High-rigidity three-degree-of-freedom precise posture adjusting device for aviation component assembly and control method

Abstract

The invention provides a high-rigidity three-degree-of-freedom precise attitude adjusting device for aviation component assembly and a control method, and relates to the field of aerospace manufacturing. The high-rigidity three-degree-of-freedom precise attitude adjusting device comprises a course basic bearing component and a pitching basic bearing component, and the pitching basic bearing component is connected to the working end of the course basic bearing component; the rolling foundation bearing component is connected to the working end of the pitching foundation bearing component; the course foundation bearing part, the pitching foundation bearing part and the transverse rolling foundation bearing part are driven by a course precision driving assembly, a pitching precision driving assembly and a transverse rolling precision driving assembly respectively; the course precision driving assembly, the pitching precision driving assembly and the transverse rolling precision driving assembly are based on a servo motor-ball screw-connecting rod actuating arm or guide rail sliding block composite reinforcement transmission mechanism, and course sector rotation, pitching large-angle adjustment and transverse rolling precision correction can be achieved under the large-load working condition. And the flexible three-degree-of-freedom precision driving device has the characteristics of high specific stiffness and light weight.

Description

High-rigidity three-degree-of-freedom precision attitude adjustment device and control method for aerospace component assembly Technical Field

[0001] This invention relates to the field of aerospace manufacturing technology, specifically to a high-rigidity three-degree-of-freedom precision attitude adjustment device and control method for assembling aerospace components. Background Technology

[0002] In the manufacturing process of modern large civil aircraft (such as the C919 and C929), the automated assembly and digital docking of large structural components such as fuselage composite panels and wing skins are crucial to ensuring the aerodynamic accuracy and overall structural strength of the aircraft. These processes typically require flexible tooling or automated positioning systems to perform micron-level spatial attitude adjustments on large workpieces. High-precision yaw, pitch, and roll attitude control for workpiece tangential angle correction or process surface alignment is particularly critical. However, in the upgrading of existing aerospace manufacturing production lines and the development of flexible tooling, traditional attitude adjustment drive solutions are insufficient to fully meet the comprehensive requirements of aerospace composite material manufacturing regarding environmental cleanliness, system rigidity, positioning accuracy, and cost-effectiveness. Traditional attitude adjustment drive schemes have the following limitations: 1. Limitations of traditional mechanical transmission schemes. If a traditional motor-driven mechanical transmission scheme is used, it also faces many technical bottlenecks: Gear and worm gear transmission: Traditional gear meshing inevitably has tooth backlash, which causes "idle travel" or jitter during reversal, seriously affecting the repeatability of positioning accuracy; eliminating backlash usually requires expensive backlash elimination mechanisms (such as double gear backlash elimination), and the machining difficulty and cost of large-diameter high-precision gears are extremely high. In addition, worm gears mainly rely on sliding friction transmission, which has low efficiency (usually only 30% to 60%), high heat generation and rapid wear, making it difficult to guarantee the maintenance of accuracy over a long lifespan.

[0003] Direct drive motor transmission: Although the direct drive solution is fast, generating high torque requires a large motor size and weight, resulting in low cost-effectiveness. More importantly, direct drive motors usually rely on magnetic fields to maintain position (not mechanical self-locking). When power is cut off or subjected to external forces such as strong winds or assembly impacts, their servo rigidity is poor, making them prone to micro-motion and unable to meet the stable locking requirements of outdoor radar or heavy tooling.

[0004] 2. Limitations of Hydraulic Drive Platforms: While hydraulic servo systems are widely used in traditional heavy-duty attitude adjustment equipment, their disadvantages are becoming increasingly apparent in cleanrooms and high-precision assembly lines for aerospace composite materials. First, the docking of large aerospace components often requires positioning accuracy at the micrometer or arcsecond level. Hydraulic systems, affected by oil compressibility, temperature drift, and nonlinear friction, struggle to consistently achieve these high precision parameters, easily leading to forced installation stress during assembly. Second, the cleanliness requirements for composite material laying and curing environments are extremely high. Hydraulic systems pose a potential risk of oil leakage, which not only easily contaminates expensive aerospace composite materials but also increases the difficulty of EHS (Environmental, Health, and Safety) management in the workshop.

[0005] 3. Limitations of Multi-DOF Parallel Mechanisms: In some high-end precision assembly stations, although six-DOF parallel attitude adjustment mechanisms are used to ensure high rigidity and load-bearing capacity, there is a significant mismatch between using a full six-DOF system and many specific process scenarios, such as single-angle flipping of fuselage panels, specific tilt angle adjustment of composite molds, or single-axis attitude compensation at the drilling and riveting end. For processes that only require adjustment in a specific dimension, introducing a six-axis linkage system results in a significant waste of computing resources and an overflow of equipment costs. In addition, the kinematic forward kinematics of multi-DOF parallel mechanisms are complex, and in order to accommodate movement in six directions, the maximum rotational stroke of a single axis (such as the pitch axis) is often limited, making it difficult to meet the needs of some large-angle process adjustments. Summary of the Invention

[0006] The present invention provides a high-rigidity three-degree-of-freedom precision attitude adjustment device and control method for assembling aerospace components, in order to solve at least one of the technical problems mentioned in the background art.

[0007] To address the aforementioned technical problems, this invention discloses a high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aircraft components, comprising: a directional base support component, a pitch base support component, and a roll base support component. The pitch base support component is connected to the working end of the directional base support component, and the roll base support component is connected to the working end of the pitch base support component. The directional base support component, pitch base support component, and roll base support component are driven by a directional precision drive assembly, a pitch precision drive assembly, and a roll precision drive assembly, respectively. Includes: a base connecting the main frame and a slewing bearing integrated thereon; the heading precision drive assembly includes: a heading servo motor, which drives a heading ball screw, a heading screw nut connected to the heading ball screw, a heading screw nut fixedly connected to a heading screw nut extension adapter, a slider linkage adapter rotatably connected to the heading screw nut extension adapter, a guide slider fixedly connected to the slider linkage adapter, the guide slider being slidably constrained on the heading linear guide, and linear guide fixing components fixedly connected to the heading linear guide and the inner ring of the slewing bearing respectively.

[0008] Preferably, a heading main shaft is rotatably connected to the linear guide rail fixing component at the center of the slewing bearing shaft, and the heading main shaft is connected to a heading absolute encoder via a heading encoder coupling.

[0009] Preferably, the heading precision drive assembly further includes: a heading drive motor support and a heading screw end support, both of which are connected to the base connecting main frame; a heading servo motor is connected to the heading drive motor support; and a heading ball screw is rotatably connected to the heading screw end support. The heading servo motor is connected to the heading ball screw via a heading motor coupling. An absolute heading encoder is mounted on a heading encoder fixture, which is connected to the base connecting main frame. A nylon adjusting pad is provided on the heading encoder fixture, and an anti-interference carbon fiber pad is provided on the inner ring of the slewing bearing.

[0010] Preferably, the pitch foundation support component includes a pitch device support frame, on which a pitch main bearing seat is connected, and the pitch main shaft is connected to the pitch main bearing seat; the pitch device support frame is connected to the working end of the yaw foundation support component, the pitch and roll stage transition connection seat is rotatably connected to the pitch main shaft, and the pitch and roll stage transition connection seat is connected to the roll foundation support component; the pitch precision drive assembly includes: a pitch servo motor, which drives a pitch ball screw, a pitch screw nut is connected to the pitch ball screw, and the pitch screw nut is fixedly connected to the pitch screw. The nut adapter seat connects the lower part of the pitch actuator arm body to the pitch screw nut adapter seat via a carbon fiber composite hollow shaft at the lower hinge point of the pitch actuator arm. The roll support frame adapter seat connects to the upper part of the pitch actuator arm body via a metal pin at the upper hinge point of the pitch actuator arm. A pitch actuator arm root reinforcement support is provided at the lower part of the pitch actuator arm body, and the pitch actuator arm root reinforcement support is fixedly connected to the pitch device support frame. The roll support frame adapter seat connects to the roll base support components. The detection end of the pitch main shaft is coaxially connected to the input shaft of the pitch absolute encoder via a pitch encoder coupling.

[0011] Preferably, it also includes a pitch motor mounting base, which is fixedly connected to the reference surface of the pitch device support frame. A pitch drive motor support is fixedly mounted on the pitch motor mounting base. A pitch servo motor is connected to the pitch motor mounting base. The output shaft of the pitch servo motor is coaxially connected to the drive end of the pitch ball screw via a pitch motor coupling. The pitch ball screw is rotatably connected to the pitch screw end support. The pitch screw end support is fixedly connected to the pitch end support base. The pitch end support base is fixedly connected to the pitch device support frame. The housing of the pitch absolute encoder is fixed on the pitch encoder mounting base.

[0012] Preferably, the roll base support component includes: a roll device support frame and a roll main shaft. The roll device support frame is connected to the working end of the pitch base support component and the working end of the pitch precision drive assembly. The roll precision drive assembly includes: a roll servo motor, which drives a roll ball screw. A roll screw nut is connected to the roll ball screw, and the roll screw nut is fixedly connected to a roll screw nut adapter seat. The roll actuating side arm is hinged to the roll screw nut adapter seat. The roll actuating side arm is hinged to the roll device support frame. The roll actuating side arm is rotatably connected to the roll main shaft, and the roll main shaft is fixedly connected to the drive top load bridging main frame.

[0013] Preferably, it further includes: a roll drive motor support, which is fixedly mounted on the top load bridging main frame; a roll servo motor connected to the roll drive motor support; the output shaft of the roll servo motor being coaxially connected to the drive end of the roll ball screw via a roll motor coupling; a roll screw end support fixedly connected to a roll end support base; and the roll end support base being fixedly connected to the top load bridging main frame; the detection end of the roll main shaft being fastened to the input end of the roll encoder coupling. The other end of the roll encoder coupling is coaxially connected to the roll absolute encoder. The roll absolute encoder is fixed on the roll encoder mounting base. The roll encoder mounting base is fixedly connected to the reinforced roll device support frame. Carbon fiber reinforcements are attached to the main force-bearing surface of the roll device support frame, and carbon fiber reinforcements are attached to the side wall of the roll device support frame. The roll root reinforcing angle seat is fixedly connected to the roll device support frame, and the roll main bearing seat is installed on the roll root reinforcing angle seat.

[0014] Preferably, the detection end of the roll main shaft is securely connected to the input end of the roll encoder coupling via a roll anti-slip clamp.

[0015] This invention also discloses a control method for a high-rigidity three-degree-of-freedom precision attitude adjustment device for aerospace component assembly, comprising: S1: Kinematic modeling and decoupling: The host computer establishes a deterministic linear mapping model between the linear displacement of each stage of the lead screw and the joint rotation angle based on the geometric parameters of the attitude adjustment device; for yaw motion, a nonlinear compensation model is established using the geometric relationship between the slider and the rotation center; S2: Trajectory planning and command issuance: Based on the target pose of the aerospace component assembly, the target position command of each axis motor is generated through the inverse kinematics calculation of the model in S1, and sent to the servo driver via an industrial fieldbus; S3: Precision execution and closed-loop feedback: The servo driver drives the servo motor of the corresponding precision drive component to rotate, and the load is driven by the transmission mechanism of the precision drive component; at the same time, the absolute encoder of each axis collects the actual physical angle of the load in real time and feeds it back to the controller; S4: Real-time error compensation: The controller adopts a PID closed-loop control algorithm, compares the target angle with the actual feedback angle, and adjusts the output torque and position of the servo motor of the corresponding precision drive component in real time, automatically compensating for attitude errors caused by thermal expansion of the lead screw, elastic deformation of the load, or mechanical backlash, to achieve micron-level positioning and attitude locking.

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0017] Compared with existing technologies, this invention has the following advantages: 1. Simplified motion control logic and reduced system integration difficulty: This invention adopts a serial mechanical structure layout, using a transmission form of "servo motor-ball screw-link / slider" to decompose the three-dimensional spatial motion into three independent single-axis drive units: heading, pitch, and roll. Compared with the complex spatial coupling algorithm of parallel mechanisms, the kinematic model of this solution has a definite linear relationship. In engineering implementation, this allows the host computer to directly use conventional single-axis position control algorithms for programming, significantly reducing the computational load on the PLC or motion controller and shortening the on-site debugging and integration cycle.

[0018] 2. Employing a fully electric closed-loop drive to address environmental and precision issues in hydraulic systems: To meet the specific cleanliness requirements of aerospace composite material production environments, this device replaces traditional hydraulic cylinders with servo electric actuators. This improvement physically eliminates the potential leakage risk of the hydraulic system and prevents oil contamination of composite components. Simultaneously, utilizing the mechanical rigidity of the ball screw pair and the fully closed-loop feedback of the absolute encoder, it effectively overcomes common pressure drift and start-stop phenomena in hydraulic transmissions, ensuring the device's positional stability under prolonged load.

[0019] 3. Optimized structural stiffness-to-weight ratio, improving dynamic response under heavy load conditions: This invention applies carbon fiber reinforced composite materials to key load-bearing components such as the actuator arm and load-bearing frame. Through a composite structure design of metal joints + carbon fiber tubes / plates, the weight of moving parts is effectively reduced and the moment of inertia is lowered while ensuring the high support rigidity required for the assembly of large aerospace components. In engineering applications, this design enables the motor to achieve faster start-stop response with less torque, reducing overshoot and oscillation during operation.

[0020] 4. Eliminating mechanical dead points and ensuring continuous operation throughout the entire stroke: Addressing the geometric dead point problem in linear drive rotary mechanisms, this invention designs a screw-slider linkage mechanism with an adaptive hinge node. This structure automatically adapts to the angular deviation between the linear guide 35° and the circular trajectory, releasing over-constraint stress. This ensures smooth and jam-free transmission throughout the designed full-angle stroke (especially during large pitch angles), improving the operational reliability and lifespan of the mechanical system.

[0021] 5. Standardized universal interfaces improve tooling reusability: This device features standardized upper and lower connection interfaces. The bottom interface is compatible with mainstream AGV mobile platforms or fixed foundations, while the top interface uses a standard flange connection, allowing for quick replacement of dedicated flexible brackets according to different machine models and tasks. This modular design enables the core drive unit to be reused in assembly tasks of different production lines or different product models, reducing the non-repetitive engineering investment costs of dedicated tooling. Attached Figure Description

[0022] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 is a schematic diagram of the structure of the basic support and load-bearing components of the present invention.

[0023] Figure 2 is a detailed structural diagram of the heading precision drive component and angle feedback unit in this invention.

[0024] Figure 3 is a schematic diagram of the overall structure of the heading (azimuth) motion hierarchy of the present invention.

[0025] Figure 4 is a detailed structural schematic diagram of the pitch precision drive transmission chain in this invention.

[0026] Figure 5 is a detailed structural diagram of the pitch angle detection and feedback component in this invention.

[0027] Figure 6 is a schematic diagram of the overall structure of the pitch motion hierarchy of the present invention.

[0028] Figure 7 is a detailed structural diagram of the roll precision drive transmission chain in this invention.

[0029] Figure 8 is a detailed structural diagram of the roll angle detection and feedback component in this invention.

[0030] Figure 9 is a schematic diagram of the overall structure of the rolling motion hierarchy of the present invention.

[0031] Figure 10 is a schematic diagram of the overall three-dimensional structure of the three-degree-of-freedom precision drive device provided by the present invention.

[0032] In the diagram: 1. Base connecting main frame; 2. Slewing bearing outer ring; 3. Slewing bearing inner ring; 4. Yaw drive motor support; 5. Yaw motor mounting base; 6. Yaw screw end support; 7. Pitch device support frame; 8. Pitch main shaft; 9. Pitch main bearing housing; 10. Pitch drive motor support; 11. Pitch motor mounting base; 12. Pitch screw end support; 13. Pitch end support base; 14. Pitch root reinforcing angle seat; 15. Pitch root carbon fiber reinforcement; 16. Pitch and roll stage transition connection seat; 17. Roll main shaft; 18. Roll main bearing housing; 19. Roll... 20. Drive motor support; 21. Roll end support base; 22. Roll screw end support; 23. Top load bridging main frame; 24. Roll shaft reinforcement angle seat; 25. Roll device carrier frame; 26. Roll frame in-plane carbon fiber reinforcement; 27. Roll frame sidewall carbon fiber reinforcement; 28. Heading ball screw; 29. ​​Heading motor coupling; 40. Heading servo motor; 31. Heading drive motor support; 32. Heading screw nut; 33. Heading screw nut extension adapter; 34. Bolt; 35. Slider linkage adapter; 36. Guide slider; 37. Linear guide rail; 38. Linear guide rail fixing component. 37. Anti-interference carbon fiber pad; 38. Heading main shaft; 39. Heading encoder coupling; 40. Heading absolute encoder; 41. Heading encoder fixing component; 42. Nylon adjusting pad; 43. Pitch servo motor; 44. Pitch motor coupling; 45. Pitch ball screw; 46. Pitch screw nut; 47. Pitch screw nut adapter; 48. Pitch actuator arm body; 49. Pitch actuator arm lateral carbon fiber reinforcement; 50. Roll bearing frame adapter; 51. Pitch actuator arm upper hinge point metal pin; 52. Pitch actuator arm lower hinge point carbon fiber composite hollow shaft; 53. Pitch actuator arm 54. Root reinforcement support; 55. Pitch shaft rolling bearing; 56. Pitch encoder coupling; 57. Pitch absolute encoder; 58. Pitch anti-slip clamp; 59. Pitch encoder mounting base; 60. Roll servo motor; 61. Roll motor coupling; 62. Roll ball screw; 63. Roll screw nut; 64. Roll screw nut adapter; 65. Roll actuator arm; 66. Roll actuator arm support shaft; 67. Roll actuator arm root reinforcement support; 68. Roll encoder coupling; 69. Roll absolute encoder; 70. Roll encoder mounting base; 71. Roll anti-slip clamp. Detailed Implementation

[0033] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0034] Furthermore, in this invention, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the invention. They are merely used to distinguish components or operations described using the same technical terms and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions and features of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0035] This invention belongs to the field of aerospace manufacturing equipment and precision automation control technology, and particularly relates to a spatial attitude coordination adjustment device for large aerospace composite material structural components in automated assembly, digital docking, and precision testing scenarios. Specifically, this invention relates to a flexible three-degree-of-freedom precision drive device that adopts a series topology structure and is based on a composite force-amplifying transmission mechanism of "servo motor-ball screw-linkage actuator or guide rail slider". This device can achieve azimuth sector rotation, large pitch angle adjustment, and precise roll (tilt) correction under heavy load conditions, and possesses high specific stiffness and lightweight characteristics. Furthermore, this invention also relates to an attitude control method based on this device to achieve high-precision closed-loop positioning and dynamic attitude maintenance.

[0036] This invention provides the following embodiments: Embodiment 1: This embodiment of the invention provides a high-rigidity three-degree-of-freedom precision attitude adjustment device and control method for assembling aircraft components, as shown in Figures 1-10. It includes: a directional base support component, a pitch base support component, and a roll base support component. The pitch base support component is connected to the working end of the directional base support component (i.e., the component that realizes directional adjustment), and the roll base support component is connected to the working end of the pitch base support component (i.e., the component that realizes pitch adjustment). The directional base support component, pitch base support component, and roll base support component are driven by a directional precision drive assembly, a pitch precision drive assembly, and a roll precision drive assembly, respectively. As shown in Figures 1-3, the directional base support component includes: a base connecting main frame 1 and a slewing bearing integrated thereon; constituting the first... The azimuth rotation reference is provided; the heading precision drive assembly adopts a composite force-increasing transmission configuration of "servo motor-precision ball screw-connecting rod / slider"; the heading precision drive assembly includes: a heading servo motor 29, which drives a heading ball screw 27, a heading screw nut 30 connected to the heading ball screw 27 (the screw and screw nut mating structure is existing technology and will not be described in detail here), the heading screw nut 30 is fixedly connected to a heading screw nut extension adapter 31, a slider linkage adapter 33 is rotatably connected to the heading screw nut extension adapter 31, a guide slider 34 is fixedly connected to the slider linkage adapter 33, the guide slider 34 is slidably constrained to the heading linear guide rail 35, and the linear guide rail fixing part 36 is fixedly connected to the heading linear guide rail 35 and the inner ring 3 of the slewing bearing respectively.

[0037] Among them, the linear guide rail fixing component 36 is rotatably connected to the slewing bearing shaft center, and the slewing main shaft 38 is connected to the slewing absolute encoder 40 through the slewing encoder coupling 39.

[0038] The precision heading drive assembly also includes: a heading drive motor support 4 and a heading screw end support 6, both of which are connected to the base connecting main frame 1. A heading servo motor 29 is connected to the heading drive motor support 4, and a heading ball screw 27 is rotatably connected to the heading screw end support 6. The heading servo motor 29 is connected to the heading ball screw 27 via a heading motor coupling 28. A heading absolute encoder 40 is mounted on a heading encoder fixture 41, which is connected to the base connecting main frame 1. A nylon adjusting pad 42 is provided on the heading encoder fixture 41, and an anti-interference carbon fiber pad 37 is provided on the inner ring 3 of the slewing bearing.

[0039] The base connecting main frame 1 serves as the overall foundation, upon which a high-load-bearing yaw mechanism is mounted. The core of the yaw motion relies on the relative rotational engagement between the outer ring 2 and the inner ring 3 of the slewing bearing. Regarding power transmission, to ensure the rigidity and positioning accuracy of the screw drive chain under dynamic loads, its support structure adopts a double-end layout: the driving end of the yaw ball screw 27 relies on the yaw drive motor support 4, which is firmly mounted on the yaw motor mounting base 5, which is fixedly connected to the base connecting main frame 1; while the driven end (wandering end) of the yaw ball screw 27 is stably supported by the yaw screw end support 6. This double-end constrained support form constitutes the first-level motion reference of the device, driving the upper structure to achieve smooth yaw scanning motion and positioning through the precision transmission of the screw module.

[0040] Please refer to Figure 2. The yaw ball screw 27, as the core transmission component of the yaw precision drive assembly, has its power input end coaxially connected to the output shaft of the yaw servo motor 29 via the yaw motor coupling 28. When the yaw servo motor 29 drives the yaw ball screw 27 to rotate, the yaw screw nut 30 generates a high-precision linear displacement along the axis of the yaw ball screw 27. In order to efficiently convert the single-degree-of-freedom linear motion of the yaw screw nut 30 into the rotational torque of the slewing bearing and to eliminate the inherent dead point of motion when linearly driving a rotating body, this invention adopts a multi-level linkage decoupling structure of "nut-slider-adaptive hinge node". Specifically, the yaw screw nut 30 and one side of the yaw screw nut extension adapter 31 are rigidly connected by fasteners (four bolts 32), and the other side of the yaw screw nut extension adapter 31 is provided with a bearing mounting position; a matching bearing is embedded in the center hole of the slider linkage adapter 33 that cooperates with it. Through the above structure, an adaptive hinge node with independent rotational freedom is constructed between the heading screw nut extension adapter 31 and the slider linkage adapter 33. The four edges of the slider linkage adapter 33 are fastened to the guide slider 34, and the guide slider 34 is slidably constrained on the heading linear guide rail 35, and can reciprocate along the direction of the heading linear guide rail 35.

[0041] During operation, the axial thrust of the heading screw nut 30 is transmitted to the guide slider 34 via the aforementioned slider linkage adapter 33. The movement of the guide slider 34, constrained by the heading linear guide 35, generates a tangential component force, which in turn drives the inner ring of the slewing bearing, connected to the linear guide fixing member 36, to rotate relative to the base connecting main frame 1, achieving smooth heading attitude adjustment. During this transmission process, thanks to the existence of the aforementioned adaptive hinge node, a slight relative rotation can occur between the screw nut extension adapter 31 and the slider linkage adapter 33. This relative rotation automatically compensates for the chord-tangential angle deviation caused by positional changes between the linear trajectory of the heading linear guide 35 and the circular trajectory of the slewing bearing. This motion decoupling design effectively releases the over-constraint stress within the mechanism, ensuring that the restricted movement of the guide slider 34 can always be efficiently converted into a tangential component force driving the rotation, avoiding mechanism jamming.

[0042] Furthermore, to ensure a safe clearance between the rotating components and the stationary base, the device is equipped with anti-interference carbon fiber pads 37 to prevent mechanical interference between the inner ring of the slewing bearing and the main frame 1 connected to the base under high-speed rotation conditions. For closed-loop control, the yaw main shaft 38 is connected to the yaw absolute encoder 40 via a yaw encoder coupling 39. This encoder is positioned and fixed by a yaw absolute encoder bracket 41 and nylon adjusting pads 42, and is used to acquire and feedback the system's rotation angle signal in real time, thereby ensuring high-precision closed-loop control of the yaw motion.

[0043] Please refer to Figures 1, 4, and 6 in the accompanying drawings. The pitch foundation support component includes a pitch device support frame 7, on which a pitch main bearing seat 9 is connected. The pitch main shaft 8 is connected to the pitch main bearing seat 9. The pitch device support frame 7 is connected to the working end of the yaw foundation support component. The pitch precision drive assembly adopts a "screw-connecting rod" triangular force amplification structure. The pitch precision drive assembly includes: a pitch servo motor 43, which drives a pitch ball screw 45. A pitch screw nut 46 is connected to the pitch ball screw 45. Nut 46 is fixedly connected to pitch screw nut adapter 47. The lower part of the pitch actuator arm body 48 is hinged to the pitch screw nut adapter 47 through the carbon fiber composite hollow shaft 52 at the lower hinge point of the pitch actuator arm. Roll support frame adapter 50 is hinged to the upper part of the pitch actuator arm body 48 through the metal pin 51 at the upper hinge point of the pitch actuator arm. A pitch actuator arm root reinforcement support 53 is provided at the lower part of the pitch actuator arm body 48. The pitch actuator arm root reinforcement support 53 is fixedly connected to the pitch device support frame 7. The pitch device support frame 7 is connected to the working end of the heading foundation support component.

[0044] Please refer to Figure 4. The power source for the precision pitch drive assembly is a pitch servo motor 43, which is securely mounted on the reference surface of the pitch device support frame 7 via a pitch drive motor support 10 and a pitch motor mounting base 11. The pitch motor mounting base 11 is fixedly connected to the reference surface of the pitch device support frame 7, and the pitch drive motor support 10 is fixedly mounted on the pitch motor mounting base 11. The output shaft of the pitch servo motor 43 is coaxially connected to the drive end of the pitch ball screw 45 via a pitch motor coupling 44. The end of the pitch ball screw 45 is precisely constrained in rotation by a pitch screw end support 12, which is fixed by a pitch end support base 13. The pitch end support base 13 is fixedly connected to the pitch device support frame 7, thus constructing a high-rigidity double-end support screw transmission system.

[0045] In terms of drive logic, when the pitch servo motor 43 rotates, the pitch ball screw 45 rotates accordingly, forcing the pitch screw nut 46 mating with it to produce a precise axial linear displacement. To solve the geometric coupling problem between linear drive and oscillation output, the pitch screw nut 46 is hinged to the pitch actuator arm body 48 via the pitch screw nut adapter 47. This connection method can adaptively compensate for the positional deviation between the linear trajectory of the screw and the arc trajectory of the actuator arm, thereby efficiently and smoothly converting the rotational motion of the pitch servo motor 43 into a linear push-pull torque on the actuator arm. The pitch actuator arm body 48, as the core force transmission component, has a composite carbon fiber reinforcement 49 attached to its outer surface. Utilizing the high specific modulus characteristics of carbon fiber material for structural reinforcement, the bending stiffness and response frequency of the actuator arm under dynamic load are significantly improved. The boom is configured with a double-hinged linkage mechanism: its upper end serves as the output hinge point, connecting to the roll support frame adapter 50, specifically through a metal pin 51 at the upper hinge point of the pitch boom; its lower end serves as the rotation root, hinged to the pitch screw nut adapter 47 via a carbon fiber composite hollow shaft 52 at the lower hinge point of the pitch boom. This root region is equipped with a pitch boom root reinforcement support 53, together forming a flexible rotational fulcrum with high load-bearing capacity.

[0046] Specifically, the output end of the pitch actuator arm body 48 is rigidly interconnected with the roll device support frame 24 via the pitch actuator arm adapter 50. During operation, the pitch servo motor 43 drives the pitch ball screw 45 to rotate, which is converted into a precise linear feed of the pitch screw nut 46. This pushes or pulls the pitch actuator arm body 48 to swing precisely around its root fulcrum, ultimately causing the roll device support frame 24 connected to it to deflect at an angle relative to the pitch device support frame 7, thereby achieving precise pitch attitude adjustment.

[0047] Above the yaw assembly, the pitch device support frame 7 forms the main framework of the second-stage motion. The core component of this stage of motion is the pitch main shaft 8, whose two ends are supported by pitch main bearing seats 9 for low-friction rotation. The power drive assembly adopts a high-rigidity layout: the drive end assembly is firmly mounted on the pitch drive motor support 10 and the pitch motor mounting base 11; while the driven support end of the pitch ball screw 45 is jointly constrained by the pitch screw end support 12 and the pitch end support base 13 to ensure the linear accuracy and structural rigidity of the transmission chain under variable load conditions. During operation, the screw module drives the upper mechanism to make smooth and precise pitch attitude adjustments around the pitch main shaft 8 through axial telescopic displacement. In addition, to ensure that the pitch rotation center has extremely high structural stability and vibration resistance when subjected to heavy loads, a dual reinforcement design is specially adopted in this area: on the one hand, a pitch root reinforcing bracket 14 is provided in the stress concentration area to disperse metal fatigue stress; on the other hand, a pitch root carbon fiber reinforcement 15 is attached for stiffness compensation, which significantly suppresses elastic deformation during the motion process and improves the dynamic response capability of the system.

[0048] Please refer to Figure 5, which shows the high-precision pitch angle feedback component configured to monitor the attitude angle of pitch motion in real time. The main pitch shaft 8 serves as the core of the pitch mechanism's rotational motion. Its two ends are supported and constrained by the pitch root reinforcing angle seat 14, the pitch-roll stage transition connecting seat 16, and the built-in pitch shaft rolling bearing 54, all contributing to its rotational freedom. The pitch root reinforcing angle seat 14 is connected to the pitch device support frame 7. When the pitch power unit drives the system, the roll device support frame 24 deflects relative to the pitch device support frame 7. This motion manifests as a relative rotational motion between the pitch-roll stage transition connecting seat 16 and the main pitch shaft 8. The transition connecting seat 16 is rotatably connected to the main pitch shaft 8, and the pitch-roll stage transition connecting seat 16 is connected to the roll base support component. To achieve precise quantification of the rotation angle, the device employs a direct-connection detection scheme: the detection end of the pitch main shaft 8 is coaxially connected to the input shaft of the pitch absolute encoder 56 via a pitch encoder coupling 55. The housing of the pitch absolute encoder 56 is rigidly fixed to the pitch encoder mounting base 58, forming a stable measuring stator. Specifically, to ensure high-fidelity transmission of measurement data, a pitch anti-slip clamp 57 is specially installed at the connection point. This clamp eliminates shaft clearance through radial preload and prevents axial translation of the pitch main shaft 8, avoiding transmission lag errors. Based on this structure, when the pitch frame rotates, the pitch absolute encoder 56 can synchronously acquire minute angular displacement changes of the pitch main shaft 8 and output the analyzed high-precision angle data as a feedback signal to the control system in real time, thereby achieving fully closed-loop precise control of the pitch attitude.

[0049] The rolling base support components include: a rolling device support frame 24 and a rolling main shaft 17. The rolling precision drive assembly includes: a rolling servo motor 59, which drives a rolling ball screw 61. A rolling ball screw nut 62 is connected to the rolling ball screw 61. The rolling ball screw nut 62 is fixedly connected to a rolling ball screw nut adapter 63. A rolling actuation side arm 64 is hinged to the rolling ball screw nut adapter 63. The rolling actuation side arm 64 is hinged to the rolling device support frame 24. The rolling actuation side arm 64 is rotatably connected to the rolling main shaft 17 (rotatably connected to the rolling main shaft 17 via a rolling main bearing seat 18). The rolling main shaft 17 is fixedly connected to the drive top load bridging main frame 22.

[0050] Referring to Figure 7, the roll precision drive assembly in this embodiment is located at the very end of the device, used to bear the final load and achieve high-precision lateral attitude adjustment. The power source for this assembly is a high-response roll servo motor 59, which is securely mounted on the roll device support frame 24 via a roll drive motor support 19. The output shaft of the roll servo motor 59 is coaxially and backlash-free connected to the drive end of the roll ball screw 61 via a roll motor coupling 60. To ensure the stability of the long-span screw during high-speed rotation, the driven end of the roll ball screw 61 is provided with rotational freedom constraint by a roll screw end support 21, which is securely connected to the roll end support base 20, thus constructing a high-rigidity double-end constraint transmission system.

[0051] In terms of transmission logic, when the roll servo motor 59 drives the roll ball screw 61 to rotate, it generates a precise axial linear displacement in conjunction with the roll screw nut 62 mounted on the roll ball screw 61. To convert this linear motion into rotational torque, the roll screw nut 62 establishes a hinged connection with the drive end of the roll actuator arm 64 through the roll screw nut adapter 63. The roll actuator arm 64 and the roll actuator arm support shaft 65 together constitute the main body of the roll actuator arm. As a core force transmission component, its root hinge system is crucial: this area is specially equipped with a roll actuator arm root reinforcement support 66 to disperse the root stress generated during large-angle tilting and ensure the structural stability of the fulcrum. The geometric rotation center of the roll motion is defined by the roll main shaft 17, and the roll main bearing seat 18 provides radial support and axial limitation for the main degree of freedom. In terms of structural reinforcement, to improve the torsional rigidity of the roll assembly support frame 24 and key connection nodes, a reinforced corner bracket 23 for the roll shaft is specially installed in the stress concentration area for reinforcement. During operation, the roll servo motor 59 drives the roll ball screw 61 to rotate, which in turn drives the roll actuator arm 64 to swing, thereby causing the top load bridging main frame 22, which is rigidly connected to the main shaft system, to rotate laterally around the roll main shaft 17, ultimately achieving precise roll attitude control of the load in three-dimensional space.

[0052] At the very end of the device is the roll motion component, which achieves a rigid transition connection between the roll mechanism and the pitch mechanism through the pitch-roll stage transition connector 16. The geometric center of the roll motion is defined by the roll main shaft 17, and the main roll bearing housing 18 provides radial support for the main rotational degree of freedom. The inner ring of the bearing in the roll main bearing housing 18 is fixedly connected to the roll main shaft 17. In terms of attitude control, the power output end relies on the roll drive motor support 19, which is coupled with the driven constraint end composed of the roll end support base 20 and the roll screw end support 21. This double-end anchoring structure effectively eliminates the cantilever end vibration generated by the screw during high-speed reciprocating motion. Finally, this transmission mechanism efficiently converts the precise axial feed of the screw into the angular displacement of the top load bridging the main frame 22 and the load around the axis, accurately realizing three-degree-of-freedom attitude control. To significantly improve the torsional resistance and structural rigidity of the roll frame, this part also continues the multi-strength design concept: a roll shaft reinforcement bracket 23 is provided at the key connection, and carbon fiber reinforcement 25 in the roll frame plane and carbon fiber reinforcement 26 on the side wall of the roll frame are compositely attached to the surface of the roll device support frame 24. This high specific stiffness composite structure greatly improves the modal frequency and response speed of the end device.

[0053] Please refer to Figure 8. This is a high-precision roll angle feedback assembly configured for full closed-loop monitoring of the roll attitude of the end load. The roll main shaft 17 serves as the geometric rotation core of the roll motion, and its radial degree of freedom is precisely constrained by the roll main bearing housing 18. To ensure the stability and reliability of the zero-point reference for angle measurement, the roll device support frame 24 adopts a multi-dimensional structural reinforcement design: First, in-plane carbon fiber reinforcement 25 is compositely attached to the main force-bearing surface of the roll device support frame 24, and sidewall carbon fiber reinforcement 26 is attached to the sidewall of the roll device support frame 24. This composite design, utilizing the high specific modulus characteristics of carbon fiber, greatly improves the frame's torsional rigidity and resistance to thermal deformation. Second, a roll root reinforcement angle seat 23 is provided at key connection nodes (the roll root reinforcement angle seat 23 is fixedly connected to the roll device support frame 24, and the roll main bearing housing 18 is installed in the roll root reinforcement angle seat 23), further suppressing structural micro-vibration during motion. The aforementioned high-rigidity substrate design provides a stable physical reference for high-precision angle acquisition.

[0054] In terms of detection logic, the detection end of the roll main shaft 17 extends out of the bearing housing and is securely connected to the input end of the roll encoder coupling 67 via a roll anti-slip clamp 70. The roll anti-slip clamp 70 is designed to eliminate shaft clearance through circumferential preload, preventing transmission slippage and ensuring that the angular displacement of the main shaft is transmitted to the sensor without damage. The other end of the roll encoder coupling 67 is coaxially connected to the roll absolute encoder 68. To ensure the stability of the stator reference system, the housing of the roll absolute encoder 68 is rigidly locked onto the roll encoder mounting base 69, which is fixedly connected to the reinforced roll device support frame 24. Based on this architecture, when the drive assembly pushes the load to rotate around the roll main shaft 17, the roll absolute encoder 68 can acquire the absolute angular position of the roll main shaft 17 relative to the high-rigidity frame in real time and feed back the analyzed high-fidelity data to the control unit, thereby achieving attitude control in the roll dimension.

[0055] The carbon fiber reinforcement material preferably uses T800 grade or higher modulus; the connection between the absolute encoder (part numbers 32, 40, 56, 68) and the various motion spindles (part numbers 11, 38, 8, 17) in the angle feedback assembly is equipped with anti-slip clamps (part numbers 30, 57, 70); the anti-slip clamps eliminate the fit clearance between the encoder coupling and the spindle through circumferential mechanical preload, preventing transmission slippage and lag; the absolute encoder preferably uses a multi-turn absolute grating encoder with a resolution of not less than 23 bits, supporting BiSS-C or EnDat high-speed communication protocols.

[0056] The ball screws (part numbers 27, 45, 61) in the precision drive assembly are all C3 grade or higher precision ground ball screws, and are equipped with a double nut preload structure to eliminate axial backlash; the servo motors (part numbers 25, 29, 43, 59) are all directly connected to the screws via high-rigidity diaphragm type or plum blossom type couplings, and the servo motor mounts (part numbers 4, 10, 19) and the screw end supports (part numbers 6, 12, 21) are all fixed on the same precision-machined reference plane.

[0057] The device has a standardized modular interface; the bottom of the base connecting main frame 1 is provided with a connection position adapted to AGV mobile vehicles or omnidirectional mobile platforms; the top surface of the top load bridging main frame 22 is provided with a connection position adapted to various aviation composite wall panel flexible brackets.

[0058] A control method for a high-rigidity three-degree-of-freedom precision attitude adjustment device for aerospace component assembly, characterized by the following: S1: Kinematic modeling and decoupling: The host computer establishes a deterministic linear mapping model between the linear displacement of each stage of the lead screw and the rotation angle of the joint based on the geometric parameters of the attitude adjustment device; for yaw motion, a nonlinear compensation model is established using the geometric relationship between the slider and the rotation center; S2: Trajectory planning and command issuance: Based on the target pose (Yaw, Pitch, Roll) of the aerospace component assembly, the target position commands of each axis motor are generated through the inverse kinematics calculation of the model in S1, and sent to the servo driver via an industrial fieldbus; Yaw, Pitch, and Roll are the yaw angle, pitch angle, and roll angle, respectively.

[0059] S3: Precision execution and closed-loop feedback: The servo driver drives the motor to rotate, which in turn drives the load to move via the lead screw-linkage mechanism; at the same time, the absolute encoders of each axis collect the actual physical angle of the load in real time and feed it back to the controller; S4: Real-time error compensation: The controller adopts a PID closed-loop control algorithm to compare the target angle with the actual feedback angle, adjust the motor output torque and position in real time, and automatically compensate for the attitude error caused by the thermal expansion of the lead screw, the elastic deformation of the load, or the mechanical backlash, so as to achieve micron-level positioning and attitude locking.

[0060] This invention aims to solve many problems faced by existing automated assembly equipment for large aerospace components in on-site engineering implementation, especially addressing practical pain points such as difficult maintenance of hydraulic systems, complex control and debugging of parallel mechanisms, and poor versatility of special tooling. This invention provides a high-rigidity three-degree-of-freedom precision drive device and its attitude control method. By constructing a standardized and modular all-electric drive execution unit, it is committed to achieving the following engineering application goals: (1) Achieving "mechanical-level" motion decoupling and reducing the development and debugging threshold of the control system: In response to the needs of high reliability and rapid maintenance of equipment on-site, this invention abandons the control approach that relies excessively on complex algorithm compensation, and instead achieves physical-level motion decoupling through optimized mechanical structure design. Through the deterministic transmission chain of "screw-slider / connecting rod", the complex spatial three-dimensional attitude adjustment is transformed into three independent single-axis servo position control tasks. This design greatly simplifies the logic architecture of the underlying PLC or motion controller, making the equipment more resistant to interference and more robust, and significantly shortening the on-site debugging cycle and fault diagnosis time.

[0061] (2) Establishing a "zero-settlement" high-rigidity all-electric drive architecture to ensure process stability: Addressing the stringent requirements for maintaining a static posture for extended periods (such as during drilling, riveting, and solidification) in aerospace composite assembly, this invention proposes a rigid holding scheme with mechanical self-locking capability. By utilizing a combination of precision ball screw pairs and high-rigidity connecting rods, the hydraulic cylinders, which suffer from internal leakage and pressure drift risks, are replaced, ensuring zero-drift and non-settling physical locking of the device under power failure or prolonged load conditions. Simultaneously, the fully enclosed dry lubrication design completely eliminates the risk of oil contamination, perfectly adapting to the harsh process environment of aerospace cleanrooms, and achieving maintenance-free or low-maintenance operation of the equipment.

[0062] (3) Creating standardized heavy-duty functional modules to achieve reuse and cost reduction of tooling resources: In order to change the high-cost status quo of traditional aviation tooling being used on a "one-machine-one-use" basis, this invention is committed to separating the precision drive function from the flexible support tooling. This device is designed as a standardized heavy-duty attitude adjustment functional module, which can be adapted to the wing surface or panel brackets of different aircraft models through a standard flange interface, and can be compatible with various bases such as AGVs, gantry frames or ground rails. This engineering design allows the same drive device to be flexibly transferred and reused in different production batches and different model tasks, significantly reducing the hardware investment cost and changeover cycle of the production line.

[0063] The working principle and operation process of the above technical solution are as follows: 1. Overall control strategy and transmission logic: The core operating mechanism of this invention is based on a series decoupling strategy of electromechanical coordination and a fully closed-loop vector control logic. The device adopts a series topology layout in physical architecture, which clearly resolves the complex three-dimensional spatial attitude adjustment task at the mechanical level into three anisotropic but independently controllable single-axis precision servo drive processes: heading (azimuth), pitch (elevation angle), and roll (roll). During the execution of the action, the host computer control system first calculates the spatial Euler angles into linear displacement commands of three precision ball screws using inverse kinematics algorithm according to the target attitude requirements of the aerospace component assembly. Then, it drives the motors of each axis through servo drives, and finally converts the linear motion into a high-rigidity angle output through a composite force-amplifying linkage mechanism. At the same time, it cooperates with the absolute encoders installed at the ends of each spindle to realize real-time monitoring and dynamic error compensation of the actual attitude of the load.

[0064] 2. Heading (Azimuth) Motion Execution Process: As the first-level motion reference of the device, the heading motion component is responsible for driving the upper overall mechanism to perform sector scanning or azimuth alignment in the horizontal plane. At the start of the action, the heading servo motor 29 receives the command to rotate, driving the heading ball screw 27 to rotate via a high-rigidity coupling, forcing the heading screw nut 30 mating with it to produce a high-precision axial linear feed. In order to efficiently convert this single-degree-of-freedom linear motion into the rotational torque of the inner ring 3 of the slewing bearing, and to eliminate the inherent geometric chord-tangential interference when driving a rotating body linearly, the unique "nut-slider-adaptive hinge" mechanism of this invention plays a key role: the axial thrust of the screw nut is first transmitted to the slider linkage adapter 33, pushing the guide slider 34 to produce tangential displacement on the heading linear guide rail 35; in this process, the adaptive hinge node automatically absorbs and compensates for the positional deviation between the trajectory of the linear guide rail 35 and the arc trajectory of the slewing bearing through a small relative rotation. This process releases the over-constraint stress inside the mechanism, ensuring that the guide slider 34 can smoothly output the tangential component force, thereby driving all components above 1 in the base connection main frame diagram to rotate around the yaw main axis 38 with no dead points and high stability.

[0065] 3. Pitch (Elevation) Motion Execution Process: The pitch motion component, as the second-level core load-bearing mechanism, is mainly responsible for the large-angle pitch adjustment of the workpiece. Its operation process is based on the highly stable triangular linkage force amplification principle: the pitch servo motor 43 drives the pitch ball screw 45 to rotate, which in turn drives the pitch screw nut 46 to move axially. This displacement acts on the lower middle drive point of the pitch actuator arm body 48 through the hinge point, forcing the actuator arm to swing powerfully around the carbon fiber composite hollow shaft (i.e., the rotation fulcrum) fixed at its root. Based on the lever principle, the actuator arm converts the push and pull force of the screw into an amplified torque, which pushes the bridge frame of the pitch device to deflect around the pitch center axis through the output hinge point at the top. During this high-load operation, the carbon fiber reinforcement attached to the surface of the actuator arm and the load-bearing frame works together with the metal skeleton to bear the force. The high specific modulus of carbon fiber significantly suppresses the elastic deformation caused by changes in gravitational torque, ensuring high geometric stiffness and dynamic stability of the pitch motion throughout its entire stroke.

[0066] 4. Roll (Tilting) Motion Execution Process: The roll motion component at the far end of the device is responsible for high-frequency response leveling or tilt attitude positioning of the load. Its drive logic is similar to that of the pitch axis but focuses more on anti-disturbance performance: the roll servo motor 59 drives the roll ball screw 61 with a double-end anchored support structure, effectively suppressing radial runout and cantilever end chatter of the screw during high-speed reciprocating motion. The screw nut pushes the roll actuator arm to swing, thereby driving the top load bridging main frame 22 and the final load to rotate around the roll main shaft 17. Since the roll shaft directly bears the eccentric moment of the large-span aerospace workpiece, the in-plane and sidewall carbon fiber reinforcements on the roll device support frame 24 play an anti-torsional role in this process, preventing the frame from twisting and deforming, and ensuring high fidelity of end attitude adjustment.

[0067] 5. Closed-Loop Feedback and Dynamic Attitude Locking: While all the aforementioned mechanical actions are executed, the integrated closed-loop feedback system remains in a millisecond-level monitoring state. Absolute encoders installed at the ends of the yaw, pitch, and roll spindles bypass transmission chain backlash, directly acquiring the actual physical angle at the load end and feeding it back to the motion controller. The controller uses a PID algorithm to compare the actual feedback angle with the target trajectory angle in real time: if a slight angular deviation is detected due to thermal expansion of the lead screw, mechanical backlash, or elastic deformation of the load, the controller immediately instructs the servo motor to output compensating torque or fine-tune the displacement. This dynamic correction mechanism allows the device to achieve spatial attitude locking and maintenance better than arcsecond levels, even under power failure or prolonged load conditions, utilizing the mechanical self-locking characteristics of the lead screw and the electrical servo locking function.

[0068] The beneficial effects of the above technical solution are as follows: 1. Simplified motion control logic and reduced system integration difficulty: This invention adopts a serial mechanical structure layout, using a transmission form of "servo motor-ball screw-link / slider" to decompose the three-dimensional spatial motion into three independent single-axis drive units: heading, pitch, and roll. Compared with the complex spatial coupling algorithm of parallel mechanisms, the kinematic model of this solution has a definite linear relationship. In engineering implementation, this allows the host computer to directly use conventional single-axis position control algorithms for programming, significantly reducing the computational load on the PLC or motion controller and shortening the on-site debugging and integration cycle.

[0069] 2. Employing a fully electric closed-loop drive to address environmental and precision issues in hydraulic systems: To meet the specific cleanliness requirements of aerospace composite material production environments, this device replaces traditional hydraulic cylinders with servo electric actuators. This improvement physically eliminates the potential leakage risk of the hydraulic system and prevents oil contamination of composite components. Simultaneously, utilizing the mechanical rigidity of the ball screw pair and the fully closed-loop feedback of the absolute encoder, it effectively overcomes common pressure drift and start-stop phenomena in hydraulic transmissions, ensuring the device's positional stability under prolonged load.

[0070] 3. Optimized structural stiffness-to-weight ratio, improving dynamic response under heavy load conditions: This invention applies carbon fiber reinforced composite materials to key load-bearing components such as the actuator arm and load-bearing frame. Through a composite structure design of metal joints + carbon fiber tubes / plates, the weight of moving parts is effectively reduced and the moment of inertia is lowered while ensuring the high support rigidity required for the assembly of large aerospace components. In engineering applications, this design enables the motor to achieve faster start-stop response with less torque, reducing overshoot and oscillation during operation.

[0071] 4. Eliminating mechanical dead points and ensuring continuous operation throughout the entire stroke: Addressing the geometric dead point problem in linear drive rotary mechanisms, this invention designs a screw-slider linkage mechanism with an adaptive hinge node. This structure automatically adapts to the angular deviation between the linear guide 35° and the circular trajectory, releasing over-constraint stress. This ensures smooth and jam-free transmission throughout the designed full-angle stroke (especially during large pitch angles), improving the operational reliability and lifespan of the mechanical system.

[0072] 5. Standardized universal interfaces improve tooling reusability: This device features standardized upper and lower connection interfaces. The bottom interface is compatible with mainstream AGV mobile platforms or fixed foundations, while the top interface uses a standard flange connection, allowing for quick replacement of dedicated flexible brackets according to different machine models and tasks. This modular design enables the core drive unit to be reused in assembly tasks of different production lines or different product models, reducing the non-repetitive engineering investment costs of dedicated tooling.

[0073] Example 2, based on Example 1, further includes: a heading servo motor monitoring device, comprising: a temperature sensor for detecting the actual temperature (e.g., winding temperature) of a key temperature monitoring area of ​​the heading servo motor; a current acquisition device for acquiring the actual current of the heading servo motor; and a temperature rise characteristic analysis module for determining the actual temperature rise current coupling coefficient by combining the temperature sensor detection values ​​and the current acquisition device detection values ​​within the latest preset historical time period (e.g., 5-15 minutes). The temperature rise characteristic analysis module operates periodically after initially reaching the stable operating current for the current attitude adjustment; and acquires the latest preset historical time period (e.g., 5-15 minutes). The difference between the maximum and minimum values ​​detected by the internal temperature sensor (temperature difference, the detection time interval between the two temperatures corresponding to the temperature difference is the target time interval); the difference between the maximum and minimum values ​​detected by the current acquisition device within the latest preset historical time period (e.g., 5-15 minutes) (current difference); and the corresponding actual temperature rise current coupling coefficient is determined; Warning module 1: used to issue an alarm when the actual temperature rise current coupling coefficient does not meet the corresponding safe range of temperature rise current coupling coefficient; Curve construction module: used to construct a fitting curve of attitude adjustment time - actual temperature rise current coupling coefficient before attitude adjustment emergency stop based on the actual temperature rise current coupling coefficient in the current attitude adjustment process. The attitude adjustment displacement of the heading screw nut is marked; in the attitude adjustment time-actual temperature rise current coupling coefficient fitting curve, the horizontal axis is time, and the vertical axis is the actual temperature rise current coupling coefficient corresponding to the horizontal axis. After the initial stable working current of the current attitude adjustment is reached, the horizontal axis corresponding to the time is 0; Acquisition module: used to acquire the emergency stop parameters of the current attitude adjustment emergency stop; the emergency stop parameters include the preset emergency stop braking current and emergency stop time; Analysis module: used to determine the time when the difference between the attitude adjustment displacement and the final target attitude adjustment displacement is less than the preset displacement difference (the time point when attitude adjustment is about to be completed and emergency stop is approaching; the preset displacement difference is based on the attitude adjustment accuracy) by combining the attitude adjustment time-actual temperature rise current coupling coefficient fitting curve before attitude adjustment emergency stop. The target time (e.g., a value of 0.1–0.5 mm) is determined, and the actual current and actual temperature rise current coupling coefficient of the heading servo motor corresponding to the target time are determined. Furthermore, the fitting curve of the attitude adjustment time-actual temperature rise current coupling coefficient before the attitude adjustment emergency stop is divided into multiple segments, and the average value of the temperature rise current coupling coefficient for each segment is determined. The standard deviation of the average value of the temperature rise current coupling coefficient for all segments is obtained. This standard deviation can quantify the overall fluctuation of the thermal state throughout the attitude adjustment process. Its applications include: serving as a batch rating indicator for aviation attitude adjustment processes, verifying the load matching degree of multi-motor coordinated attitude adjustment, assessing the performance degradation of attitude adjustment equipment, and assisting in the precision and reliability control of aviation assembly.

[0074] Prediction module: Determines the predicted thermal shock characteristic coefficient of the current attitude adjustment emergency stop based on the actual current of the heading servo motor corresponding to the target time and the emergency stop parameters; Warning module: Is used to issue a warning when the predicted thermal shock characteristic coefficient of the current attitude adjustment emergency stop is greater than the preset shock characteristic coefficient.

[0075] Actual temperature rise current coupling coefficient = (current current difference ÷ current stable operating current of current attitude adjustment) ÷ [((temperature difference ÷ target time interval) - current attitude adjustment reference temperature rise rate) ÷ current attitude adjustment reference temperature rise rate]; Preset duration: refers to the time period of the most recent continuous operation of the heading servo motor (such as the 10-minute attitude adjustment process that has just been completed), used to extract temperature and current data within this period, which is the data time range for calculating the coupling coefficient.

[0076] The stable operating current for current attitude adjustment refers to the constant current continuously output by the yaw servo motor when performing the current attitude adjustment requirement (e.g., the standard current for assembling this component is 2.0A); it is a reference current preset in advance for a specific attitude adjustment task; for example, based on the specific object of this attitude adjustment (e.g., a certain type of wing skin) and the attitude adjustment range (e.g., ±0.03°), the standard load data corresponding to this task is retrieved from the aviation assembly process library, and then combined with the motor's "load-current" calibration curve, the constant operating current is directly preset.

[0077] The current attitude adjustment reference temperature rise rate is the theoretical temperature rise rate under the current stable operating current (where the current difference ÷ the current stable operating current is 0 to 0.01). The temperature rise current coupling coefficient is essentially the influence coefficient of relative load fluctuation on relative temperature rise deviation, and its physical meaning is the relative deviation of temperature rise caused by relative load fluctuation. When this coefficient does not meet the corresponding safe range of the temperature rise current coupling coefficient, it indicates that the influence of current fluctuation on temperature rise during the current attitude adjustment process has exceeded the safe and controllable range. The warning module will trigger an alarm to ensure the thermal safety of the heading servo motor and the attitude adjustment accuracy.

[0078] The current surge gain is determined based on the actual current of the heading servo motor corresponding to the target time and the preset emergency stop braking current of the current attitude adjustment emergency stop; the current overload intensity during the aircraft attitude adjustment emergency stop is quantified; current surge gain = (preset emergency stop braking current value of the current attitude adjustment emergency stop - actual current value of the heading servo motor corresponding to the target time) ÷ actual current value of the heading servo motor corresponding to the target time; the predicted thermal shock characteristic coefficient of the current attitude adjustment emergency stop = current surge gain × (1 + actual temperature rise current coupling coefficient); current surge gain: provides the basic intensity of the additional heat generated by the emergency stop; "1 + actual temperature rise current coupling coefficient": reflects the thermal accumulation amplification effect of the current attitude adjustment. By combining the current surge (heat source) during emergency stop with the heat accumulation (temperature rise amplification condition) formed during the posture adjustment process, the risk level of thermal shock after emergency stop is quantitatively assessed. The larger the coefficient value, the higher the additional temperature rise of the motor due to thermal inertia after emergency stop and the stronger the thermal risk. The beneficial effects of the above technical solution are: using stable operating current and reference temperature rise rate as safety benchmarks, the degree of deviation is quantified through coupling coefficient, realizing early warning of micro-perturbation-temperature rise correlation, and avoiding accuracy drift or hardware damage caused by latent overheating of the motor during posture adjustment.

[0079] By combining the current surge intensity with the current heat accumulation amplification effect, a quantitative prediction of emergency stop thermal risk is achieved. When the coefficient exceeds the limit, the load is reduced / heat dissipated in advance, solving the problem that traditional emergency stops rely solely on empirical thresholds and are prone to thermal inertia overheating. This ensures the accuracy and reliability of the final positioning of aerospace assembly. When the coupling coefficient exceeds the safe range, the early warning module issues a warning, which not only avoids motor overheating damage but also prevents assembly rework caused by thermal deformation.

[0080] By combining the fluctuation characteristics of the segmented coupling coefficient, parameters such as starting acceleration, load compensation during the stabilization phase, and emergency braking current can be dynamically adjusted to maximize the attitude adjustment efficiency of aerospace assembly while ensuring thermal safety.

[0081] Example 3, based on Example 2, the heading servo motor monitoring device further includes: a torque analysis module: based on the current actual current of the heading servo motor, the current actual temperature of the key temperature monitoring area, and the latest pre-calibrated current-temperature-torque constant mapping relationship of the heading servo motor, the target torque constant of the heading servo motor is determined, which is used to determine the equivalent output torque by combining the current actual current of the heading servo motor and the target torque constant of the servo motor; the actual torque attenuation coefficient is determined by combining the reference torque corresponding to the equivalent output torque and the equivalent output torque; wherein, the current-temperature-torque constant mapping relationship of the heading servo motor is periodically pre-calibrated: first, when the motor is unloaded / lightly loaded, it is naturally heated to different winding temperatures, and the actual output torque at different operating currents under the corresponding temperatures is collected simultaneously to calculate the torque constant for each operating condition; then, based on these measured discrete data of winding temperature-current-torque constant, the current-temperature-torque constant mapping relationship of the heading servo motor is constructed. For example: when the winding temperature is 28-32℃ and the current is 1.8-2.2A, the corresponding torque constant is 0.9±0.1N・m / A; the target torque constant is: the torque constant corresponding to the current actual current of the heading servo motor and the current actual temperature of the key temperature monitoring area in the latest pre-calibrated current-temperature-torque constant mapping relationship of the heading servo motor (which can be the median of the corresponding torque constant range); equivalent output torque = current actual current of the heading servo motor × target torque constant of the heading servo motor; actual torque attenuation coefficient = (reference torque corresponding to equivalent output torque - equivalent output torque) ÷ reference torque corresponding to equivalent output torque; equivalent The reference torque corresponding to the output torque is: the torque of the heading servo motor under the preset ambient temperature (e.g., 25℃) and the current of the heading servo motor in the key temperature monitoring area; Warning module 2: used to trigger an alarm when the torque attenuation coefficient is greater than the preset allowable attenuation coefficient; Current compensation analysis module: when warning module 2 alarms and warning module 1 does not alarm: the target compensation current is determined based on the target torque constant of the heading servo motor, the preset allowable attenuation coefficient, and the temperature rise current coupling coefficient; Communication module: used to input the target compensation current to the control device of the heading servo motor, and the control device of the heading servo motor controls the current current compensation amount to be the target compensation current.

[0082] Target compensation current = base torque corresponding to equivalent output torque × (preset allowable attenuation coefficient - actual torque attenuation coefficient) × (1 + actual temperature rise current coupling coefficient × compensation coefficient) ÷ target torque constant of heading servo motor; the compensation coefficient needs to be obtained through torque attenuation test calibration under typical temperature / current conditions, usually taken as 0.1 to 1.0 (if the temperature rise has a weak impact on torque, take a smaller value, and if the impact is strong, take a larger value). Specifically, it needs to be combined with motor model, heat dissipation and load characteristics, and iteratively optimized during the debugging stage.

[0083] The beneficial effects of the above technical solution are as follows: by monitoring the temperature rise current coupling coefficient and torque attenuation coefficient in two dimensions, the risk of motor overheating caused by current fluctuations is avoided, and the torque attenuation caused by temperature / load changes is compensated for, thus ensuring the posture adjustment accuracy.

[0084] The coupling coefficient is calculated based on temperature / current data over a preset historical period. Combined with the periodically pre-calibrated current-temperature-torque constant mapping relationship of the heading servo motor, the torque / current compensation can adapt to the real-time working state of the motor, rather than relying on fixed parameters. This improves the stability of torque output accuracy under different operating conditions (temperature changes, load fluctuations).

[0085] By analyzing the correlation between current fluctuations, temperature rise deviations, and torque attenuation, the limitations of isolated control of thermal / mechanical parameters in traditional servo control are overcome, and collaborative adaptation of multiple physical quantities is achieved.

[0086] By distinguishing between thermal risk warning and torque attenuation warning, compensation is only activated when the torque is insufficient and the thermal condition is safe. This avoids motor overload caused by excessive intervention, solves the problem of decreased posture accuracy caused by temperature changes / load, and reduces the risk of motor thermal failure.

[0087] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components, characterized in that: include: The system comprises a directional base support component, a pitch base support component, and a roll base support component. The pitch base support component is connected to the working end of the directional base support component, and the roll base support component is connected to the working end of the pitch base support component. The directional base support component, pitch base support component, and roll base support component are driven by a directional precision drive assembly, a pitch precision drive assembly, and a roll precision drive assembly, respectively. The heading base bearing components include: a base connecting main frame (1) and a slewing bearing integrated thereon; the heading precision drive components include: a heading servo motor (29), which drives a heading ball screw (27), a heading screw nut (30) connected to the heading ball screw (27), a heading screw nut (30) fixedly connected to a heading screw nut extension adapter (31), a slider linkage adapter (33) rotatably connected to the heading screw nut extension adapter (31), a guide slider (34) fixedly connected to the slider linkage adapter (33), the guide slider (34) being slidably constrained to a heading linear guide rail (35), and a linear guide rail fixing component (36) fixedly connected to the heading linear guide rail (35) and the inner ring (3) of the slewing bearing respectively.

2. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 1, characterized in that: A yaw main shaft (38) is rotatably connected to the linear guide rail fixing component (36) at the center of the slewing bearing. The yaw main shaft (38) is connected to the yaw absolute encoder (40) through the yaw encoder coupling (39).

3. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 2, characterized in that: The heading precision drive assembly also includes: a heading drive motor support (4) and a heading screw end support (6). Both the heading drive motor support (4) and the heading screw end support (6) are connected to the base connecting main frame (1). The heading servo motor (29) is connected to the heading drive motor support (4). The heading ball screw (27) is rotatably connected to the heading screw end support (6). The heading servo motor (29) is connected to the heading ball screw (27) through the heading motor coupling (28). The heading absolute encoder (40) is installed on the heading encoder fixture (41). The heading encoder fixture (41) is connected to the base connecting main frame (1). A nylon adjusting pad (42) is provided on the heading encoder fixture (41). An anti-interference carbon fiber pad (37) is provided on the inner ring (3) of the slewing bearing.

4. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 1, characterized in that: The pitch base support component includes a pitch device support frame (7), on which a pitch main bearing seat (9) is connected, and a pitch main rotating shaft (8) is connected to the pitch main bearing seat (9); the pitch device support frame (7) is connected to the working end of the yaw base support component, and a pitch roll stage transition connection seat (16) is rotatably connected to the pitch main rotating shaft (8), and the pitch roll stage transition connection seat (16) is connected to the roll base support component; the pitch precision drive component includes: a pitch servo motor (43), which drives a pitch ball screw (45), on which a pitch screw nut (46) is connected, and a pitch screw nut (46) is fixedly connected to a pitch screw nut adapter seat. (47) The lower part of the pitch actuator arm body (48) is hinged to the pitch screw nut adapter seat (47) through the pitch actuator arm lower hinge point carbon fiber composite hollow shaft (52); the roll support frame adapter seat (50) is hinged to the upper part of the pitch actuator arm body (48) through the pitch actuator arm upper hinge point metal pin (51); the lower part of the pitch actuator arm body (48) is provided with a pitch actuator arm root reinforcement support (53), the pitch actuator arm root reinforcement support (53) is fixedly connected to the pitch device support frame (7), and the roll support frame adapter seat (50) is connected to the roll base support component; the detection end of the pitch main shaft (8) is coaxially connected to the input shaft of the pitch absolute encoder (56) through the pitch encoder coupling (55).

5. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 4, characterized in that: It also includes a pitch motor mounting base (11), which is fixedly connected to the reference surface of the pitch device support frame (7). The pitch drive motor support (10) is fixedly installed on the pitch motor mounting base (11). The pitch servo motor (43) is connected to the pitch motor mounting base (11). The output shaft of the pitch servo motor (43) is coaxially connected to the drive end of the pitch ball screw (45) via the pitch motor coupling (44). The pitch ball screw (45) is rotatably connected to the pitch screw end support (12). The pitch screw end support (12) is fixedly connected to the pitch end support base (13). The pitch end support base (13) is fixedly connected to the pitch device support frame (7). The housing of the pitch absolute encoder (56) is fixed on the pitch encoder mounting base (58).

6. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 1, characterized in that: The roll base support component includes: a roll device support frame (24) and a roll main shaft (17). The roll device support frame (24) is connected to the working end of the pitch base support component and the working end of the pitch precision drive component. The roll precision drive component includes: a roll servo motor (59), which drives a roll ball screw (61). A roll screw nut (62) is connected to the roll ball screw (61). The roll screw nut (62) is fixedly connected to the roll screw nut adapter seat (63). The roll actuation side arm (64) is hinged to the roll screw nut adapter seat (63). The roll actuation side arm (64) is hinged to the roll device support frame (24). The roll actuation side arm (64) is rotatably connected to the roll main shaft (17). The roll main shaft (17) is fixedly connected to the drive top load bridging main frame (22).

7. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 6, characterized in that: Also includes: A roll drive motor support (19) is fixedly mounted on the top load bridging main frame (22). A roll servo motor (59) is connected to the roll drive motor support (19). The output shaft of the roll servo motor (59) is coaxially connected to the drive end of the roll ball screw (61) through a roll motor coupling (60). The end support (21) of the roll screw is fixedly connected to the end support base (20), and the end support base (20) is fixedly connected to the top load bridging main frame (22). The detection end of the roll main shaft (17) is fastened to the input end of the roll encoder coupling (67). The other end of the encoder coupling (67) is coaxially connected to the roll absolute encoder (68). The roll absolute encoder (68) is fixed on the roll encoder mounting base (69). The roll encoder mounting base (69) is fixedly connected to the reinforced roll device support frame (24). The roll frame inner carbon fiber reinforcement (25) is attached to the main force-bearing surface of the roll device support frame (24), and the roll frame side wall carbon fiber reinforcement (26) is attached to the side wall of the roll device support frame (24). The roll root reinforcing angle seat (23) is fixedly connected to the roll device support frame (24), and the roll main bearing seat (18) is installed on the roll root reinforcing angle seat (23).

8. The high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aerospace components according to claim 7, characterized in that: The detection end of the roll main shaft (17) is fastened to the input end of the roll encoder coupling (67) through the roll anti-slip clamp (70).

9. The control method for a high-rigidity three-degree-of-freedom precision attitude adjustment device for assembling aircraft components according to any one of claims 1-8, characterized in that: include: S1: Kinematic Modeling and Decoupling: The host computer establishes a deterministic linear mapping model between the linear displacement of each lead screw and the joint rotation angle based on the geometric parameters of the attitude adjustment device; for heading motion, a nonlinear compensation model is established using the geometric relationship between the slider and the rotation center; S2: Trajectory Planning and Command Issuance: Based on the target pose of the aerospace component assembly, the target position command of each axis motor is generated through the inverse kinematics calculation of the model in S1, and sent to the servo driver via the industrial fieldbus; S3: Precision Execution and Closed-Loop Feedback: The servo driver drives the servo motor of the corresponding precision drive component to rotate, and the load is moved through the transmission mechanism of the precision drive component; at the same time, the absolute encoder of each axis collects the actual physical angle of the load in real time and feeds it back to the controller; S4: Real-time error compensation: The controller adopts a PID closed-loop control algorithm to compare the target angle with the actual feedback angle and adjust the output torque and position of the servo motor of the corresponding precision drive component in real time. It automatically compensates for attitude errors caused by thermal expansion of the lead screw, elastic deformation of the load, or mechanical backlash, and achieves micron-level positioning and attitude locking.

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