Rigid-flexible coupled aircraft body supporting system and method

Abstract

The invention relates to the technical field of aircraft assembly, and discloses a rigid-flexible coupling aircraft body supporting system and method, and the supporting system is composed of an omnidirectional rigid supporting assembly, a bidirectional flexible supporting assembly and a force control device; the omni-directional rigid supporting assembly fixes an aircraft body main force bearing frame through a first pressing structure and is used for providing omni-directional rigid constraint for the aircraft body main force bearing frame. The bidirectional flexible supporting assembly is installed on the supporting column and can move in the heading direction and the vertical direction, and flexible supporting in the heading direction and perpendicular to the heading direction is provided for the main force bearing frame of the aircraft body. The force control device applies pulling force or pushing force along the course or perpendicular to the course to the bidirectional flexible supporting assembly so as to adjust the state of the aircraft body. Through accurate control and real-time feedback, the assembly precision and efficiency are remarkably improved, the assembly damage is reduced, the adaptability and reliability are enhanced, the operation difficulty and cost are reduced, and an efficient and reliable assembly scheme is provided for aircraft manufacturing.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft assembly, in particular to an aircraft assembly support structure, and more specifically to a rigid-flexible coupled aircraft body support system and method. Background Art

[0002] During aircraft assembly, structural support and control are crucial for ensuring assembly precision and quality. Traditional mechanical tooling support systems primarily rely on screws to control the height of the support position, providing only basic vertical support and failing to actively control the aircraft's state.

[0003] This support method, when faced with the low process rigidity of the aircraft fuselage structure, can significantly deform, especially during the final assembly process, as heavy components and finished parts are installed and loaded. This can affect the installation accuracy of components that require precise alignment, such as wings. Therefore, existing technologies are significantly inadequate in addressing the deformation caused by loading during the aircraft assembly phase and cannot meet the high assembly precision requirements of modern aircraft manufacturing. Summary of the Invention

[0004] In response to the problems and shortcomings of the existing technology, the present invention proposes a rigid-flexible coupled aircraft body support system and method, which can realize active control of the support position in the longitudinal and perpendicular directions to improve the alignment accuracy of the fuselage and wings during aircraft assembly, thereby significantly improving assembly accuracy and reducing assembly damage.

[0005] In order to achieve the above-mentioned object of the invention, the technical solution of the present invention is as follows: On one hand, the present invention discloses a rigid-flexible coupled aircraft body support system, the support system comprising: a rigid base, an omnidirectional rigid support component, a bidirectional flexible support component and a force control device; wherein, The omnidirectional rigid support assembly includes a rigid column and a first pressing structure, wherein the rigid column is fixed on a rigid base, and the first pressing structure is fixed on the rigid column and is used for fixedly connecting to the main bearing frame of the aircraft body; The bidirectional flexible support assembly includes a support column and a bidirectional flexible support unit, wherein the support column is fixed on a rigid base, and the bidirectional flexible support unit is installed on the top plane of the support column, and is used to support the main load-bearing frame of the aircraft body and can move along the heading direction and / or perpendicular to the heading direction; The force control device is mounted on a rigid base and is used to apply a pulling force and / or a pushing force along the heading direction and / or perpendicular to the heading direction to the bidirectional flexible support unit.

[0006] Preferably, the support system further includes a centralized control system, which runs in a host computer platform and is connected to a force control device, for calculating control forces according to control requirements for the aircraft body state and outputting control signals to the force control device.

[0007] Preferably, the centralized control system includes a force solving module and a force control module; wherein, the force solving module is used to solve the control force according to the control requirements of the aircraft body state, and the force control module is used to collect force sensor data and output control signals so that the force control device outputs the required torque.

[0008] Preferably, the bidirectional flexible support unit includes a base, a flexible body and a movable body, the base has a mounting hole, the movable body is located in the mounting hole of the base and contacts the top plane of the support column, the flexible body is located on the four sides of the movable body, one end abuts against the outer wall of the movable body, and the other end abuts against the hole wall of the mounting hole.

[0009] Preferably, a force sensor is provided on the bidirectional flexible support unit for measuring the thrust and / or pull applied by the force control device along the heading direction and perpendicular to the heading direction.

[0010] Preferably, the bidirectional flexible support unit is provided with a second pressing structure for fixedly connecting to the main load-bearing frame of the aircraft body.

[0011] Preferably, the first pressing structure includes a first triangular pressing block and two first wedge-shaped pressing blocks arranged on a rigid column, the rigid column has a first rectangular protrusion, one long side of the first rectangular protrusion cooperates with one side of the first triangular pressing block to form a first clamping groove for fixing the main load-bearing frame of the aircraft body, and the wedge surfaces of the two first wedge-shaped pressing blocks respectively abut the other two sides of the first triangular pressing block.

[0012] Preferably, the second pressing structure includes a second triangular pressing block and two second wedge-shaped pressing blocks arranged on the movable body, the movable body has a second rectangular protrusion, one long side of the second rectangular protrusion cooperates with one side of the second triangular pressing block to form a second clamping groove for fixing the main load-bearing frame of the aircraft body, and the wedge surfaces of the two second wedge-shaped pressing blocks respectively abut the other two sides of the second triangular pressing block.

[0013] Preferably, a ball bearing is provided between the bidirectional flexible support unit and the support column.

[0014] Preferably, the force control device is installed on a rigid base via a load-bearing block.

[0015] Preferably, the force control device includes a servo motor, a screw and a ball-and-socket assembly; the screw is fixed to the output end of the servo motor, and the other end of the screw is connected to the bidirectional flexible support unit through the ball-and-socket assembly.

[0016] Preferably, the ball and socket assembly includes a ball rod, the ball heads at both ends of the ball rod are respectively connected to ball support blocks, and the ball support blocks are respectively connected to the screw rod and the bidirectional flexible support unit.

[0017] Based on the same inventive concept, the present invention further discloses a rigid-flexible coupled aircraft body support method. The support method is implemented based on the rigid-flexible coupled aircraft body support system, and includes the following steps: S1. Install the bidirectional flexible support unit with the aircraft body in the hoisted state, and connect the bidirectional flexible support unit to the main load-bearing frame of the aircraft; S2. Then, the aircraft body is lowered, and the remaining main load-bearing frames of the aircraft are controlled to be placed on the omnidirectional rigid support assembly, and the bidirectional flexible support unit is supported and placed on the support column; S3. Install a force control device on the rigid base, and then connect the force control device to the bidirectional flexible support unit; S4. Construct a finite element model of the airframe and calculate the thrust or pull required for airframe state control; S5. Based on the calculated thrust or pull, a control signal is output to the force control device. The force control device applies a thrust or pull in the same direction or perpendicular to the direction of the heading to the main load-bearing frame on the bidirectional flexible support unit. The data collected by the force sensor is used to feedback control the magnitude of the pull or thrust output by the force control device.

[0018] In yet another aspect, the present invention discloses a storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the above-mentioned rigid-flexibly coupled aircraft body support method is implemented.

[0019] On the other hand, the present invention also discloses a computer device, including a memory, a processor, and a computer program stored in the memory and executable in the processor. When the processor executes the computer program, the above-mentioned rigid-flexible coupled aircraft body support method is implemented.

[0020] Beneficial effects of the present invention: 1. This invention utilizes a rigid-flexible coupling support system to provide high-precision support and control during aircraft assembly. Specifically, during wing-to-fuselage docking, the bidirectionally flexible support unit adjusts its support position in real time based on the actual fuselage deformation, ensuring precise alignment between the fork lugs and the joint, significantly improving assembly accuracy.

[0021] 2. Traditional forced assembly methods can easily cause severe scratches between aircraft structural components, resulting in surface damage and even compromising the internal structural integrity. This invention, through the elastic deformation of the flexible body and precise control of the force control device, avoids the risk of damage caused by forced assembly and protects the integrity and safety of aircraft structural components.

[0022] 3. The support system of the present invention can adapt to the needs of different aircraft models and different assembly stages. By adjusting the parameters of the force control device and the position of the bidirectional flexible support unit, it can flexibly cope with various complex assembly situations, improving the versatility and adaptability of the system.

[0023] 4. Traditional assembly methods require multiple adjustments and calibrations, which is time-consuming. The present invention uses real-time monitoring and feedback control to quickly adjust the support position and strength, reducing adjustment time during the assembly process, significantly improving assembly efficiency, and reducing production costs.

[0024] 5. Through the centralized control system and automated control, the present invention allows operators to complete complex assembly tasks with simple operations on the host computer platform. This not only reduces the difficulty of operation, but also reduces the dependence on the operator's skill level, and improves the controllability and consistency of the assembly process.

[0025] 6. The present invention uses a flexible body to connect the movable body to the base. This flexible body can produce elastic deformation, and the movement of the movable body is controlled based on this elastic deformation. Compared with rigid structures, the overall control accuracy is higher, making it easier to achieve precise alignment of the fuselage and wings during assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The foregoing and following detailed description of the present invention will become more apparent when read in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the rigid-flexible coupling support system of the present invention supporting an aircraft body; Figure 2 This is the control structure diagram of the rigid-flexible coupling support system of the aircraft; Figure 3 This is a schematic diagram of the omnidirectional rigid support assembly of the present invention; Figure 4 This is a schematic diagram of the first pressing structure of the present invention; Figure 5 This is a schematic diagram of a bidirectional flexible support assembly of the present invention; Figure 6 This is a three-dimensional diagram of the bidirectional flexible support unit of the present invention; Figure 7 This is a top view of the bidirectional flexible support unit of the present invention; Figure 8 This is a bottom view of the bidirectional flexible support unit of the present invention; Figure 9 Schematic diagram of the ball and socket assembly of the present invention.

[0027] In the picture: 1. Rigid base; 2. Omnidirectional rigid support assembly; 3. Bidirectional flexible support assembly; 4. First rectangular boss; 5. Second rectangular boss; 201. Rigid column; 202. First triangular clamping block; 203. First wedge-shaped clamping block; 301-Support column; 302. Load-bearing block; 303. Bidirectional flexible support unit; 3031. Base; 3032. Flexible body; 3033. Movable body; 3034. Ball; 3035. Retaining frame; 3038. Force sensor; 4051. Ball head rod; 4052. Ball head support block; 4053. Ball head pressure block. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the technical solutions for achieving the purposes of the present invention will be further illustrated below through specific embodiments. It should be noted that the technical solutions claimed for protection by the present invention include but are not limited to the following embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of protection of the present invention.

[0029] The support system and support method of the present invention are described using wing docking as an example. The wing and the fuselage are connected by multiple sets of fork ear-joint structures. During docking, deformation of the fuselage may cause the fork ears and the joints to be misaligned. In actual assembly, forced assembly is often required to complete the docking. Due to the forced assembly, serious scratches may occur between the aircraft structural parts, causing surface damage to the structural parts and even affecting the internal structural integrity of the structural parts, thereby affecting the overall performance and safety of the aircraft. In addition, forced assembly may also increase assembly time and cost and reduce production efficiency. Therefore, solving the alignment problem during the docking process between the wing and the fuselage is of great significance for improving assembly quality and efficiency.

[0030] The rigid-flexible coupling support system and support method proposed in the present invention can effectively solve the above-mentioned problems by introducing advanced measurement and adjustment technologies. Specifically, the rigid-flexible coupling support system of the present invention includes a plurality of adjustable support devices, which can adjust their support positions in real time according to the actual deformation of the fuselage and wings to ensure that the fork ears and the joints can be accurately aligned. During the docking process, the entire support system can provide a stable support force to avoid alignment difficulties caused by fuselage deformation, thereby reducing the risk of damage caused by forced assembly. In addition, the present invention also provides an adjustment method based on real-time monitoring and feedback of the rigid-flexible coupling support system. Through high-precision sensors and control systems, the relative positions of the fuselage and wings can be monitored in real time, and the parameters of the support device can be automatically adjusted to ensure the smooth progress of the docking process. This method not only improves the accuracy and efficiency of assembly, but also significantly reduces the damage to structural parts during the assembly process, thereby improving the overall quality and safety of the aircraft.

[0031] During the final assembly phase, an aircraft fuselage typically has multiple parallel main load-bearing frames (usually three or four parallel main load-bearing frames), which together form a ball cage structure. During assembly, the main focus is on regulating the state of the main load-bearing frames to achieve precise docking of the fuselage and wings, ensuring assembly accuracy. During the final assembly phase, the aircraft's fuselage has already been formed. When assembling the engine, the heavy weight of the engine can cause the entire fuselage to deform, resulting in the fork ears and joints being misaligned during the subsequent docking and assembly of the fuselage and wings. Therefore, by adjusting the posture of some of the main load-bearing frames, the accuracy of the docking assembly of the fuselage and wings can be improved, and structural damage caused by forced assembly can be avoided. Figure 2 This is the control structure diagram of the aircraft body rigid-flexible coupling support system of the present invention, as shown in FIG. Figure 2 As shown, the rigid-flexible coupling support system is composed of multiple omnidirectional rigid support components and bidirectional flexible support components fixed on a rigid base. During support control, part of the main load-bearing frame of the body is selected to be supported on the omnidirectional rigid support component on the rigid base, and the remaining main load-bearing frames and bidirectional flexible support components are supported on the bidirectional flexible support component.

[0032] like Figure 1 As shown, Figure 1This diagram illustrates the supported state of an aircraft fuselage when supported by the rigid-flexible coupling system of the present invention. Using these omnidirectional rigid support assemblies 2 or bidirectional flexible support assemblies 3 of the present invention to support the main load-bearing frames at different locations on the aircraft allows different degrees of freedom for each main load-bearing frame. For example, at the location of the omnidirectional rigid support assembly 2, the main load-bearing frame there is subject to omnidirectional rigid control by the omnidirectional rigid support assembly 2 (in the vertical direction, along the heading, and perpendicular to the heading), while the main load-bearing frame at the location of the bidirectional flexible support assembly 3 has degrees of freedom in both the along-heading and perpendicular directions. Therefore, active force control can be applied by the bidirectional flexible support assembly 3 at its supporting location to control the aircraft fuselage state, effectively resolving alignment issues during wing-to-fuselage docking.

[0033] Please refer to the instruction manual Figure 3 , Figure 3 This is a schematic diagram of the structure of the omnidirectional rigid support assembly 2 of the present invention. The omnidirectional rigid support assembly 2 is installed on a rigid base 1 and applies omnidirectional rigid constraints to the main load-bearing frame. The omnidirectional rigid constraints include constraints in the vertical direction, along the heading direction, and perpendicular to the heading direction. That is, the main load-bearing frame of the aircraft body supported on the omnidirectional rigid support assembly 2 has no degrees of freedom in the above three directions. The omnidirectional rigid support assembly 2 includes a rigid column 201 and a first pressing structure provided on the rigid column 201. The first pressing structure is used to fix and press the main load-bearing frame of the aircraft and provide omnidirectional rigid constraints to the main load-bearing frame. It includes a first triangular pressing block 202 and two first wedge-shaped pressing blocks 203. Among them, the bottom end of the rigid column 201 is fixedly connected to the rigid base 1, and the upper surface is processed with a first rectangular boss 4 along the rear side of the aircraft body in the heading direction, which is used to cooperate with the first triangular clamping block 202 to clamp the aircraft main load-bearing frame. The two first wedge-shaped clamping blocks 203 are used to clamp the first triangular clamping block 202. The clamping force of the first wedge-shaped clamping block 203 is transmitted to the aircraft main load-bearing frame clamped between the first triangular clamping block 202 and the first rectangular boss 4 through the first triangular clamping block 202, thereby achieving a clamping effect on the aircraft main load-bearing frame. The first wedge-shaped clamping block 203 is fixedly connected to the rigid column 201 by screw connection. Specifically, one long side of the first rectangular boss 4 is parallel to one side of the first triangular clamping block 202, and the gap between the two constitutes a first clamping groove for clamping and fixing the main load-bearing frame of the aircraft. The wedge surfaces of the two first wedge-shaped clamping blocks 203 respectively abut against the other two sides of the first triangular clamping block 202, thereby squeezing and fixing the first triangular clamping block 202, thereby clamping the main load-bearing frame of the aircraft located in the first clamping groove.

[0034] In addition, in order to ensure that the first wedge-shaped clamping block 203 can reliably clamp the first triangular clamping block 202, a certain gap is designed between the first wedge-shaped clamping block 203 and the side of the rigid column 201 in the normal mating state, so that when the first wedge-shaped clamping block 203 and the rigid column 201 are connected by screws, pressure is applied to the first triangular clamping block 202, and finally the first triangular clamping block 202 is pressed against the main load-bearing frame.

[0035] like Figure 4 As shown, Figure 4 This is a schematic diagram of the structure of the bidirectionally flexible support assembly 3 of the present invention. This assembly is fixedly attached to a rigid base 1, supporting the aircraft's main load-bearing frame and applying flexible constraints in the horizontal direction of movement (the horizontal direction of movement includes both along and perpendicular to the heading direction). Specifically, this assembly 3 includes a support column 301 and a bidirectionally flexible support unit 303. Support column 301 is a rectangular parallelepiped, with its bottom end fixedly attached to the rigid base 1 and its top end being a planar structure. Bidirectionally flexible support unit 303 is placed on the top plane of support column 301 and is connected to the aircraft's main load-bearing frame. Load-bearing blocks 302 are provided on both sides of the support column 301. The load-bearing blocks 302 are in the shape of a rectangular parallelepiped, and the bottom ends are fixedly connected to the base. Force control devices are installed on the tops of the two load-bearing blocks 302. One of the force control devices is used to provide a pulling force or a thrust in the same direction as the heading to the bidirectional flexible support unit 303, and the remaining force control device is used to provide a pulling force or a thrust perpendicular to the heading to the bidirectional flexible support unit 303. The two force control devices cooperate to adjust the posture of the main load-bearing frame supported on the bidirectional flexible support assembly 3. The flexible component includes a base 3031, an S-shaped flexible body 3032 and a movable body 3033. The base 3031 is a rectangular block with a rectangular through slot in the middle. The rectangular through slot is the mounting hole of the movable body 3033. The movable body 3033 is located in the mounting hole and has a gap between the side walls of the rectangular through slot. The S-shaped flexible body 3032 is installed in the gap. The S-shaped flexible body 3032 is distributed on the four sides of the movable body 3033, one end of which is fixed to the movable body 3033 and the other end is fixed to the side wall of the rectangular through slot. The S-shaped flexible body 3032 connects the base 3031 and the movable body 3033. The movable body 3033 is in contact with the top plane of the support column 301, and there is a gap between the base 3031 and the top plane of the support column 301.

[0036] The movable body 3033 can move horizontally within the mounting hole of the base 3031, thereby driving the main load-bearing frame connected thereto to move horizontally, adjusting the main load-bearing frame's posture along and perpendicular to the heading. A force sensor 3038 is mounted on the outer side of the base 3031 to measure the tension or thrust applied by the force control device. The force control device is connected to the force sensor 3038. The force control device applies a load to the aircraft's main load-bearing frame via the bidirectional flexible support unit 303. This load corresponds to a tension or thrust, which is used to adjust the position of the main load-bearing frame to control the aircraft's body state and achieve alignment when the wing and fuselage are docked.

[0037] It is understood that the S-shaped flexible body 3032 is generally made of spring steel or high-manganese steel capable of elastic deformation. The tension or thrust applied by the force control device acts directly on the base 3031 and is then transmitted to the movable body 3033 by the S-shaped flexible body 3032 connected to the base 3031, achieving horizontal movement of the movable body 3033. This adjusts the position of the main load-bearing frame connected to the movable body 3033 to control the state of the aircraft body and achieve alignment of the wings during docking. The elastic deformation of the flexible body 3032 allows for movement control of the movable body 3033. Compared to a rigid structure, this allows for higher overall control accuracy, making it easier to achieve precise alignment of the fuselage and wings during assembly.

[0038] In the embodiment described in the present invention, a second pressing structure for connecting to the main load-bearing frame of the aircraft is provided on the movable body 3033. The second pressing structure is similar to the first pressing structure, and includes a second triangular pressing block and two second wedge-shaped pressing blocks. The top surface of the movable body 3033 is processed with a second rectangular boss 5 along the rear side of the aircraft body in the heading direction, which is used to cooperate with the second triangular pressing block to clamp the main load-bearing frame of the aircraft. The two second wedge-shaped pressing blocks are used to press the second triangular pressing block. The force of the second wedge-shaped pressing block is transmitted to the main load-bearing frame of the aircraft clamped between the second triangular pressing block and the second rectangular boss 5 through the second triangular pressing block, thereby achieving a clamping effect on the main load-bearing frame of the aircraft. The second wedge-shaped pressing block is fixedly connected to the support column 301 by screw connection. Specifically, one long side of the second rectangular boss 5 is parallel to one side of the second triangular clamping block, and the gap between them forms a second clamping groove for compressing and securing the aircraft's main load-bearing frame. The wedge surfaces of the two second wedge-shaped clamping blocks abut the other two sides of the second triangular clamping block, squeezing and securing the second triangular clamping blocks, thereby clamping the aircraft's main load-bearing frame within the second clamping groove. The second compression structure secures the main load-bearing frame in the same manner as the first compression structure.

[0039] In some embodiments, as Figure 8As shown, the bottom of the movable body 3033 is machined with four hemispherical sockets distributed at the four corners. Balls 3034 are installed in the hemispherical sockets and secured by a retainer 3035. The movable body 3033 is in rolling contact with the top surface of the support column 301 via the balls 3034, resulting in low or no friction between the movable body 3033 and the top surface of the support column 301. The retainer 3035 is a rectangular flat plate whose shape and size match those of the bottom of the movable body 3033. Round holes matching the shape and size of the balls 3034 are provided at the four corners of the rectangular plate. The balls 3034 are clamped between the retainer 3035 and the bottom of the movable body 3033, with their spherical surfaces exposed through the round holes in the retainer 3035.

[0040] The force control device is mounted on the bearing block 302 and is used to apply tension or thrust to the bidirectional flexible support unit 303. The force control device includes a servo motor, a motor controller, a reducer, a screw and a ball-and-socket assembly (the servo motor, motor controller, reducer and screw are not shown in the figure). The servo motor drives the screw to move linearly through the reducer. One end of the ball-and-socket assembly is fixed to the end of the screw and the other end is fixed to the force sensor 3038 on the outer side of the base 3031. Please refer to the attached manual for details. Figure 9 , Figure 9 Figure 4 is a schematic diagram of a ball-and-socket assembly according to the present invention, comprising a ball rod 4051, a ball support block 4052, and a ball pressure block 4053. The balls at each end of the rod 4051 are respectively embedded in hemispherical sockets on the two ball support blocks 4052 and secured by the ball pressure blocks 4053. The two ball support blocks 4052 are respectively connected to the screw and the force sensor 3038. The rod 4051 has an unconstrained degree of freedom to rotate along its axis. This allows the motor to drive the ball support block 4052 at one end to move, thereby applying tension or pressure to the ball support block 4052 at the other end.

[0041] In the embodiment described in the present invention, the bidirectional flexible support unit 303 is freely placed on the top plane of the support column 301, and is supported on the top plane of the support column 301 by the ball bearing 3034, forming a low-friction movement condition in the horizontal plane. The entire bidirectional flexible support unit 303 can move freely on the top plane of the support column 301, with two degrees of freedom, one in the heading direction of the aircraft body and the other perpendicular to the heading direction of the aircraft body. A force control device is used to control the force in these two degrees of freedom. The force control device drives the lead screw to extend or shorten through a servo motor, thereby driving the ball and socket assembly connected to the lead screw to move, thereby stretching or compressing the S-shaped flexible body 3032 in the bidirectional flexible support unit 303. The deformation of the flexible body 3032 controls the magnitude of the control force applied to the movable body 3033, and the magnitude of the applied thrust or pull is measured by the force sensor 3038.

[0042] Furthermore, the rigid-flexible coupling support system also includes a centralized control system, which runs in the upper computer platform and includes a hardware connection interface, a force solution module and a force control module; wherein, the hardware connection interface is used to realize the connection with the force sensor 3038 and the motor controller, the force solution module solves the control force according to the control requirements of the aircraft body state, the force control module is used to collect data from the force sensor 3038 and output a control signal to the motor controller, the motor controller controls the servo motor of the force control device to output the required torque, and controls the tension or pressure applied by the movement control of the bidirectional flexible support unit 303. Optionally, the PID method can be used to regulate the force value.

[0043] Based on the same inventive concept, an embodiment of the present invention further discloses a rigid-flexibly coupled aircraft body support method, which is implemented based on the above-mentioned rigid-flexibly coupled aircraft body support system. The control method is to use an omnidirectional rigid support component 2 to fix and support part of the main load-bearing frame of the aircraft body, and to use a bidirectional flexible support component 3 to fix and support the remaining main load-bearing frame of the aircraft body, so that the main load-bearing frame at the position of the omnidirectional rigid support component 2 is subject to omnidirectional (vertical direction, along the heading, and perpendicular heading) rigid control, and the main load-bearing frame at the position of the bidirectional flexible support component 3 is subject to flexible control in both the along the heading and perpendicular heading, and rigid control in other directions. Then, the force control model is solved based on the aircraft body state control requirements, and the force control device is controlled to output tension or thrust to achieve active control of the aircraft body state.

[0044] For the above support method, the implementation process specifically includes the following steps: S1. When the machine body is in the hoisting state, first install the bidirectional flexible support unit 303 on the selected part of the main bearing frame, insert the main bearing frame into the second clamping groove, and then tighten the two second wedge-shaped clamping blocks. The second wedge-shaped clamping blocks push the first triangular clamping block 202 to cooperate with the second rectangular boss 5 on the opposite side to clamp the main bearing frame; at this time, the bidirectional flexible support unit 303 is connected to the main bearing frame; S2. Lower the fuselage height, control the remaining main load-bearing frame of the aircraft to be placed on the omnidirectional rigid support assembly 2, and the main load-bearing frame is clamped in the first clamping groove on the rigid column 201. Similarly, tighten the two first wedge-shaped clamping blocks 203 on the rigid column 201. The first wedge-shaped clamping blocks 203 push the first triangular clamping blocks 202 to cooperate with the first rectangular boss 4 on the opposite side of the rigid column 201, clamping the load-bearing frame in the first clamping groove; and, at this time, the ball 3034 under the movable body 3033 is in contact with the top plane of the support column 301, supporting the entire bidirectional flexible support unit 303 to be supported on the top plane of the support column 301; S3. Install the force control device. In the initial state, the two ball and socket support blocks of the ball and socket assembly are respectively fixed to the force sensor 3038 on the outside of the bidirectional flexible support unit 303 and the end of the screw of the force control device; during installation, first, the ball socket at one end of the ball head rod 4051 is installed into the semi-spherical socket of the ball and socket support block on one side of the force sensor 3038, and then the motor is controlled to drive the screw to move so that the semi-spherical socket of the ball head support block 4052 on the screw cooperates with the ball head at the other end of the ball head rod 4051, and finally, the ball head pressure block 4053 is installed on the ball head support blocks 4052 at both ends. The ball head pressure block 4053 is also provided with a semi-spherical socket. The ball head support block 4052 cooperates with the ball head pressure block 4053 to press and fix the ball head on the ball head rod 4051, thereby realizing the connection between the force control device and the bidirectional flexible support unit 303 through the ball and socket assembly; S4. The force calculation module calculates the required tension or pressure and outputs it to the force control module. Optionally, the force required for the aircraft state control can be calculated by constructing a finite element model of the aircraft body. S5. The force control module controls the force control device to apply a push or pull force, and performs feedback control on the force magnitude through the data collected by the force sensor 3038.

[0045] In the embodiment described herein, the main load-bearing frame of the aircraft fuselage is first connected to the rigid-flexible coupling aircraft support system of the present invention. A laser tracker is then used to measure and provide feedback on the structural state of the fuselage end lugs, obtaining current lug state data (typically distance data; when the fuselage deforms, the relative positions of the multiple lugs change, making it difficult to align with the wing). A force calculation module then uses the finite element model of the fuselage frame to infer the required forces for fuselage control. The force control module then outputs control instructions to the support system's force control device, applying thrust or tension to the support system. Simultaneously, the force control module acquires measurement values from force sensor 3038 and actively controls the tension or thrust to maintain a desired value. Furthermore, a laser tracker is used to further measure and provide feedback on the structural state of the fuselage end lugs, allowing the force calculation module to update the required forces for fuselage control. The control process is repeated to achieve precise alignment between the fuselage and wing.

[0046] Furthermore, another aspect of this embodiment also provides a computer device, which includes a processor, an input device, an output device and a memory, and the processor, input device, output device and memory are interconnected; wherein the memory is used to store a computer program, the computer program includes program instructions, and the processor is configured to call the program instructions to execute the steps in the above embodiment.

[0047] Furthermore, another aspect of this embodiment also provides a computer-readable storage medium, characterized in that: the computer-readable storage medium stores a computer program, the computer program includes program instructions, and when the program instructions are executed by a processor, the processor executes the steps in the above embodiment.

[0048] In this embodiment, the processor may be a central processing unit (CPU). The processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or a combination of the above chips.

[0049] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and units, such as the corresponding program units in the above-described method embodiments of the present invention. The processor executes the non-transitory software programs, instructions, and modules stored in memory to perform various processor functions and work data processing, thereby implementing the methods in the above-described method embodiments.

[0050] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created by the processor, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory may optionally include a memory remotely located relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0051] The one or more units are stored in the memory, and when executed by the processor, perform the method in the above embodiment.

[0052] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware.

[0053] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent change made to the above embodiment based on the technical essence of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A rigid-flexible coupled aircraft body support system, characterized in that: The support system includes: a rigid base, an omnidirectional rigid support component, a bidirectional flexible support component and a force control device; wherein, The omnidirectional rigid support assembly includes a rigid column and a first pressing structure, wherein the rigid column is fixed on a rigid base, and the first pressing structure is fixed on the rigid column and is used for fixedly connecting to the main bearing frame of the aircraft body; The bidirectional flexible support assembly includes a support column and a bidirectional flexible support unit, wherein the support column is fixed on a rigid base, and the bidirectional flexible support unit is installed on the top plane of the support column, and is used to support the main load-bearing frame of the aircraft body and can move along the heading direction and / or perpendicular to the heading direction; The force control device is mounted on a rigid base and is used to apply a pulling force and / or a pushing force along the heading direction and / or perpendicular to the heading direction to the bidirectional flexible support unit.

2. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The support system also includes a centralized control system, which runs in the host computer platform and is connected to the force control device, and is used to calculate the control force according to the control requirements of the aircraft body state and output a control signal to the force control device.

3. The rigid-flexible coupled aircraft body support system according to claim 2, characterized in that: The centralized control system includes a force calculation module and a force control module; wherein, the force calculation module is used to calculate the control force according to the control requirements of the aircraft body state, and the force control module is used to collect force sensor data and output control signals to enable the force control device to output the required torque.

4. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The bidirectional flexible support unit includes a base, a flexible body and a movable body. The base has a mounting hole. The movable body is located in the mounting hole of the base and contacts the top plane of the support column. The flexible body is located on the four sides of the movable body, with one end abutting against the outer wall of the movable body and the other end abutting against the hole wall of the mounting hole.

5. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: A force sensor is provided on the bidirectional flexible support unit for measuring the thrust and / or pull applied by the force control device along the heading direction and perpendicular to the heading direction.

6. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The bidirectional flexible support unit is provided with a second pressing structure for fixedly connecting with the main load-bearing frame of the aircraft body.

7. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The first pressing structure includes a first triangular pressing block and two first wedge-shaped pressing blocks arranged on a rigid column. The rigid column has a first rectangular protrusion. One long side of the first rectangular protrusion cooperates with one side of the first triangular pressing block to form a first clamping groove for fixing the main load-bearing frame of the aircraft fuselage. The wedge surfaces of the two first wedge-shaped pressing blocks respectively abut the other two sides of the first triangular pressing block.

8. The rigid-flexible coupled aircraft body support system according to claim 6, characterized in that: The second pressing structure includes a second triangular pressing block and two second wedge-shaped pressing blocks arranged on the movable body. The movable body has a second rectangular protrusion. One long side of the second rectangular protrusion cooperates with one side of the second triangular pressing block to form a second clamping groove for fixing the main load-bearing frame of the aircraft body. The wedge surfaces of the two second wedge-shaped pressing blocks respectively abut the other two sides of the second triangular pressing block.

9. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: A ball bearing is provided between the bidirectional flexible support unit and the support column.

10. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The force control device is installed on the rigid base through a load-bearing block.

11. The rigid-flexible coupled aircraft body support system according to claim 1, characterized in that: The force control device includes a servo motor, a screw and a ball and socket assembly; the screw is fixed to the output end of the servo motor, and the other end of the screw is connected to the bidirectional flexible support unit through the ball and socket assembly.

12. The rigid-flexible coupled aircraft body support system according to claim 11, characterized in that: The ball and socket assembly comprises a ball rod, the ball heads at both ends of the ball rod are respectively connected to ball support blocks, and the ball support blocks are respectively connected to the screw rod and the bidirectional flexible support unit.

13. A rigid-flexible coupled aircraft body support method, the method being implemented based on the rigid-flexible coupled aircraft body support system according to any one of claims 1 to 12, characterized in that: include: S1. Install the bidirectional flexible support unit with the aircraft body in the hoisted state, and connect the bidirectional flexible support unit to the main load-bearing frame of the aircraft; S2. Then, the aircraft body is lowered, and the remaining main load-bearing frames of the aircraft are controlled to be placed on the omnidirectional rigid support assembly, and the bidirectional flexible support unit is supported and placed on the support column; S3. Install a force control device on the rigid base, and then connect the force control device to the bidirectional flexible support unit; S4. Construct a finite element model of the airframe and calculate the thrust or pull required for airframe state control; S5. Based on the calculated thrust or pull, a control signal is output to the force control device. The force control device applies a thrust or pull in the same direction or perpendicular to the direction of the heading to the main load-bearing frame on the bidirectional flexible support unit. The data collected by the force sensor is used to feedback control the magnitude of the pull or thrust output by the force control device.

14. A storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the method for supporting a rigid-flexible coupled aircraft body according to claim 13 is implemented.

15. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable in the processor, wherein when the processor executes the computer program, the rigid-flexible coupled aircraft body support method according to claim 13 is implemented.

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