configured to determine the assembly position of each vehicle component. The production system also includes a force sensor configured to determine at least one of a reaction force and a torque of each clamped vehicle component at the installation point at the assembly position. The production system also includes a computer-based control system that communicates data with the status sensors, the positioning unit, the position measurement system, and the force sensors of the vehicle components. The computer-based control system is configured to control the positioning unit based on the determined status data of the vehicle components, the determined assembly position, and the determined reaction force and torque.

[0008] According to a second aspect of the present invention, a production system for automatically assembling vehicle components is provided. The production system includes vehicle components, each of which has a data memory implemented in the vehicle component, the data memory being configured to store status data and identification and configuration data of the corresponding vehicle component. The production system also includes a positioning unit configured to clamp the corresponding associated vehicle components at the installation point and move the corresponding associated vehicle components to an assembly position. The production system also includes a position measurement system configured to determine the assembly position of each vehicle component. The production system also includes a force sensor configured to determine at least one of a reaction force and a torque at the installation point of each clamped vehicle component at the assembly position. The production system also includes a computer-based control system that is in data communication with the data memory of the vehicle components, the positioning unit, and the position measurement system. The computer-based control system is configured to control the positioning unit based on the status data and identification and configuration data of the vehicle components, the determined assembly position, and the determined reaction force and torque.

[0009] According to a third aspect of the present invention, a method for controlling a production system for automatically assembling vehicle components is provided. The method includes clamping each vehicle component at an installation point using a corresponding associated positioning unit. The method also includes moving each vehicle component to an assembly position using the corresponding associated positioning unit. The method also includes determining the assembly position of each vehicle component using a position measurement system. The method also includes determining at least one of a reaction force and a torque of each clamped vehicle component at the installation point using a force sensor at the assembly position. The method also includes determining status data of each vehicle component using a status sensor disposed at each vehicle component. The method also includes communicating data between a computer-based control system and the vehicle component's status sensor, positioning unit, position measurement system, and force sensor. The method also includes controlling the positioning unit using the computer-based control system based on the determined status data of the vehicle component, the determined assembly position, and the determined reaction force and torque.

[0010] According to a fourth aspect of the present invention, a method for controlling a production system for automatically assembling vehicle components is provided. The method includes clamping each vehicle component at an installation point using a corresponding associated positioning unit. The method also includes moving each vehicle component to an assembly position using the corresponding associated positioning unit. The method also includes determining the assembly position of each vehicle component using a position measurement system. The method also includes determining at least one of a reaction force and a torque of each clamped vehicle component at the installation point using a force sensor at the assembly position. The method also includes determining status data and identification and configuration data from a data memory implemented in each vehicle component. The method also includes communicating data between a computer-based control system and the vehicle component's data memory, positioning unit, position measurement system, and force sensor. The method also includes controlling the positioning unit using the computer-based control system based on the determined status data and identification and configuration data of the vehicle component, the determined assembly position, and the determined reaction force and torque.

[0011] One concept of the present invention is to provide and improve the automated assembly of large vehicle components, particularly structural aircraft components, through a network between positioning units for holding and bringing vehicle components to assembly locations and the vehicle components themselves. In aircraft construction in particular, individual vehicle components with complex geometries may need to be carefully oriented relative to one another in three-dimensional space, placing high demands on the positioning process. Due to the nature of vehicle component manufacturing processes, these parts (e.g., CFRP components) can be formed in a highly individual manner. Even when these parts are standardized using computer-aided design (CAD), finite element methods (FEM), or similar methods, some degree of deviation may occur due to process fluctuations, out-of-tolerance issues, raw material aspects, assembly processes, etc., such as in the case of shell parts pre-assembled with frames and / or stringers. Because CAD or FEM data are used in more traditional production systems, they do not always provide a perfect representation of the "true" configuration of the corresponding vehicle component. Any additional knowledge of the "true" and current physical configuration of the vehicle component (e.g., geometry, physical states such as stress or strain, readiness, etc.) during production may help further optimize component handling during assembly.

[0012] The introduction of an interactive network between production system components offers the advantage that the positioning process can be controlled and optimized "online" by a computer-based system, which can alleviate, supplement, or even replace the traditional human operators involved in the production process. To achieve this, the present invention provides a production system in which the relevant system components communicate data with a controlling computer system and, therefore, with each other. To this end, in addition to a certain bandwidth of data communication capabilities, the production system components and the transport components can also have a certain degree of information processing capabilities. To supplement the positioning unit, a sensor system is provided that communicates data with the computer system, allowing the status of the positioning unit and the clamped transport component to be determined at any point in time. As a result, the production system according to the present invention forms a so-called cyber-physical production system, which is a production system composed of physical entities (i.e., the physical production system of the transport components, positioning units, and sensors) controlled and monitored by a computer-based control system. Due to the data link between the physical entities and the computer system, advanced computer-based algorithms can be used to control, regulate, manipulate, and / or optimize various aspects of the assembly process. In addition, the transport components themselves can also provide status data acquired by their respective status sensors, which can then be considered during the positioning of the components (i.e., "online").

[0013] The production system according to the invention provides a measuring system for determining the current position of a transport component in three-dimensional space, i.e., it can provide not only the three-dimensional coordinates of certain reference points, but also take into account the orientation of the component in three-dimensional space. The reaction forces and / or moments of each clamped transport at their mounting points are evaluated by force sensors and transmitted to the control system. In addition, the status data of the transport components are evaluated by status sensors and transmitted to the control system. Therefore, the mechanical loads, stresses, strains, etc. of each transport component can be analyzed at any point in time, and based on this and the current position of the transport component, the control system can prompt the positioning unit to move the transport component. Therefore, even for the assembly of large and complex structural components of aircraft and / or spacecraft, a self-optimizing, semi-autonomous or fully autonomous assembly system can be formed.

[0014] According to the present invention, a vehicle component can be clamped and moved by a single positioning unit or by several such units in unison. For example, a large, elongated fuselage section of a passenger aircraft can be clamped by multiple positioning units arranged along the longitudinal axis of the component. These positioning units are thus mechanically connected via the vehicle component to be positioned. A single positioning unit can be equipped with one or more clamping devices, such as one or more clamping arms, and can thus simultaneously clamp and / or hold a vehicle component at multiple mounting points.

[0015] The production system and method according to the present invention improve and stabilize the production quality of particularly large and complex vehicle components, and, as appropriate, highly independent vehicle components. The time from design to actual production and production costs for all process steps can be significantly reduced. The production system according to the present invention provides an integrated, intelligent, digitally organized production process in which the physical components of the production system can be intelligently linked to each other and to the vehicle components. These provisions provide significant advantages over conventional production systems, in which vehicle components remain largely passive and do not actively participate in the system by, for example, providing status information during assembly in an online manner as in the present invention. Although some conventional systems use digital representations of vehicle components, for example, in the form of CAD models or FEM models, active feedback from the components obtained by sensors is generally not considered. In the present invention, all structural components of an aircraft (e.g., fuselage shells, boxes, wings, vertical tails, fuselage sections, etc.) can be integrated into the production system as active components in a digital environment, so that the status information of these components can be used in situ to support autonomous and self-optimizing production and assembly processes.

[0016] Advantageous embodiments and developments of the invention can be found in the dependent claims.

[0017] According to an embodiment of the present invention, a production system may be configured for the automated assembly of structural components of an aircraft or spacecraft.Thus, the method may be used to assemble structural components of an aircraft or spacecraft.

[0018] According to an embodiment of the present invention, a computer-based control system includes a multi-agent system that includes a positioning agent. The computer-based control system can be configured to actively control each positioning unit through an associated positioning agent. Therefore, each positioning unit can actively link to an associated positioning agent. The positioning agent can be provided in particular as a software agent. Today, network technology is widely used in industry. However, the information processing capabilities of current production system components are quite limited in terms of computing power and data access to central or distributed sources such as product model data and process plan data. In addition, some members in the processing chain may not have any data processing capabilities at all, for example, product or transport components that need to participate in the production system's communication network. To address this shortcoming, a digital representation of the production system can be provided to form a flexible communication channel between all relevant production system components through the digital representation. The digital representation can be composed of virtual representations of the relevant components of the physical production system. Each virtual production system component can be linked to its physical counterpart to receive or send information to each other. In order to (self-)optimize the production process by exchanging and processing information, communication and information processing can be performed in the digital representation. To this end, each virtual production system component can be represented as a software agent within the multi-agent system. Optionally, data access to the database can also be achieved through the communication capabilities of the multi-agent system. Through the communication channel between the physical production system components and the virtual representation, information from the production system components (e.g., sensor values) can be taken into account for information processing in the linked agent. The actions processed by the agent can also be initiated at the physical production system component via the data link. Communication between production system components can be performed through communication between agents. With this technical approach, even traditional production system components with limited data communication bandwidth and information processing capabilities can be converted into more sophisticated production systems. Therefore, in summary, the network between production system components, in particular between positioning units, can be achieved through the digital representation of the assembly system in the form of a multi-agent system.

[0019] The multi-agent system can also include a vehicle component agent. The computer-based control system can be configured to actively control each vehicle component through an associated vehicle component agent. Therefore, each vehicle component can be actively linked to an associated vehicle component agent. In particular, the vehicle component agent can be provided as a software agent. Based on status data and the identification and configuration data of the corresponding vehicle component, each vehicle component can be actively linked to an associated vehicle component agent. To this end, the system can read the identification and configuration data of each vehicle component in situ, for example, with the help of a unique ID number of an identification tag, such as a Bar / QR tag, an RFID tag, etc. Based on the unique ID number, the identification and configuration data can be provided from a database, AD data (computer-aided design (CAD)), etc. In addition, the status sensors of the vehicle components provide the status data of the vehicle components, which can be retrieved by the computer-based control system through each associated vehicle component agent. In such an embodiment, even the vehicle components themselves are integrated into the software representation of the production system because they have network capabilities. The computer-based control system can actively control the vehicle components through the vehicle component agents associated with them. For example, a computer-based control system may prompt a status sensor to read and / or determine certain status data, such as physical parameters of the vehicle component itself or its surroundings.

[0020] According to an embodiment of the present invention, each vehicle component can communicate data with a data memory. The data memory can be configured to store status data. The data memory can also be configured to store identification and configuration data of the corresponding vehicle component. Therefore, the vehicle component can be provided with a device that links the vehicle component, in particular its status sensor, to an external database, in which all data provided by the status sensor and additional data can be stored. For example, access to the data memory can be a wireless link such as Bluetooth, NFC (near field communication) or a wired connection or any other appropriate communication means.

[0021] The data storage device can be implemented in the corresponding vehicle component. In this embodiment, the vehicle component itself can therefore carry all relevant information. Therefore, the vehicle component can be provided with embedded sensors and embedded data storage devices throughout the entire production process. The data storage device can be provided in the form of a readable and / or writable active data storage device (for example, an active or passive RFID chip, a SMART tag, a solid-state memory, or the like).

[0022] According to an embodiment of the present invention, the status data may include at least one of load data, stress data, strain data, structural health data, proximity data, and environmental data. Depending on the specific use case, various status data may be included:

[0023] - Overall CAD model data corresponding to each vehicle component and actual deviations from the nominal model;

[0024] - Overall static and flexible FEM model data corresponding to the individual vehicle components and actual deviations from the nominal model;

[0025] - Overall dimensional model of each vehicle component (stress, static, etc.) and actual deviations from the nominal model;

[0026] - Estimated weight and actual weight;

[0027] - Actual assembly status (completed, in progress, open non-conformities, etc.);

[0028] - Information about the fiducial references of the various parts (e.g., location of physical embedding reference points, etc.);

[0029] - Measurement reports (3-D and 2-D);

[0030] -Non-destructive testing report;

[0031] - Information from sensors such as load cells, structural health monitoring systems, strain gauges or strain gauges, sensors for environmental conditions (e.g., temperature and humidity, UV or IR radiation, salinity, etc.), and other sensors that may be embedded in the vehicle component itself (e.g., smart glass fibers embedded in the joints of CFRP panels, etc.) or that may be applied to the surface of the vehicle component, embedded in planes between CFRP / GLARE layers, or installed in pre-drilled holes in the vehicle component, etc.;

[0032] - drawings (frontier drawings, individual section drawings, etc.);

[0033] -Instructions (technical description, working instructions, test instructions, etc.);

[0034] - Life cycle data sheet (from manufacturing to end of life);

[0035] -Logistics-related information (handling instructions, etc.);

[0036] - Recycling information (material data sheets, etc.);

[0037] -etc.

[0038] The data storage can generally be used as a "self-updating life data table" that includes information about the current physical condition of the vehicle component, assembly progress status (unfinished work, remaining work steps, etc.), concessions (type, status, location, etc.), etc. This data can then be used in real time by the production system (i.e., computer-based control system) to improve and speed up the entire production process.

[0039] According to an embodiment of the present invention, the state sensor may include at least one of a force sensor, a stress gauge, a strain gauge, a structural health monitoring sensor, a proximity sensor, and an environmental sensor. The state sensor may be integrated into a transport component (e.g., in the form of an embedded state sensor) and / or may be applied to the surface of a transport component (or placed in a recess such as a pre-drilled hole). The state sensor may be directly connected to a data storage device provided with the transport component. Alternatively or additionally, the state sensor may be connected to an external database, etc. For example, the state sensor may be configured to evaluate the current physical condition of the transport component. To this end, the state sensor may be formed as an environmental sensor, such as a temperature sensor (related to many production process steps and / or aspects (e.g., storage time, adaptability, drilling process, brittleness of the material, chemical treatments such as sealing, edge protection, caulking, painting, etc.)) or a humidity sensor (related to many production process steps and / or aspects (e.g., chemical treatments such as sealing, edge protection, painting, etc.)). The state sensors may be configured as stress gauges and / or strain gauges (associated with a number of production process steps and / or aspects, such as general handling, twisting, bending, pushing / pulling, gap closure, minimizing built-in stresses in general, etc.). The state sensors may be configured as proximity sensors to improve transportation and handling during assembly, i.e., to minimize gaps between two components or other devices. The state sensors may be configured as structural health monitoring sensors to reduce non-destructive testing (NDT) workload, for example, in the form of accelerometers placed on or in a transport component to detect impact or other damage. For example, in the case of a CFRP transport component, the component may include a plurality of piezoelectric transducers to assess impact damage by actuating the transport component and sensing elastic wave propagation in the composite structure of the transport component. The state sensors may acquire metrological data (measurement reports, any deviations from nominal values, etc.). For example, a CFRP component may inform a computer-based control system that an impact has occurred during use. Thus, the state data assessed by the state sensor may be transmitted to the computer-based control system in real time.

[0040] According to embodiments of the present invention, the force sensor may comprise a load cell or the like mounted on the positioning unit. In one embodiment, for example, the positioning unit may be equipped with a clamp and / or clamping arm to which the load cell may be connected. Each load cell may generate an electrical signal whose magnitude is proportional to the force or torque being measured. Different technologies may be used, such as piezoelectric, hydraulic, or pneumatic load cells. The load cell may provide information about the force and / or torque at the mounting point of the positioning unit on the vehicle component, which in turn may be used to correct the position and / or trajectory of one or more vehicle components in three-dimensional space. Force and torque data may be applied locally to each associated positioning unit. Alternatively or additionally, the force and torque data may be used collectively by exchanging this data between positioning units or by simultaneously optimizing the overall position of the vehicle components by considering several or all positioning units. This data may also be used to minimize loads (e.g., internal stress or strain within a component) or to add additional load within the allowable range of one or more components in order to push each component into a perfect position or close a gap between two or more components.

[0041] According to embodiments of the present invention, the position measurement system may include a laser tracker or similar instrument, such as a photogrammetry system, lidar, or laser scanner. Laser trackers or tracking interferometers are particularly well-suited for the assembly of large aircraft components because these instruments can accurately measure large objects at distances of several meters with submillimeter accuracy. To this end, the laser tracker can be positioned on the ground several meters away from the vehicle component, with an unobstructed view of the vehicle component.

[0042] According to an embodiment of the present invention, each positioning unit may be controlled depending on a deviation of the determined assembly position of the corresponding vehicle component from the nominal assembly position of the corresponding vehicle component.

[0043] According to an embodiment of the present invention, the positioning units can be centrally controlled so as to minimize the deviation of the determined assembly position of the transport component from the nominal assembly position of the transport component. Thus, two or more positioning units can be controlled together. For example, two or more adjacent positioning units that hold a large transport component together can be controlled and manipulated in a coordinated manner. However, in principle, all positioning units of one or more assembly systems can be controlled and optimized together as a group. For example, two essentially separate assembly systems can interact via a control system so that certain control algorithms optimized and trained on one of the two assembly systems can also be used for the other assembly system. One of the many advantages of the present invention is that all positioning units are data-linked to the control system so that the scheduling and execution of control commands can be implemented solely on a software basis within the control system. Therefore, no additional or disproportionately large amount of additional work is required to jointly control all positioning units of an assembly system.

[0044] According to an embodiment of the present invention, deviations can be minimized by taking into account the determined state data of the transport component and the determined reaction forces and moments of the transport component at the installation point. For example, the automated assembly of major aircraft components composed of CFRP poses certain challenges. Due to the production process of the CFRP components, the accuracy of the geometric shape itself may have a wider tolerance band, so that theoretical positioning data from CAD data or the like may not be sufficient to drive the assembly process. In order to ensure that the residual stresses in the assembled components remain well below certain limits, the positioning can be controlled so that the reaction forces and moments at the installation point are kept below certain limits. The final position or nominal position of the assembled component can be an appropriate balance between reaction forces and positioning accuracy.

[0045] According to embodiments of the present invention, deviations can be minimized by taking into account the determined state data of vehicle components and the determined reaction forces and moments of the vehicle components at the mounting points. Using a neural network, the system can "learn" from previous positioning activities by creating self-learning behavioral models of individual system components, which can then be used in subsequent or future positioning activities to automatically perform appropriate manipulations. For example, a neural network can be trained based on input data from an assembly system controlled by an operator. Alternatively or additionally, the neural network can be trained based on test runs using predetermined vehicle components. Because appropriate behavioral models can be determined empirically, neural networks offer numerous advantages, particularly for complex assembly systems, such as those involving major aircraft components made of non-isotropic materials. To develop a neural network-based behavioral model, an analytical understanding of the detailed physics involved is not required. A detailed analytical understanding of the processes involved may be impractical or impossible due to nonlinear aspects. However, a neural network can be adapted to such processes by training based on numerous datasets from previous positioning activities or training data derived from predetermined motion sequences. In order to define reusable behavioral models, it may be advantageous to classify various positioning situations based on the clamping position relative to each vehicle component. For example, due to a larger number of reinforcement components (radial structural frames), an aircraft component may have a much higher local stiffness near the door opening than at other clamping positions, where the aircraft component may only be equipped with axially oriented local reinforcements (stringers). The classified behavioral model with a neural network can be used as a control instance to correct the nominal positioning trajectory based on data generated during the positioning process (including reaction force vectors, reaction torque vectors, distance vectors between adjacent clamps, reaction force and torque vectors from adjacent clamps, etc.). Based on the appropriate classification of positioning situations, the behavioral model can be reused in similar positioning situations. Each positioning process may help improve the appropriately defined neural network of any subsequent positioning process until a theoretical optimum is reached. The classification of positioning situations can depend on the capabilities of the positioning unit, for example, its clamping arm, clamping area, degrees of freedom, etc. In this way, the positioning process can be represented by a control loop. The control components in the loop can be based on a neural network representing the local system behavior at each individual positioning unit. The system behavior describes the nonlinear relationship between the reaction force vector, position deviation, form deviation, and the deviation between the nominal and actual clamping position.

[0046] Furthermore, a neural network connected to a cyber-physical system representing the entire assembly system through several agents can support the initial startup operations of new assembly sites that have been added to the assembly system by using operations that have been learned from already implemented sites performing the same or similar tasks.

[0047] Furthermore, a neural network connected through several agents to a cyber-physical system representing an entire assembly system of two or more identical or similar assembly sites can reduce setup and processing time by transferring learned operations between control systems of sites performing the same or similar tasks. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The present invention will be explained in more detail with reference to exemplary embodiments depicted in the accompanying drawings.

[0049] The accompanying drawings are included to provide a further understanding of the present invention and are incorporated into and constitute a part of this specification. The accompanying drawings illustrate embodiments of the present invention and, together with the description, serve to illustrate the principles of the present invention. Other embodiments of the present invention and many of the expected advantages of the present invention may be better understood by referring to the following detailed description. The elements of the drawings are not necessarily to scale relative to each other. In the drawings, unless otherwise indicated, identical reference numerals denote identical or functionally identical components.

[0050] Figure 1a 、 Figure 1b A perspective view schematically showing the assembly of fuselage sections of an exemplary aircraft ( Figure 1a The exploded view and Figure 1b (Assembly diagram in ).

[0051] Figure 2 A flow chart showing a method for controlling a production system for automatically assembling vehicle components according to an embodiment of the present invention is shown.

[0052] Figure 3 Schematic diagram showing the Figure 2 A production system for automatically assembling vehicle components according to an embodiment of the present invention.

[0053] Figure 4a 、 Figure 4b A production system for the automated assembly of vehicle components according to a further embodiment of the present invention is schematically shown.

[0054] Although specific embodiments are shown and described herein, those skilled in the art will recognize that various alternatives and / or equivalent implementations may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. In general, this application is intended to cover any modifications or variations of the specific embodiments discussed herein. DETAILED DESCRIPTION

[0055] Figure 1a and 1bSchematically illustrates a perspective view of the assembly of fuselage sections of an exemplary aircraft 100 (eg, a commercial airliner). Specifically, Figure 1a The rear fuselage section of the fuselage shell of an aircraft 100 is shown in an exploded view. The rear fuselage section is assembled from a plurality of smaller vehicle components 1, including two side shell parts (including window openings and door openings), a lower shell part, an upper shell part, a passenger floor and a tapered tail section, for example, the smaller vehicle components 1 being made of metal, metal alloys and / or composite materials (for example CFRP, etc.). The shell parts are circumferentially adjoined around the passenger floor to form a circumferential shell, which is then closed in the rearward direction using the tapered tail section. The assembly of these vehicle components 1 is carried out in Figure 1b . The assembly process can be performed by the method and production system according to the embodiments of the present invention to be described below. However, it is clear to a person skilled in the art that the method and production system according to the present invention can be used to assemble and manufacture many other types of transport vehicles or transport vehicle components that have a shape or configuration that is different from the examples shown. For illustrative purposes only, Figures 1 to 4 show the assembly of the rear fuselage section of a passenger aircraft. In principle, the embodiments of the method and production system to be described below can be used not only for the assembly of passenger aircraft or passenger aircraft sections, but also for general applications in the transport industry, such as for land, water or air transport. However, the embodiments of the invention described herein are particularly advantageous for the assembly of large transport vehicle components 1, in particular structural components of aircraft 100.

[0056] Figure 2 A flow chart of a method M for controlling a production system 50 for automatically assembling a vehicle component 1 according to an embodiment of the present invention is shown. Figure 3 Describes the use Figure 2 A production system 50 for the automatic assembly of vehicle components 1 according to an embodiment of the invention is provided with a method M. The method M comprises, in M1, clamping each vehicle component 1 at a mounting point 7 using a correspondingly associated positioning unit 2. For this purpose, each positioning unit 2 is equipped with one or more clamping arms or the like, by means of which the positioning unit 2 can be attached to the vehicle component 1 at the mounting point 7 so that the vehicle component 1 can be further processed. The vehicle component 1 can be clamped by a single positioning unit 2 or by a plurality of positioning units 2. Figure 3 In the exemplary depiction of , two vehicle components 1 are shown, each of which represents a side section of the fuselage of a passenger aircraft, for example, Figure 1a and Figure 1b Each side portion is clamped by two positioning units 2 arranged along the longitudinal axis of the component, so that the positioning units 2 are mechanically connected through the side portion to be positioned. However, a person skilled in the art will readily recognize that Figure 3Many other variations of the arrangement depicted in the drawings are also encompassed by the present invention. For example, each vehicle component 1 can equally well be clamped by a single positioning unit 2 or by more than two positioning units 2. Each positioning unit 2 can be provided with one or more clamping devices, for example, clamping arms or the like, and can thus simultaneously clamp and / or hold a vehicle component 1 at multiple mounting points 7.

[0057] Still refer to Figure 2 and Figure 3 The method M further comprises, in M2, moving each vehicle component 1 into an assembly position 3 using a correspondingly associated positioning unit 2. To this end, the positioning units 2 can, for example, be mounted on guide rails that allow them to be moved into specific directions. Furthermore, the clamping devices of the positioning units 2 can be configured to be moved into different spatial directions in order to change the position, orientation, inclination, etc., of the vehicle component 1. In this way, the vehicle component 1 can be moved from one assembly position 3 to another assembly position 3', which can, for example, be the nominal assembly position 3'.

[0058] As a further step, method M comprises determining in M3 the assembly position 3 of each transport component 1 using a position measurement system 4. For example, the position measurement system 4 can be a laser tracker or similar tracking interferometer, a photogrammetric system or any other measurement system suitable for the use case at hand (i.e., in this case, the assembly of large aircraft components). Method M also comprises determining in M4 the reaction force and / or torque of each clamped transport component 1 at the mounting point 7 at the assembly position 3. A force sensor 5 can be mounted on the positioning unit 2 near the mounting point 7 and can be connected to a clamp or clamping arm. The force sensor 5 can comprise a piezoelectric, hydraulic, pneumatic or mechanical load cell or other suitable device capable of providing a signal whose magnitude is proportional to the measured force or torque. The force sensor provides information about the force and / or torque of the positioning unit 2 at the mounting point 7 of the transport component 1. The corresponding reaction force and torque data can then be used to correct the position and / or trajectory of one or more transport components in the spatial dimension. The force and torque data can be used locally for each associated positioning unit 2 and / or globally by taking into account the corresponding data of adjacent positioning units 2 or, for example, all other positioning units 2 .

[0059] Still refer to Figure 2 and Figure 3Method M further includes, in M5, determining state data 12 for each vehicle component 1 using a state sensor 10 disposed at each vehicle component 1. Each state sensor 10 is configured to determine the state data 12 of the corresponding vehicle component 1. The state data 12 may include at least one of load data, stress data, strain data, structural health data, proximity data, and environmental data. The state sensor 10 may include at least one of a load cell, a strain gauge, a strain gauge, a structural health monitoring sensor, a proximity sensor, and an environmental sensor. For example, one or more state sensors 10 may be configured as environmental sensors, such as temperature or humidity sensors, to monitor and ensure that environmental conditions meet all possible requirements. In another example, one or more state sensors 10 may be configured as proximity sensors to optimize handling during the assembly process and avoid collisions with other vehicle components 1 and / or other components of the production system 50. One or more state sensors 10 may further be configured as structural health monitoring sensors, such as in the form of acceleration sensors integrated into the vehicle component 1 for detecting impact or other damage. One or more state sensors 10 can be further configured as load cells, strain gauges, or strain gauges, etc., to provide information on loads, strains, or stresses, or total forces and / or moments, at or within the vehicle component 1, for example, particularly at the mounting point 7 of the positioning unit 2. Due to these configurations, each vehicle component 1 can be informed of shocks, sudden load overloads, and / or critical stresses or strains occurring during use. The state data 12 evaluated by the state sensors 10 can be communicated in real time to improve production processes.

[0060] Each vehicle component 1 includes a data storage device 11 that communicates with the status sensor 10. The data storage device 11 is configured to store status data 12 and identification and configuration data 13 for the corresponding vehicle component 1. In addition to data communication capabilities with a certain bandwidth, each vehicle component 1 is also equipped with a certain level of information processing capability, that is, network capabilities. Therefore, the vehicle component 1 can not only carry relevant information for the production process, but also evaluate and transmit status data 12 that may be helpful for production. The data storage device 11 can be provided in the form of a readable and / or writable active data storage device, such as an active or passive RFID chip, a SMART tag, a solid-state memory, or a similar device. Thus, the data storage device 11 can function as a self-updating data table containing information about the configuration and current physical condition of the vehicle component 1, as well as the status of the assembly progress. The production system 50 can then use this data in real time to improve and accelerate the overall production process. Alternatively or additionally, the data storage device 11 can also be located external to the vehicle component 1. In this case, the vehicle component 1 can be provided with a device that links the vehicle component 1 to the data storage device 11.

[0061] In this sense, the vehicle component 1 itself is integrated as an "active component" in the production system 50 in a similar manner to the positioning unit 2. The positioning unit 2, the position measuring system 4, the force sensor 5, the vehicle component 1, etc. form a physical production system 9. The physical production system 9 is embedded in and controlled by the computer-based control system 30. Accordingly, the method M also includes in M6 a data communication between the computer-based control system 30 and the vehicle component 1 (including the state sensor 10 and the data memory 11), the positioning unit 2, the position measuring system 4 and the force sensor 5. The data exchange itself is carried out in Figure 3, illustrated by arrows connecting the various components of the physical production system 9 to the computer-based control system 30. The connections themselves can be wireless or cable-based, or can rely on any other suitable networking and data exchange technology. The physical production system 9 and the computer-based control system 30 together form a production system 50 in the form of a cyber-physical production system, i.e., a system composed of physical entities controlled and monitored by a computer-based system based on computer algorithms. More specifically, the computer-based control system 30 includes a software-based multi-agent system 20 having multiple software agents that interact with corresponding entities in the physical environment. The multi-agent system 20 serves as a digital representation of the physical production system 9. In particular, the multi-agent system 20 of this embodiment includes software locating agents 22, each of which is actively linked to an associated locating unit 2. The locating agents 22 and locating units 2 are actively linked in the sense that the computer-based control system 30 can actively control the locating units 2 via the locating agents 22, and the locating units 2 can, in turn, interact with the computer-based control system 30. To this end, in addition to data communication capabilities of a certain bandwidth, the locating units 2 may also have a certain level of information processing capabilities. The multi-agent system 20 also includes vehicle component agents 21 (also represented as agents within the multi-agent system 20) that together form a production model 24 of the vehicle, with each vehicle component 1 actively linked to an associated vehicle component agent 21. A specific vehicle component 1 can be identified by means of identification and configuration data 13 stored in its data storage 11. For example, this data may include a unique ID number, etc. Using this unique ID number, relevant product and configuration data 13 can be assigned to that specific vehicle component 1, which then defines the relevant vehicle component agent 21 for the digital representation of the multi-agent system 20. To this end, a computer-based control system 30 can be connected to a corresponding database 8, etc. Thus, the vehicle component 1 is actively linked to the associated vehicle component agent 21 in the sense that the vehicle component 1 can be actively controlled by the computer-based control system 30, for example, the status sensor 10 can be read or controlled and can transmit corresponding status data 12. In addition, the computer-based control system 30 can indirectly control or move the vehicle component 1 via the positioning unit 2 connected to the corresponding positioning agent 22.

[0062] Furthermore, the method M also comprises, in M7, controlling the positioning units 2 using a computer-based control system 30 based on the determined state data 12 of the vehicle component 1, the determined assembly position 3 and the determined reaction forces and / or moments. More specifically, each positioning unit 2 can be controlled based on a deviation of the determined assembly position 3 of the corresponding vehicle component 1 from the nominal assembly position 3' of the corresponding vehicle component 1. Furthermore, a plurality or all positioning units 2 can be controlled together to minimize and / or otherwise optimize the deviation of the determined assembly position of the vehicle component 1 from the nominal assembly position 3' of the vehicle component 1. In particular, the deviations can be minimized and / or optimized taking into account the determined state data 12 and the determined reaction forces and / or moments of the vehicle component 1 at the mounting point 7. To this end, the computer-based control system 30 can include or be connected to a simulation model 6, for example, based on a neural network 23, which can, for example, represent the behavior of each positioning unit 2 and the vehicle component 1.

[0063] The improved automated assembly system according to the invention is based in particular on the following features: automated assembly optimization via a network between the transport component 1 and the positioning unit 2 within the production system 50; networking between the transport component 1 and the positioning unit 2 via a digital representation of the physical production system 9 in the form of a multi-agent system 20; implementation of the transport component 1 as an active component in the assembly system; and assembly optimization via a machine learning process or simulation model, in particular a neural network 23. In conventional assembly or production systems, decisions for manipulating the positioning process are still largely handled by the operator. The present invention follows a new approach by allowing the system to "learn" from previous positioning activities by creating self-learning behavior models of the individual positioning system components. This behavior model of the system components can be used for future positioning activities in order to automatically perform the correct manipulation. Advanced computer algorithms can be utilized within the digital representation of the physical production system 9. Furthermore, for example, the production system 50 will organize negotiations between agents, such as minimizing deviations from nominal positions while maintaining loads, stresses, and strains below lower limits or optimizing a set of various parameters for the overall production process, so as to adjust the shape and position of each individual vehicle component 1 according to preferred parameters or given conditions, thereby finding the "best" way to save and shorten design-to-production time, minimize built-in stresses, and avoid cracks, local overloads, or other assembly problems. The components of the production system 50 can also interact with "smart tools," such as assembly robots for painting, drilling, etc., so that they are actively included in a self-optimizing multi-agent-based control system, where the smart tools take into account relevant feedback from the vehicle components 1 and embedded sensors. In this way, many other processes can be transferred and optimized through appropriate algorithms, such as manufacturing processes (autoclave cycles, non-destructive testing, etc.), assembly processes (drilling, riveting, etc.), surface treatment processes (starting, painting, etc.), handling processes (internal or external transportation, etc.), logistics processes (part positioning, etc.), structural health monitoring, or (in-situ) repair processes, etc.

[0064] Various modifications and variations of the present invention will become apparent to those skilled in the art. Figure 4a and Figure 4b Two examples are given which schematically illustrate a production system 50 for the automated assembly of vehicle components 1 according to further embodiments of the present invention. Figure 4a A single assembly system is shown with one physical production system 9, which includes a vehicle component 1, a position measurement system 4, and a positioning unit 2 controlled by a computer-based control system 30. The vehicle component 1, the position measurement system 4, and the positioning unit 2 interact with each other and with the computer-based control system 30. Based on a dedicated machine learning algorithm running on the computer-based control system 30, the production system 50 can learn the assembly process and optimize the positioning process based on this. Figure 4bHere, two physical production systems 9 (for example, each of which is configured as Figure 4a The two physical production systems (in the assembly process) are connected to each other via a computer-based control system 30 and are jointly controlled. In principle, the individual components of the two physical production systems 9 can exchange data directly with each other. Thus, the two assembly stations can learn the assembly process together or individually and optimize the positioning process accordingly.

[0065] In the preceding detailed description, various features have been grouped together in one or more examples for the purpose of simplifying the present disclosure. It should be understood that the above description is intended to be illustrative and not restrictive. It is intended to encompass all alternatives, modifications, and equivalents. Many other examples will be apparent to those skilled in the art upon reading the above description.

[0066] The embodiments were chosen and described in order to best explain the principles of the invention and its practical application, thereby enabling others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. Many other examples will be apparent to those skilled in the art after reading the above description.

[0067] Reference Signs List

[0068] 1. Transport vehicle parts

[0069] 2 Positioning unit

[0070] 3 Assembly position

[0071] 3' nominal assembly position

[0072] 4 Position measurement system

[0073] 5 Force sensor

[0074] 6 Simulation Model

[0075] 7 Mounting Points

[0076] 8 Database

[0077] 9 Physical Production System

[0078] 10 Status Sensor

[0079] 11 Data Storage

[0080] 12 Status data

[0081] 13 Identifying and configuring data

[0082] 20 Multi-agent system

[0083] 21 Transportation Parts Agent

[0084] 22 Positioning Agent

[0085] 23 Neural Networks

[0086] 24 production models

[0087] 30 Computer-based control systems

[0088] 50 Production System

[0089] 100 aircraft

[0090] M-method

[0091] M1 Method Steps

[0092] M2 Method Steps

[0093] M3 Method Steps

[0094] M4 Method Steps

[0095] M5 Method Steps

[0096] M6 Method Steps

[0097] M7 Method Steps

Claims

1. A production system (50) for automatically assembling a vehicle component (1), the production system (50) comprising: A vehicle component (1) having a status sensor (10), each status sensor (10) being configured to determine status data (12) of the corresponding vehicle component (1); a positioning unit (2) configured to clamp the respectively associated vehicle component (1) at a mounting point (7) and to move the respectively associated vehicle component (1) into an assembly position (3); a position measurement system (4) configured to determine the assembly position (3) of each vehicle component (1); a force sensor (5) configured to determine at least one of a reaction force and a moment of each clamped vehicle component (1) at the mounting point (7) in the assembly position (3); as well as A computer-based control system (30) is in data communication with the state sensor (10) of the vehicle component (1), the positioning unit (2), the position measurement system (4) and the force sensor (5), and is configured to control the positioning unit (2) based on the determined state data (12) of the vehicle component (1), the determined assembly position (3) and the determined reaction forces and moments.

2. The production system (50) according to claim 1, wherein: The computer-based control system (30) includes a multi-agent system (20) including positioning agents (22), the computer-based control system (30) being configured to actively control each positioning unit (2) through an associated positioning agent (22).

3. The production system (50) according to claim 2, wherein: The multi-agent system (20) further includes a vehicle component agent (21), the computer-based control system (30) being configured to actively control each vehicle component (1) via the associated vehicle component agent (21).

4. A production system (50) according to any one of the preceding claims, wherein: Each vehicle component (1) is in data communication with a data memory (11), which is configured to store the status data (12) and identification and configuration data (13) of the corresponding vehicle component (1).

5. The production system (50) according to claim 4, wherein: The data memory (11) is implemented in the corresponding vehicle component (1).

6. The production system (50) according to any one of claims 1 to 3, wherein: The state data (12) includes at least one of load data, stress data, strain data, structural health data, proximity data and environmental data.

7. The production system (50) according to any one of claims 1 to 3, wherein: The state sensor (10) includes at least one of a load cell, a stress gauge, a strain gauge, a structural health monitoring sensor, a proximity sensor, and an environmental sensor.

8. The production system (50) according to any one of claims 1 to 3, wherein: The force sensor (5) comprises a load cell mounted on the positioning unit (2).

9. The production system (50) according to any one of claims 1 to 3, wherein: The position measurement system (4) includes a laser tracker.

10. The production system (5) according to any one of claims 1 to 3, wherein: The production system (50) is used for automatically assembling structural components of an aircraft or spacecraft (100).

11. A method for controlling a production system (50) for automatically assembling vehicle components (1), the method comprising: clamping each vehicle component (1) at a mounting point (7) using a correspondingly associated positioning unit (2); moving each vehicle component (1) into an assembly position (3) using said respectively associated positioning unit (2); determining the assembly position (3) of each vehicle component (1) using a position measurement system (4); determining at least one of a reaction force and a moment of each clamped vehicle component (1) at the mounting point (7) using a force sensor (5) at the assembly location (3); determining status data (12) of each vehicle component (1) using a status sensor (10) provided at each vehicle component (1); Data communication is performed between a computer-based control system (30) and the state sensor (10), the positioning unit (2), the position measurement system (4) and the force sensor (5) of the vehicle component (1); as well as The positioning unit (2) is controlled using the computer-based control system (30) based on the determined state data (12) of the vehicle component (1), the determined assembly position (3) and the determined reaction forces and moments.

12. The method according to claim 11, wherein The computer-based control system (30) actively controls each positioning unit (2) via an associated positioning agent (22) within a multi-agent system (20) of the computer-based control system (30).

13. The method according to claim 12, wherein: The computer-based control system (30) actively controls each vehicle component (1) through an associated vehicle component agent (21) within the multi-agent system (20).

14. The method according to any one of claims 11 to 13, wherein The positioning units (2) are jointly controlled to minimize a deviation between a determined assembly position (3) of the vehicle component (1) and a nominal assembly position (3') of the vehicle component (1).

15. The method according to claim 14, wherein The deviation is minimized by taking into account determined state data (12) of the vehicle component (1) and determined reaction forces and moments of the vehicle component (1) at the mounting point (7).

16. The method according to claim 14, wherein The deviation is minimized based on a neural network (23) which represents the behavior of the vehicle component (1) and the positioning unit (2).

17. The method according to any one of claims 11 to 13, wherein: The production system (50) is used for automatically assembling structural components of an aircraft or spacecraft (100).

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