Multi-angle pneumatic axial overturning platform applied to automobile welding

Abstract

Multi-angle pneumatic axial overturning platform applied to automobile welding belongs to the technical field of automobile welding fixture. In order to solve the problem that high-frequency micro-vibration is generated when locking and releasing during the overturning welding of a thin-wall frame, high-frequency residual swing appears at the welding position, arc striking deviation is caused, stress rebalancing makes the welding surface slowly shift, welding trajectory gradually deviates during the welding process, and progressive welding deviation occurs, the application comprises a device base, one end of the device base is fixedly connected with a main overturning head base, the surface of the device base is provided with a tail seat sliding guide rail, the top of the tail seat sliding guide rail is slidably connected with a driven overturning tail seat, the application relies on top support swing elimination and oil damping to dissipate the residual vibration of overturning, avoids arc striking deviation defects, cooperates with 3D laser closed-loop control bidirectional correction, corrects the shift of the welding surface caused by stress, eliminates progressive welding deviation, shortens the welding time, and improves the welding precision and production stability.

Description

Technical Field

[0001] This invention relates to the field of automotive welding fixture technology, specifically a multi-angle pneumatic axial tilting platform for automotive welding. Background Technology

[0002] The multi-angle pneumatic axial tilting platform is an automated auxiliary equipment with a single degree of rotational freedom. It uses servo drive to rotate the workpiece around a fixed axis, adjusting the weld to the ideal flat welding or boat-shaped welding position, so as to cooperate with welding robots or manual labor to achieve efficient and high-quality operation.

[0003] When operating on existing automotive frame welding tilting platforms, the frame undergoes elastic deformation and stores potential energy as its center of gravity changes during tilting. The energy release during the deceleration and locking of the turntable triggers high-frequency micro-amplitude residual vibrations, causing high-frequency residual oscillations at the welding area. This results in a shift in the arc initiation point, uneven weld formation, and a tendency for internal defects in the molten pool, thus reducing welding quality. Simultaneously, the change in the direction of gravity after tilting causes the internal stress of the frame to rebalance, resulting in slow displacement of critical welding joint surfaces. During continuous welding, the actual position of the weld continuously deviates from the robot's programmed trajectory, forming a progressive welding deviation.

[0004] To address the above issues, a multi-angle pneumatic axial tilting platform for automotive welding is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-angle pneumatic axial tilting platform for automotive welding. By using this device, the defects in the above-mentioned chassis tilting platform for welding thin-walled chassis are solved, such as high-frequency residual oscillation caused by the release of energy during the locking moment after the chassis tilting and storing energy, which leads to arc deviation, poor weld formation, or even cracking. The stress rebalancing during tilting causes the welding surface to shift slowly, and the weld trajectory gradually shifts under continuous welding, resulting in progressive welding errors.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a multi-angle pneumatic axial tilting platform for automotive welding, comprising an equipment base, a main tilting head fixedly connected to one end of the equipment base, a tailstock sliding guide rail provided on the surface of the equipment base, a driven tilting tailstock slidably connected to the top of the tailstock sliding guide rail, a rotary tooling frame provided at one end of the main tilting head, a top support anti-sway assembly bolted to the end of the rotary tooling frame, an oil damping assembly provided inside the top support anti-sway assembly, bidirectional correction assemblies provided at both ends of the top support anti-sway assembly, an automotive frame provided at the center of the rotary tooling frame, a positioning fixture provided on the surface of the rotary tooling frame, and 3D laser sensors provided at both ends of the rotary tooling frame.

[0007] Furthermore, the top support anti-sway assembly includes multiple support cavities bolted to the end surface of the rotary tooling frame. A hollow guide frame is fixedly connected to the top of the multiple support cavities. A top support rod is provided through the end of the hollow guide frame. A follow-up limiting plate is fixedly connected to the surface of the top support rod. The follow-up limiting plate is slidably disposed on the inner wall of the hollow guide frame.

[0008] Furthermore, a contoured support block is fixedly connected to the top of the top support rod, and a powerful return spring is fixedly connected to the bottom of the follow-up limiting plate. The powerful return spring is sleeved on the outer surface of the top support rod, and the bottom of the powerful return spring is fixedly connected to the bottom surface of the hollow guide frame. A limiting bushing is fixedly connected to the top inner wall of the support seat cavity, and the limiting bushing is sleeved with the top support rod.

[0009] Furthermore, the hydraulic damping assembly includes a cylinder body fixedly connected to the interior of the support cavity, an oil pressure sensor is provided on the surface of the cylinder body, and a miniature servo motor is provided on the top of the cylinder body.

[0010] Furthermore, a damping piston is slidably connected inside the cylinder body of the hydraulic cylinder, the damping piston is rotatably connected to the bottom of the top support rod, a one-way valve is provided at the axis of the damping piston, and a damping hole is provided through the surface of the damping piston.

[0011] Furthermore, both the one-way valve and the top of the damping orifice are provided with hydraulic oil guide pipes, and one end of the hydraulic oil guide pipe is provided with a shut-off valve. The shut-off valve is located on the top of the inner wall of the damping piston, and a telescopic rotating rod is provided at the top switch of the shut-off valve. The top of the telescopic rotating rod is connected to the output end of the micro servo motor.

[0012] Furthermore, the bidirectional correction assembly includes multiple mounting brackets disposed on the end surface of the rotary tooling frame. The bottom of each mounting bracket is provided with a sliding groove. The multiple mounting brackets are disposed at both ends of the support cavity. The bottom of the inner wall of each mounting bracket is provided with a horizontal electric push rod. The output end of the horizontal electric push rod is fixedly connected to a transmission rack. The transmission rack is laid flat in the sliding groove at the bottom of the mounting bracket. A fixed bracket is provided at the center of the interior of the mounting bracket.

[0013] Furthermore, a gear shaft is rotatably connected to the bottom of the fixed bracket, one end of the gear shaft is rotatably connected to the inner wall of the mounting bracket, a transmission gear is fixedly connected to the surface of the gear shaft, a first spur gear is provided on the surface of the gear shaft, the first spur gear rotates in the opposite direction to the transmission gear, the transmission gear meshes with a transmission rack, and a second spur gear meshes with the top of the first spur gear.

[0014] Furthermore, a positioning shaft is fixedly connected to the shaft center of the second spur gear. The end of the positioning shaft is rotatably connected to the fixed bracket, and one end of the positioning shaft is rotatably connected to the inner wall of the mounting frame. A guide sleeve is provided at the top of the mounting frame, and a toothed vertical rod is sleeved on the inner wall of the guide sleeve. The bottom end of the toothed vertical rod is meshed with the end of the second spur gear. Multiple micro-touch switches are provided on the inner wall of the mounting frame, and the multiple micro-touch switches are respectively arranged on the travel path of the transmission rack and the toothed vertical rod.

[0015] Furthermore, a support block is fixedly connected to the top of the toothed vertical rod, a guide groove is fixedly connected to the end of the support block, a movable pressure block is slidably connected inside the guide groove, a threaded rod is threadedly connected to the end of the movable pressure block, the bottom of the threaded rod is rotatably connected to the support block, and a self-locking adjusting wheel is fixedly connected to the top of the threaded rod.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention utilizes the contoured support block of the top support anti-sway component to contact the flexible surface of the frame, providing adaptive flexible support throughout the entire tilting and starting / stopping process. This supports inertial impact loads, and in conjunction with the throttling damping effect of the hydraulic damping component, it converts the kinetic and potential energy of the frame's residual sway into hydraulic heat dissipation, rapidly attenuating the sway amplitude and shortening the stabilization waiting time. Simultaneously, after the frame stabilizes, it can lock the piston stroke of the hydraulic cylinder, reducing rebound residual vibration, avoiding arc initiation point deviation, uneven weld formation, and internal defects in the molten pool. It effectively attenuates high-frequency micro-vibrations caused by the energy release from tilting and locking, eliminates residual sway defects at welding points, and improves the welding quality of thin-walled frames.

[0017] By using 3D laser sensors to collect real-time position data of the frame welding joint surfaces to form a closed-loop control, when the gravity reversal after flipping causes the release of internal stress and a slight slippage of the welding reference surface, the bidirectional correction component can actively offset the stress deformation displacement through bidirectional actions of vertical support and downward pulling, accurately limit and correct the critical welding joint surfaces, correct the frame offset error in real time, ensure that the weld trajectory is consistent with the preset program during continuous welding, avoid progressive welding deviation, and ensure the consistency and positioning accuracy of each weld size.

[0018] The tailstock sliding guide rail allows for adjustment of the driven flip tailstock spacing, adapting to different sizes and specifications of automotive frames. The hydraulic damping component can adjust the damping parameters electronically to match the anti-sway requirements of frames of different weights. Combined with the reliable clamping of the multi-point positioning fixture, it achieves coordinated operation of the entire process of flipping, anti-sway, and correction, without having to wait for the frame posture to stabilize naturally for a long time. This effectively shortens the welding cycle of a single station and constrains the deformation and displacement of the frame in multiple dimensions, comprehensively improving the overall stability and production efficiency of the welding operation. Attached Figure Description

[0019] Figure 1 This is a first-view three-dimensional structural diagram of the multi-angle pneumatic axial tilting platform of the present invention; Figure 2 This is a second-view three-dimensional structural diagram of the multi-angle pneumatic axial tilting platform of the present invention; Figure 3 This is a schematic diagram of the three-dimensional structure of the rotating tooling frame and the 3D laser sensor of the present invention. Figure 4 for Figure 3 Enlarged view of A in the middle; Figure 5 This is a cross-sectional view of the oil damping component of the present invention; Figure 6 This is a three-dimensional structural diagram of the cylinder body and oil pressure sensor of the present invention. Figure 7 This is a three-dimensional structural diagram of the cylinder body and the micro servo motor of the present invention. Figure 8 This is a three-dimensional structural diagram of the damping piston and damping hole of the present invention; Figure 9 This is a three-dimensional structural diagram of the hydraulic oil guide pipe and the shut-off valve of the present invention. Figure 10 This is a three-dimensional structural diagram of the toothed vertical rod and the supporting block of the present invention. Figure 11 for Figure 10 Enlarged view of B in the middle; Figure 12 This is a three-dimensional structural diagram of the first spur gear and the second spur gear of the present invention.

[0020] In the diagram: 1. Equipment base; 2. Main tilting head seat; 3. Tailstock sliding guide rail; 4. Driven tilting tailstock; 5. Rotary tooling frame; 6. Top support anti-sway assembly; 61. Support seat cavity; 62. Hollow guide frame; 63. Follow-up limit plate; 64. Top support rod; 65. Contouring support block; 66. Powerful return spring; 67. Limit bushing; 7. Hydraulic damping assembly; 71. Cylinder body; 72. Hydraulic pressure sensor; 73. Miniature servo motor; 74. Damping piston; 75. One-way valve; 76. Damping orifice; 77. Hydraulic oil guide pipe; 78. Shut-off valve 79. Telescopic rotating rod; 8. Bidirectional correction assembly; 81. Mounting bracket; 82. Horizontal electric push rod; 83. Transmission rack; 84. Transmission gear; 85. Gear shaft; 86. First spur gear; 87. Second spur gear; 88. Positioning shaft; 89. Fixed bracket; 810. Toothed vertical rod; 811. Micro-touch switch; 812. Guide sleeve; 813. Support block; 814. Threaded rod; 815. Movable pressure block; 816. Self-locking adjusting wheel; 817. Guide groove; 9. Automobile frame; 10. Positioning fixture; 11. 3D laser sensor. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] like Figures 1-12 As shown, the following preferred technical solution is provided: a multi-angle pneumatic axial tilting platform for automotive welding, including an equipment base 1. The equipment base 1 serves as the load-bearing base of the tilting equipment, providing a stable rigid support foundation for the coordinated operation of various components. One end of the equipment base 1 is fixedly connected to a main tilting head seat 2, which serves as the tilting drive mechanism of the equipment, providing driving force for the tilting of the parts to be welded on the subsequent tooling. The surface of the equipment base 1 is provided with a tailstock sliding guide rail 3, and the top of the tailstock sliding guide rail 3 is slidably connected to a driven tilting tailstock 4. The tailstock sliding guide rail 3 can adjust the distance between the driven tilting tailstock 4 and the main tilting head seat 2, thereby accommodating different sizes of automotive frames and improving the adaptability of the tilting equipment. One end of the main tilting head seat 2 is provided with a rotary tooling frame 5, which serves as the main load-bearing structure for clamping and tilting the frame to be welded, providing multi-angle workstation switching capability for welding operations and meeting the welding surface processing requirements of different parts of the automotive. The end bolts of the rotary tooling frame 5 are connected to a top support anti-sway component 6. The top support anti-sway component 6 is used to closely fit the surface of the welding parts. When the car frame is installed on the rotary tooling frame 5, it continuously forms a flexible top support for the car frame during the rotation start-stop and welding operations, absorbing the high-frequency micro-amplitude sway caused by the rotation inertia and the energy release during start-stop locking. At the same time, it supports the car frame at all times, reducing the amplitude and time of frame sway through active intervention, and improving the welding positioning accuracy through auxiliary support. The top support anti-sway component 6 is equipped with an oil damping component 7. The oil damping component 7 works in conjunction with the top support anti-sway component 6. The kinetic energy and gravitational potential energy generated by the residual sway of the car frame rotation are converted into oil heat energy dissipation through the throttling damping inside the oil damping component 7. The output controllable damping force quickly attenuates the sway, shortens the stabilization waiting time, and improves the welding efficiency. Furthermore, when the car frame attitude is stable, the piston stroke is fixed by locking the oil chamber to avoid rebound residual vibration and ensure welding positioning accuracy. The top support anti-sway component 6 is equipped with bidirectional correction components 8 at both ends. The bidirectional correction components 8 achieve stress rebalancing within the frame due to the change in gravity direction after the frame is flipped, and the key welding joint surfaces slowly shift. By limiting and correcting the frame to be welded, the car frame is corrected to ensure the positioning accuracy of the welding part. The center of the rotary tooling frame 5 is equipped with a car frame 9, and the surface of the rotary tooling frame 5 is equipped with a positioning fixture 10. The frame described above refers to the car frame 9. The positioning fixture 10 is used to clamp and fix the car frame 9 at multiple points to ensure the clamping reliability of the frame during the flipping process and to prevent loosening and displacement. The two ends of the rotary tooling frame 5 are equipped with 3D laser sensors 11. The 3D laser sensors 11 are used to collect the position and attitude data of the frame in real time, providing detection feedback for the top support anti-sway and correction adjustment, and realizing closed-loop precise control. The top support anti-sway component 6, together with the 3D laser sensor 11, receives the feedback of the vehicle frame attitude displacement signal in real time to form a closed-loop control. It reserves a small gap in advance during the start-up, stop and angle switching conditions of the flip. When the inertial swing is generated by the flip, it flexibly fits with the edge of the vehicle frame 9 through its own structure. It continuously implements adaptive flexible top support for the vehicle frame 9 throughout the process, simultaneously bearing the impact load of start and stop, buffering the high-frequency micro-amplitude residual vibration caused by the release of inertial energy, actively constraining the frame sway amplitude, shortening the swing attenuation time, continuously pressing against the frame to eliminate assembly gaps and improve welding positioning accuracy. The hydraulic damping assembly 7 is used in conjunction with the top support anti-sway assembly 6. When the car frame is rotated by the tilting table, the damping effect of the internal structure of the hydraulic damping assembly 7 converts the kinetic energy and gravitational potential energy generated by the residual sway into hydraulic oil heat energy dissipation, thereby generating a controllable damping force to deal with the energy generated by the residual sway. This reduces the amplitude of the sway of the frame to be welded, quickly brings it to a stable state, shortens the waiting time for stabilization, and speeds up the welding process. At the same time, the hydraulic damping assembly 7 can adjust the hydraulic pressure to match the damping force according to the weight of the frame, matching the anti-sway requirements of frames of different weights. Furthermore, after the frame sway subsides, the piston stroke is locked by hydraulic pressure control, effectively eliminating the rebound and residual sway after the rotation, ensuring welding accuracy. During operation, the bidirectional correction component 8 achieves closed-loop correction based on the offset of the joint surface at the welding point of the car frame 9 collected by the 3D laser sensor 11. When the car frame 9 is flipped and gravity reverses, causing internal stress release and a slight slippage of the welding reference surface, the 3D laser sensor 11 determines the actual situation of the car frame 9 to decide whether to push upward or pull downward, achieving bidirectional constraint. Furthermore, the U-shaped clamping structure in the bidirectional correction component 8 semi-encloses the outer perimeter of the side beam of the car frame 9, ensuring normal equipment operation. During operation, when the side beam is not offset, the inner surfaces of the U-shaped clamping structure are separated from the outer surface of the side beam and do not come into contact. However, when the welding surface of the side beam of the automobile frame 9 is offset, the inner wall of the U-shaped clamping structure abuts against the outer wall of the automobile frame 9. The upward pushing or downward pulling operation is achieved by relying on the limiting surface of the U-shaped clamping structure to counteract the stress deformation displacement of the automobile frame 9, perform bidirectional limiting and correction on the key welding joint surfaces of the frame, correct the frame offset error in real time, and ensure the consistency of the dimensions and positioning accuracy of each welding joint.

[0023] like Figures 3-6 As shown, the top support anti-sway assembly 6 includes multiple support cavities 61 bolted to the end surface of the rotary tooling frame 5. A hollow guide frame 62 is fixedly connected to the top of the multiple support cavities 61. A top support rod 64 is provided through the end of the hollow guide frame 62. A follower limiting plate 63 is fixedly connected to the surface of the top support rod 64. The follower limiting plate 63 is slidably disposed on the inner wall of the hollow guide frame 62. When the rotary tooling frame 5 clamps the car frame 9 for flipping operation, the top support rod 64 can slide vertically along the hollow guide frame 62. The follower limiting plate 63 moves synchronously with the top support rod 64 to limit and guide the sliding stroke of the top support rod 64, avoiding skewing and jamming during the top support process, and ensuring smooth and stable top support operation.

[0024] like Figures 4-7 As shown, a contoured support block 65 is fixedly connected to the top of the top support rod 64, and a powerful return spring 66 is fixedly connected to the bottom of the follower limiting plate 63. The powerful return spring 66 is sleeved on the outer surface of the top support rod 64, and the bottom of the powerful return spring 66 is fixedly connected to the bottom surface of the hollow guide frame 62. A limiting bushing 67 is fixedly connected to the top inner wall of the support seat cavity 61, and the limiting bushing 67 is sleeved with the top support rod 64. The contoured support block 65 conforms to the bottom contour of the car frame 9, forming a surface contact top support, avoiding... To prevent localized stress concentration from causing frame deformation, the powerful return spring 66 provides continuous elastic support for the top support rod 64 between the follow-up limiting plate 63 and the hollow guide frame 62. When the car frame 9 generates vertical vibration during the rollover process, the elastic deformation of the spring absorbs the vibration energy, achieving flexible anti-sway buffering. Then, the limiting bushing 67 forms a radial limit on the lower part of the top support rod 64, further improving the straightness of the extension and retraction of the top support rod 64, reducing lateral play, and ensuring the positioning accuracy of the top support.

[0025] like Figures 5-7 As shown, the hydraulic damping assembly 7 includes a cylinder body 71 fixedly connected inside the support cavity 61. An oil pressure sensor 72 is provided on the surface of the cylinder body 71, and a micro servo motor 73 is provided on the top of the cylinder body 71. The cylinder body 71 provides a closed hydraulic space for damping energy absorption. The oil pressure sensor 72 is used to collect the oil pressure in the cylinder in real time and provide feedback on the current damping load status. The micro servo motor 73 serves as the power source for damping adjustment, realizing precise electronic control adjustment of damping parameters, ensuring that it can quickly lock and provide support after the residual sway ends, and adapting to the sway reduction requirements of different working conditions.

[0026] like Figures 5-8 As shown, a damping piston 74 is slidably connected inside the cylinder body 71. The damping piston 74 is rotatably connected to the bottom of the top support rod 64. A one-way valve 75 is provided at the axis of the damping piston 74, and a damping hole 76 is provided through the surface of the damping piston 74. When the top support rod 64 moves up and down due to the residual sway of the car frame 9, the damping piston 74 moves back and forth in the cylinder body 71 in sync. The oil in the cylinder flows slowly between the upper and lower chambers of the piston through the damping hole 76. The damping force is generated through the throttling effect of the oil, which continuously consumes vibration energy and quickly suppresses the residual sway of the car frame. The one-way valve 75 is used to control the one-way flow path of the oil to achieve differentiated damping effects for upward and downward movement, adapting to the different working conditions of top support and rebound reset.

[0027] like Figures 7-9As shown, both the top of the one-way valve 75 and the damping orifice 76 are equipped with hydraulic oil guide pipes 77. One end of the hydraulic oil guide pipe 77 is equipped with a shut-off valve 78, which is located on the top of the inner wall of the damping piston 74. A telescopic rotating rod 79 is provided at the top switch of the shut-off valve 78, and the top of the telescopic rotating rod 79 is connected to the output end of the micro servo motor 73. The micro servo motor 73 directly adjusts the opening of the shut-off valve 78 through mechanical transmission by driving the telescopic rotating rod 79. The micro servo motor 73 is arranged outside the cylinder, which can avoid problems such as electrical sealing, coil insulation, and oil corrosion under high-pressure oil conditions. Only the mechanical valve core structure is retained, resulting in fewer overall sealing surfaces and lower processing difficulty. At the same time, the continuous adjustment of the valve opening is achieved by mechanical transmission, resulting in better control linearity and reduced hydraulic response delay. This matches the dynamic damping adjustment requirements during the residual sway attenuation of the automotive frame 9, ensuring equipment stability. During operation, as the car frame 9 gradually stabilizes and the residual sway amplitude decreases after energy dissipation, the damping force of the support rod 64 is increased in conjunction with the top support rod 64. The micro servo motor 73 is activated to drive the telescopic rotating rod 79 to rotate, which in turn drives the shut-off valve 78 to switch its opening, changing the flow cross-sectional area of ​​the hydraulic oil guide pipe 77, thereby adjusting the flow resistance of the oil and adjusting the damping magnitude. With the real-time feedback from the oil pressure sensor 72, the current pressure coefficient can be obtained, and the optimal damping parameters can be matched. While ensuring the anti-sway effect, excessive damping is avoided from affecting the follow-up of the top support. At the same time, the oil pressure sensor 72 can provide feedback on whether the car frame 9 is stabilizing through pressure data. When the residual sway amplitude of the car frame 9 is detected to decrease, the shut-off valve 78 completely cuts off the oil circuit, and the top support rod 64 stops moving by means of oil locking, achieving rigid locking of the car frame 9 to stop the residual sway, providing the preconditions for the operation of subsequent components.

[0028] like Figures 4-10 As shown, the bidirectional correction assembly 8 includes multiple mounting brackets 81 disposed on the end surface of the rotary tooling frame 5. The bottom of each mounting bracket 81 has a groove. The multiple mounting brackets 81 are disposed at both ends of the support cavity 61. A horizontal electric push rod 82 is disposed at the bottom of the inner wall of each mounting bracket 81. A transmission rack 83 is fixedly connected to the output end of the horizontal electric push rod 82. The transmission rack 83 is laid flat in the groove at the bottom of the mounting bracket 81. A fixed bracket 89 is disposed at the center of the interior of the mounting bracket 81. The mounting bracket 81 provides a mounting carrier for the bidirectional correction assembly 8. Based on the feedback signal from the 3D laser sensor 11, the horizontal electric push rod 82 determines whether the vehicle frame 9 has shifted. When a shift occurs, the horizontal electric push rod 82 is driven to provide output driving force. Then, the output end of the horizontal electric push rod 82 drives the transmission rack 83 to slide linearly along the groove at the bottom of the mounting bracket 81, providing power output for the operation of subsequent adjustment components. The fixed bracket 89 is used to support the internal gear transmission structure of the bidirectional correction assembly 8, ensuring the accuracy and stability of the transmission engagement.

[0029] like Figure 10 and Figure 11 As shown, a gear shaft 85 is rotatably connected to the bottom of the fixed bracket 89. One end of the gear shaft 85 is rotatably connected to the inner wall of the mounting bracket 81. A transmission gear 84 is fixedly connected to the surface of the gear shaft 85. A first spur gear 86 is provided on the surface of the gear shaft 85. The first spur gear 86 rotates in the opposite direction to the transmission gear 84. The transmission gear 84 meshes with the transmission rack 83. A second spur gear 87 meshes with the top of the first spur gear 86. When the transmission rack 83 extends or retracts horizontally to one side with the output end of the horizontal electric push rod 82, it drives the transmission gear 84 to rotate through meshing transmission. The gear shaft 85 rotates synchronously and drives the first spur gear 86 to rotate in the opposite direction to the transmission gear 84. As the first spur gear 86 rotates accordingly, it drives the second spur gear 87 to rotate synchronously. Through the transmission reversal between gears and the meshing transmission of multiple gears, the horizontal power is converted into vertical adjustment power. At the same time, the meshing transmission between multiple gears increases the adjustment accuracy, effectively targeting the slight deviation after residual swing, and improving the accuracy of the correction of the welding surface of the automobile frame 9.

[0030] like Figures 10-12 As shown, a positioning shaft 88 is fixedly connected to the shaft center of the second spur gear 87. The end of the positioning shaft 88 is rotatably connected to the fixed bracket 89, and one end of the positioning shaft 88 is rotatably connected to the inner wall of the mounting frame 81. A guide sleeve 812 is provided on the top of the mounting frame 81, and a toothed vertical rod 810 is sleeved on the inner wall of the guide sleeve 812. The bottom end of the toothed vertical rod 810 is meshed with the end of the second spur gear 87. A plurality of micro-touch switches 811 are provided on the inner wall of the mounting frame 81. The plurality of micro-touch switches 811 are respectively provided with The toothed vertical rod 810 is positioned on the travel path of the transmission rack 83 and the toothed vertical rod 810. As the second spur gear 87 rotates, the toothed vertical rod 810, which meshes with the tooth surface of the second spur gear 87, moves vertically up and down along the guide sleeve 812, thereby adjusting the vertical position by pushing upward or pulling downward. The micro-touch switch 811 is used to limit and lock the adjustment stroke of the transmission rack 83 and the toothed vertical rod 810 to avoid overload of upward pushing and excessive downward pulling, thereby improving the welding accuracy and ensuring the stable operation of the correction adjustment.

[0031] like Figures 10-12As shown, a support block 813 is fixedly connected to the top of the toothed vertical rod 810, and a guide groove 817 is fixedly connected to the end of the support block 813. A movable pressure block 815 is slidably connected inside the guide groove 817, and a threaded rod 814 is threadedly connected to the end of the movable pressure block 815. The bottom of the threaded rod 814 is rotatably connected to the support block 813, and a self-locking adjusting wheel 816 is fixedly connected to the top of the threaded rod 814. The support block 813 forms a vertical support for the side beam of the car frame 9 from the bottom. Rotating the self-locking adjusting wheel 816 can drive the threaded rod 814 to rotate, driving the movable pressure block 815 to move vertically along the guide groove 817. It cooperates with the support block 813 to form a U-shaped clamping structure, which clamps and limits the side of the frame. Combined with the horizontal side push adjustment and the vertical lifting clamping, the positional deviation of the frame can be corrected from two dimensions, ensuring the positioning accuracy of the frame during the flipping and welding process, and improving the consistency and stability of the welding quality. When the side beam to be welded on the car frame 9 shifts slightly outward, the 3D laser sensor 11 captures the welding surface and then drives the horizontal electric push rod 82 via an electrical signal to extend the transmission rack 83. The meshing transmission gear 84 then rotates, and the gear shaft 85 rotates synchronously, driving the first spur gear 86 to rotate in the opposite direction to the transmission gear 84. This drives the second spur gear 87 to move the toothed vertical rod 810 upward. The toothed vertical rod 810 then drives the support block 813 to support the side beam of the car frame 9 and move it inward until the welding surface is aligned. The 3D laser sensor 11 then sends back an electrical signal, and the horizontal electric push rod 82 stops driving, completing the support and correction. Meanwhile, when the side beam at the welding point of the car frame 9 shifts inward... When there is a slight lateral shift, the 3D laser sensor 11 collects the welding surface data and then drives the horizontal electric push rod 82 to retract the transmission rack 83 via an electrical signal. Subsequently, the meshing transmission gear 84 rotates, and the gear shaft 85 rotates synchronously, driving the first spur gear 86 to rotate in the opposite direction to the transmission gear 84. This drives the second spur gear 87 to move the toothed vertical rod 810 downward. Then, the toothed vertical rod 810 drives the movable pressure block 815 at the top of the threaded rod 814 to press the side beam of the car frame 9 outward until the welding surface is aligned. After this, the 3D laser sensor 11 feeds back an electrical signal, and then the horizontal electric push rod 82 stops driving, completing the downward pull correction operation and achieving a bidirectional correction effect, thus improving the welding quality.

[0032] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0033] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A multi-angle pneumatic axial tilting platform for automotive welding, comprising a base (1), characterized in that: One end of the equipment base (1) is fixedly connected to a main flip head seat (2). The surface of the equipment base (1) is provided with a tail seat sliding guide rail (3). The top of the tail seat sliding guide rail (3) is slidably connected to a driven flip tail seat (4). One end of the main flip head seat (2) is provided with a rotary tooling frame (5). The end of the rotary tooling frame (5) is bolted to a top support anti-sway assembly (6). The inside of the top support anti-sway assembly (6) is provided with an oil damping assembly (7). Both ends of the top support anti-sway assembly (6) are provided with bidirectional correction assemblies (8). The center of the rotary tooling frame (5) is provided with a car frame (9). The surface of the rotary tooling frame (5) is provided with a positioning fixture (10). Both ends of the rotary tooling frame (5) are provided with 3D laser sensors (11).

2. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 1, characterized in that: The top support anti-sway assembly (6) includes multiple support cavities (61) bolted to the end surface of the rotary tooling frame (5). A hollow guide frame (62) is fixedly connected to the top of the multiple support cavities (61). A top support rod (64) is provided through the end of the hollow guide frame (62). A follower limiting plate (63) is fixedly connected to the surface of the top support rod (64). The follower limiting plate (63) is slidably disposed on the inner wall of the hollow guide frame (62).

3. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 2, characterized in that: The top of the top support rod (64) is fixedly connected to a contoured support block (65), and the bottom of the follow-up limiting plate (63) is fixedly connected to a powerful return spring (66). The powerful return spring (66) is sleeved on the outer surface of the top support rod (64), and the bottom of the powerful return spring (66) is fixedly connected to the bottom surface of the hollow guide frame (62). The top inner wall of the support seat cavity (61) is fixedly connected to a limiting bushing (67), and the limiting bushing (67) is sleeved and connected to the top support rod (64).

4. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 3, characterized in that: The hydraulic damping assembly (7) includes a cylinder body (71) fixedly connected inside the support cavity (61), an oil pressure sensor (72) is provided on the surface of the cylinder body (71), and a micro servo motor (73) is provided on the top of the cylinder body (71).

5. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 4, characterized in that: The cylinder body (71) is internally connected to a damping piston (74), which is rotatably connected to the bottom of the top support rod (64). A one-way valve (75) is provided at the axis of the damping piston (74), and a damping hole (76) is provided through the surface of the damping piston (74).

6. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 5, characterized in that: The top of the one-way valve (75) and the damping hole (76) are both provided with hydraulic oil guide pipes (77). One end of the hydraulic oil guide pipe (77) is provided with a shut-off valve (78). The shut-off valve (78) is located on the top of the inner wall of the damping piston (74). A telescopic rotating rod (79) is provided at the top switch of the shut-off valve (78). The top of the telescopic rotating rod (79) is connected to the output end of the micro servo motor (73).

7. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 6, characterized in that: The bidirectional correction assembly (8) includes multiple mounting brackets (81) disposed on the end surface of the rotary tooling frame (5). The bottom of each mounting bracket (81) is provided with a sliding groove. The multiple mounting brackets (81) are disposed at both ends of the support cavity (61). The bottom of the inner wall of each mounting bracket (81) is provided with a horizontal electric push rod (82). The output end of the horizontal electric push rod (82) is fixedly connected to a transmission rack (83). The transmission rack (83) is laid flat in the sliding groove at the bottom of the mounting bracket (81). A fixed bracket (89) is provided at the inner center of the mounting bracket (81).

8. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 7, characterized in that: The bottom of the fixed bracket (89) is rotatably connected to a gear shaft (85). One end of the gear shaft (85) is rotatably connected to the inner wall of the mounting bracket (81). A transmission gear (84) is fixedly connected to the surface of the gear shaft (85). A first spur gear (86) is provided on the surface of the gear shaft (85). The first spur gear (86) rotates in the opposite direction to the transmission gear (84). The transmission gear (84) meshes with the transmission rack (83). A second spur gear (87) meshes with the top of the first spur gear (86).

9. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 8, characterized in that: A positioning shaft (88) is fixedly connected to the shaft center of the second spur gear (87). The end of the positioning shaft (88) is rotatably connected to the fixed bracket (89). One end of the positioning shaft (88) is rotatably connected to the inner wall of the mounting frame (81). A guide sleeve (812) is provided on the top of the mounting frame (81). A toothed vertical rod (810) is sleeved on the inner wall of the guide sleeve (812). The bottom end of the toothed vertical rod (810) is meshed with the end of the second spur gear (87). A plurality of micro-touch switches (811) are provided on the inner wall of the mounting frame (81). The plurality of micro-touch switches (811) are respectively arranged on the travel path of the transmission rack (83) and the toothed vertical rod (810).

10. The multi-angle pneumatic axial tilting platform for automotive welding according to claim 9, characterized in that: The toothed vertical rod (810) is fixedly connected to a support block (813) at its top. The support block (813) is fixedly connected to a guide groove (817) at its end. The guide groove (817) is slidably connected to a movable pressure block (815). The movable pressure block (815) is threadedly connected to a threaded rod (814) at its end. The bottom of the threaded rod (814) is rotatably connected to the support block (813). The top of the threaded rod (814) is fixedly connected to a self-locking adjusting wheel (816).

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