Cooperative control method of positioning components for fully active attitude adjustment and docking of large aircraft sections

Abstract

The present invention discloses a method for collaborative control of positioning components suitable for fully active attitude adjustment and docking of large sections of an aircraft. The method comprises the following steps: during the fully active attitude adjustment and docking, monitoring the spatial vector forces exerted on each positioning component; checking whether the spatial vector forces exerted on any positioning component exceed a maximum force threshold; if not, continuing the fully active attitude adjustment and docking; if so, executing the following motion compensation steps; selecting a reference positioning component and calculating an interpolation speed used to compensate for the spatial vector forces exerted on the reference positioning component as a unit speed; calculating the interpolation speeds of other positioning components based on the unit speed; and synchronously controlling the compensatory motions of each positioning component. The present invention implements collaborative control of positioning components based on stress monitoring, vector fitting results of corresponding stresses, and an interpolation algorithm, thereby enabling automatic stress release of large sections of an aircraft during the fully active attitude adjustment and docking process. The method also has the advantages of high execution efficiency and simple operator operation.

Description

Technical Field

[0001] The present invention relates to attitude adjustment and docking of large aircraft sections, especially to a scenario of full-active attitude adjustment and docking of large aircraft sections, and in particular to a collaborative control method of positioning components suitable for full-active attitude adjustment and docking of large aircraft sections. Background Art

[0002] During the assembly or fitting of large aircraft sections, precise control of the alignment and docking process is crucial. Its primary purpose is to keep the large aircraft section in a minimally stressed state throughout the alignment and docking process, thereby preventing direct damage to the main structure of the aircraft section or a reduction in service life due to stress. Large aircraft sections generally refer to larger components of the aircraft before riveting, including the nose, forward fuselage, mid-fuselage, wings, mid-rear fuselage, rear fuselage, and horizontal stabilizer. Alternatively, the assembly of these sections after riveting according to the process flow can also be referred to as a large aircraft section.

[0003] At present, fully active attitude adjustment and docking technology is commonly used in the attitude adjustment and docking process of large sections of aircraft. Fully active attitude adjustment and docking generally means that all positioning components (also called positioners) in the docking station are controlled by independent servo motors in multiple directions such as the X, Y, and Z axes, and can be accurately moved to the target position in its coordinate space according to the system attitude adjustment instructions. After the large section of the aircraft is safely put on the shelf and the laser tracker coordinate system is established, the laser tracker is used to measure the feature points of the large section of the aircraft point by point, and the corresponding actual coordinate values ​​are obtained. The corresponding actual coordinate values ​​are compared and converted with the theoretical coordinate values ​​of the feature points through algorithms, and then the movement amount of each positioner is obtained. The attitude adjustment and docking system sends corresponding movement instructions to the lower control system based on the above calculation results, so that the actual attitude and position of the large section of the aircraft are infinitely close to the theoretical data.

[0004] However, if Figure 1 As shown in the figure, current methods for adjusting the attitude of large sections of aircraft using fully active docking technology employ stress monitoring sensors to monitor the stress of the positioning components to protect the aircraft sections and the positioner from continuous high forces during the docking process. However, if excessive stress in a specific location or direction is detected, exceeding a stress threshold, the automatic attitude adjustment process must be stopped and the operator must manually fine-tune the position of the positioning component. Specifically, the operator must manually control the positioner's movement in the corresponding direction based on the magnitude and direction of the stress in real time to achieve the desired effect of relieving the excessive stress on the aircraft sections. This process relies heavily on the operator's experience, lacks a fixed process flow, requires multiple adjustments, and is typically very time-consuming.

[0005] Therefore, there is an urgent need to provide a new collaborative control method for positioning components suitable for full-active attitude adjustment and docking of large sections of aircraft, so as to at least alleviate or solve the above-mentioned problems existing in the prior art. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the defects of the existing fully active attitude adjustment and docking process of large sections of aircraft, in which the operator needs to intervene to manually fine-tune the position of the positioning component to release the excessive stress that the large section of aircraft may be subjected to, thereby resulting in complex personnel operation, excessive time consumption and low efficiency in the attitude adjustment and docking process. A new collaborative control method for positioning components suitable for fully active attitude adjustment and docking of large sections of aircraft is proposed.

[0007] The present invention solves the above technical problems through the following technical solutions:

[0008] The present invention provides a method for coordinated control of positioning assemblies for fully active attitude adjustment and docking of a large aircraft section, wherein the large aircraft section is connected to a plurality of positioning assemblies, each of which is equipped with a three-axis force detection sensor. The method is characterized in that the method comprises the following steps:

[0009] monitoring the space vector forces on each positioning component during the fully active attitude adjustment and docking of the large section of the aircraft;

[0010] Check whether any positioning component is subjected to a spatial vector force exceeding a maximum force threshold that the positioning component can withstand during the full-active attitude adjustment; if not, continue to perform the full-active attitude adjustment docking until the docking is completed; if so, perform the following motion compensation steps;

[0011] Selecting a positioning component with the largest modulus of the space vector force as a reference positioning component, and calculating an interpolation speed for compensating the space vector force applied to the reference positioning component as a unit speed;

[0012] Calculating interpolation speeds of other positioning components except the reference positioning component according to the unit speed;

[0013] The movement of each positioning component is controlled synchronously according to the interpolation speed of each positioning component.

[0014] According to one embodiment of the present invention, the positioning component collaborative control method further includes the following motion compensation step:

[0015] During the synchronous control of the movement of each positioning component, the PID closed-loop control algorithm is used, and the spatial vector force exerted on each positioning component is used as input and the compensation speed of each positioning component is used as output to calculate the displacement compensation of each positioning component;

[0016] The movement of each positioning component is controlled according to the displacement compensation.

[0017] According to one embodiment of the present invention, each positioning assembly is equipped with a three-axis force sensor for detecting three-axis stress components at right angles to each other.

[0018] According to one embodiment of the present invention, the positioning component collaborative control method includes the following steps:

[0019] During the full active attitude adjustment and docking of the large section of the aircraft, the three-axis stress components applied to each positioning component are monitored by the three-axis force sensor, and the three-axis stress components are fitted into the space vector force.

[0020] According to one embodiment of the present invention, the positioning component collaborative control method includes the following steps:.

[0021] Check whether any positioning component is subjected to a spatial vector force exceeding the maximum force threshold that it can withstand during the fully active attitude adjustment, or whether any positioning component is subjected to a stress component on any axis exceeding the maximum stress component threshold that it can withstand along the direction of any axis during the fully active attitude adjustment. If not, continue to execute the fully active attitude adjustment docking; if so, execute the motion compensation step.

[0022] According to one embodiment of the present invention, calculating the interpolation speed of other positioning components according to the unit speed includes:

[0023] For any other positioning component, the ratio of the modulus of the space vector force it receives to the modulus of the space vector force received by the reference positioning component is calculated, and the product of the ratio and the unit speed is calculated as its interpolation speed.

[0024] On the basis of conforming to the common sense in this field, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present invention.

[0025] The positive progress effect of the present invention is:

[0026] According to the collaborative control method of positioning components for full-active attitude adjustment and docking of large sections of aircraft according to the present invention, the positioning components are collaboratively controlled based on the results of stress monitoring and vector fitting of stress, and multiple positioning components are synchronously position-compensated motion control based on an interpolation algorithm, thereby helping to achieve the purpose of automatically releasing excessive stress of large sections of aircraft during the full-active attitude adjustment and docking process, and having the advantages of high execution efficiency and operational safety as well as simple personnel operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 The present invention is a flow chart of a method for collaborative control of positioning components for fully active attitude adjustment and docking of large sections of an aircraft according to the prior art.

[0028] Figure 2The figure is a flow chart of a method for collaborative control of positioning components for full-active attitude adjustment and docking of large sections of an aircraft according to a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0029] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. The following description is for illustrative purposes only and is not intended to limit the present invention. Any other similar situations also fall within the scope of protection of the present invention.

[0030] In the detailed description below, directional terms, such as "left," "right," "up," "down," "front," and "rear," are used with reference to directions depicted in the accompanying drawings. Components of embodiments of the present invention can be positioned in a variety of different orientations, and the directional terms are used for illustrative purposes only and are not intended to be limiting.

[0031] For the fully active attitude alignment and docking process of a large aircraft section, the large aircraft section is connected to multiple positioning assemblies. Typically, these assemblies are connected or coupled to the large aircraft section through direct physical contact. According to the present invention, for the purpose of force or stress monitoring, each of the multiple positioning assemblies connected to the large aircraft section is equipped with a three-axis force detection sensor. In the following embodiments, the three-axis force detection sensor can specifically be a three-axis force sensor for detecting three mutually perpendicular stress components.

[0032] refer to Figure 1 As shown, the positioning assembly collaborative control method for full active attitude adjustment docking of large sections of an aircraft according to a preferred embodiment of the present invention includes the following steps:

[0033] Monitor the space vector forces on each positioning component during the fully active docking of a large section of the aircraft;

[0034] Check whether any positioning component is subjected to a spatial vector force exceeding the maximum force threshold that it can withstand during full active attitude adjustment. If not, continue to perform full active attitude adjustment docking until docking is completed. If so, perform the following motion compensation steps;

[0035] A positioning component that is subjected to the largest modulus of the space vector force is selected as a reference positioning component, and an interpolation speed for compensating the space vector force applied to the reference positioning component is calculated as a unit speed;

[0036] Calculate the interpolation speed of other positioning components except the reference positioning component based on the unit speed;

[0037] The movement of each positioning component is controlled synchronously according to the interpolation speed of each positioning component.

[0038] According to some preferred embodiments of the present invention, the positioning component collaborative control method includes the following steps:

[0039] During the fully active docking of large sections of the aircraft, the three-axis stress components of each positioning component are monitored by three-axis force sensors and fitted into space vector forces; and

[0040] Check whether any positioning component is subjected to a spatial vector force exceeding the maximum force threshold that it can withstand during full active attitude adjustment, or whether any stress component on any axis exceeds the maximum stress component threshold that it can withstand along the direction of any axis during full active attitude adjustment. If not, continue to perform full active attitude adjustment docking; if so, perform the motion compensation step.

[0041] Among them, the force sensor can, for example, feed back stress value data in three directions to the controller in real time through an amplifier. According to the different characteristics of the large sections of the aircraft involved in the docking process, such as material, shape, etc., the force threshold of each positioning component is preset or set. The force threshold can include the threshold of the resultant force, i.e., the space vector force, received by the corresponding positioning component, and can also include the threshold of the component force along each direction. The setting of these force thresholds is used to protect the large sections of the aircraft and the positioner from continuously being subjected to excessively high forces during the attitude adjustment and docking process. During the entire process of attitude adjustment and docking, the force sensor detects the force conditions in all directions in real time and compares them with the set force threshold in real time. When the measured force value is higher than the corresponding force threshold, the positioning component will stop moving to prevent the large sections of the aircraft from being damaged or even destroyed due to excessive stress.

[0042] Optionally, the method may further include outputting the monitored stress values ​​at various locations using a human-computer interaction interface for easy monitoring.

[0043] Optionally, a force fitting function module may be developed based on the force monitoring mechanism to achieve real-time force fitting for each positioning component.

[0044] Optionally, for example, when a large section of the aircraft causes the positioning assembly or positioner to stop due to being subjected to a force higher than a force threshold (or during the attitude adjustment and docking process, the unidirectional or multi-directional force values ​​of a single or multiple force sensors are higher than a preset protection threshold), the control system can immediately trigger the execution of the force fitting function.

[0045] According to an optional method, the force fitting function module can define the center of the ball head of a single positioning component as the force point, perform vector fitting on the forces in three directions, for example, X, Y, and Z, and fit a space vector force.

[0046] Based on the preferred embodiment of the present invention described above, multiple positioning assemblies connected to the fully active attitude adjustment docking system for a large aircraft section can be controlled to perform spatial three-axis interpolation motion. Preferably, a calculation based on the force fitting results of the multiple positioning assemblies is performed to obtain a unit increment value (e.g., compensation speed or interpolation speed) for each positioning assembly's real-time position compensation. The positioning assemblies are then driven to compensate according to their respective compensation equivalents, where the compensation equivalents, such as interpolation displacements, can be calculated based on the interpolation speeds.

[0047] Thus, the above-described embodiment enables synchronized interpolation of multiple positioning assemblies during the fully active alignment and docking process of a large aircraft section. More specifically, the segmented target coordinates for the positioning assembly's three-axis interpolation can be determined based on the magnitude and direction of the space vector force, further enabling simultaneous interpolation of all positioning assemblies from initiation to completion.

[0048] According to some preferred embodiments of the present invention, calculating the interpolation speed of other positioning components according to the unit speed includes:

[0049] For any other positioning component, the ratio of the modulus of the space vector force it receives to the modulus of the space vector force received by the reference positioning component is calculated, and the product of the ratio and the unit speed is calculated as its interpolation speed.

[0050] For example, in one application, four positioning components are involved or used in the posture adjustment and docking process. Based on the above method, four spatial vector forces F1, F2, F3, and F4 are first fitted and derived. The moduli of these four spatial vector forces are then calculated as |F1|, |F2|, |F3|, and |F4|. The interpolation speed of the positioning component with the largest modulus is taken as the unit speed. The interpolation speeds of the remaining positioners are all calculated as the unit speed multiplied by the ratio of the modulus of the force of that positioner to the largest modulus. This algorithm can achieve interpolation synchronization of multiple positioning components, that is, synchronized motion of all positioning components. Furthermore, this calculation method helps provide relatively superior interpolation operation and execution efficiency.

[0051] It should be understood that

[0052] According to some preferred embodiments of the present invention, in order to prevent the positioner from dynamic compensation oscillation due to overshoot, the positioning component collaborative control method further includes the following motion compensation steps:

[0053] During the synchronous control of the movement of each positioning component, the PID closed-loop control algorithm is used, and the spatial vector force exerted on each positioning component is used as input and the compensation speed of each positioning component is used as output to calculate the displacement compensation of each positioning component;

[0054] The movement of each positioning component is controlled based on displacement compensation.

[0055] Preferably, PID closed-loop compensation can be performed, for example, in combination with the data collected in real time by the force sensor. The PID control law of the continuous control system can be defined by the following formula:

[0056]

[0057] In the above formula, K p Indicates proportional gain; K p Inversely proportional to the degree of proportionality; T t represents the integral time constant; T D represents the differential time constant; u(t) represents the output signal of the PID controller; e(t) represents the difference between the given value r(t) and the measured value.

[0058] The input to the PID controller or PID control algorithm is the force sensor's measurement value, and the output is the interpolated or compensated velocity of each positioner. The positioners can operate in velocity mode during compensation, where each positioner starts and stops synchronously, and their movement is controlled based on the interpolated velocity to achieve the desired displacement compensation.

[0059] The positioning component collaborative control method according to the above-mentioned preferred embodiment of the present invention is applicable to the fully active attitude adjustment and docking of large sections of aircraft, and helps to realize the automatic release of excessive stress in the large sections of aircraft during the fully active attitude adjustment and docking process, so as to improve the execution efficiency and operational safety of the fully active attitude adjustment and docking process of large sections of aircraft. In addition, it is simple to operate and easy to monitor for operators, without having to rely too much on work experience of manual adjustment.

[0060] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of the present invention.

Claims

1. A method for coordinated control of positioning components for fully active attitude adjustment and docking of a large aircraft section, wherein the large aircraft section is connected to a plurality of positioning components, each of which is equipped with a three-axis force detection sensor, characterized in that: The positioning component collaborative control method comprises the following steps: monitoring the space vector forces on each positioning component during the fully active attitude adjustment and docking of the large section of the aircraft; Check whether any positioning component is subjected to a spatial vector force exceeding a maximum force threshold that the positioning component can withstand during the full-active attitude adjustment; if not, continue to perform the full-active attitude adjustment docking until the docking is completed; if so, perform the following motion compensation steps; Selecting a positioning component with the largest modulus of the space vector force as a reference positioning component, and calculating an interpolation speed for compensating the space vector force applied to the reference positioning component as a unit speed; Calculating interpolation speeds of other positioning components except the reference positioning component according to the unit speed; The movement of each positioning component is controlled synchronously according to the interpolation speed of each positioning component.

2. The positioning component collaborative control method according to claim 1, wherein: The positioning component collaborative control method further includes the following motion compensation step: During the synchronous control of the movement of each positioning component, the PID closed-loop control algorithm is used, and the spatial vector force exerted on each positioning component is used as input and the compensation speed of each positioning component is used as output to calculate the displacement compensation of each positioning component; The movement of each positioning component is controlled according to the displacement compensation.

3. The positioning component collaborative control method according to claim 1, wherein: Each positioning assembly is equipped with a triaxial force sensor for detecting triaxial stress components at right angles to each other.

4. The positioning component collaborative control method according to claim 3, wherein: The positioning component collaborative control method comprises the following steps: During the full active attitude adjustment and docking of the large section of the aircraft, the three-axis stress components applied to each positioning component are monitored by the three-axis force sensor, and the three-axis stress components are fitted into the space vector force.

5. The positioning component collaborative control method according to claim 4, characterized in that: The positioning component collaborative control method comprises the following steps: Check whether any positioning component is subjected to a spatial vector force exceeding the maximum force threshold that it can withstand during the fully active attitude adjustment, or whether any positioning component is subjected to a stress component on any axis exceeding the maximum stress component threshold that it can withstand along the direction of any axis during the fully active attitude adjustment. If not, continue to execute the fully active attitude adjustment docking; if so, execute the motion compensation step.

6. The positioning component collaborative control method according to claim 1, wherein: The interpolation speeds of other positioning components calculated based on the unit speed include: For any other positioning component, the ratio of the modulus of the space vector force it receives to the modulus of the space vector force received by the reference positioning component is calculated, and the product of the ratio and the unit speed is calculated as its interpolation speed.

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