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    • 专利摘要:
    AUTOMATED SYSTEM AND METHOD FOR JOINING PIECES OF A CHASSIS. One aspect of the present invention relates to an automated system for joining at least two parts of a chassis, comprising at least one drive device (3) adapted to move at least one part in space "XYZ" with three degrees of freedom; a central control unit (5) adapted to control each of the drive devices (3) as a function of a plurality of data obtained through a plurality of sensors (7). Said plurality of sensors (7) can continuously determine, in each part of the structure, a plurality of key points (A, B, C), which is univocal for each part. Said central control unit (5), depending on the data obtained from said plurality of sensors (7), activates said at least one drive device (3) in order to approach and unite said at least two parts, while monitoring, through said plurality of sensors (7), the relative position between said plurality of key points (A, B, C) of said parts and the absolute position of said parts in the space "XYZ". A second aspect of the present invention relates to a method, associated with said joining system (...).
    公开号:BR112014019640B1
    申请号:R112014019640-0
    申请日:2012-12-21
    公开日:2021-05-25
    发明作者:Francesco ATTUCCI；Giuseppe NAVARRA；Franco MAGRI；Renato ACQUATI
    申请人:Alenia Aermacchi S.P.A.；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an automated system to structurally join at least two main parts that constitute the chassis of a vehicle or the fuselage of an aircraft or the hull of a boat. Said system can automatically and continuously handle all the steps of the related method for joining the parts. The system can handle the entire kinematic/mechanical chain for the manufacture of said vehicle, aircraft or vessel.
    [0002] The set associated method concerns the steps performed by the system for the assembly of parts of the chassis or the fuselage or hull, whose steps are performed automatically and are highly reproducible.
    [0003] Preferably, said system and the related method are applicable to the manufacture of aircraft fuselage by joining at least two sections of the fuselage.
    [0004] It is known that the assembly of sections of an aircraft fuselage is a very complex task, which requires a lot of control, in order to create an aircraft capable of passing the flight endurance tests. In fact, if these sections are not properly assembled, the resulting aircraft will suffer stability and aerodynamic problems, which can jeopardize the use of the assembled aircraft.
    [0005] Systems for joining at least two sections of the fuselage are known, which comprise a plurality of sensors adapted to facilitate the steps of positioning, moving and joining said sections, which are carried out by the assembly personnel. In fact, most of the method steps for manufacturing an aircraft described in the prior art are carried out by human labor with the help of electromechanical devices and sensors of various natures.
    [0006] For this reason, when manufacturing an aircraft, errors can occur due to the human component during the execution of one or more process steps for the assembly and union of aircraft sections.
    [0007] Automatic devices are known which are adapted to perform one or more process steps for the manufacture of an aircraft. Said devices are supervised by an assembly operator. Therefore, in order to join sections of an aircraft, the operator will have to supervise a plurality of automatic devices. The manufacture of an aircraft in compliance with assembly standards heavily depends on the skills of the assembly operator, who is in charge of coordinating the various devices and possibly also supervising all operations performed manually.
    [0008] A method of this type turns out to be very expensive, as it requires the use of many electromechanical devices that must be made to interact with one another, and also due to the large number of manual operations involved. In addition, this method is also costly in terms of production time per aircraft, because the various steps must be supervised by the person in charge, albeit with the help of sensors of various types, which must supervise all critical aspects of the aircraft production process. .
    [0009] Finally, this type of method, whose implementation requires a human component, introduces an uncertain variable that makes the method difficult to reproduce and that, in probabilistic terms, causes great uncertainty as to its result. This uncertainty implies an increase in average aircraft production costs.
    [00010] It is also noteworthy that each electromechanical device used to implement the method introduces an intrinsic uncertainty in the operations. Such uncertainty adds to the uncertainties of other electromechanical devices, because systems known in the art do not include a central control system capable of coordinating such electromechanical devices to eliminate errors so as to reduce the uncertainty of the entire system and consequently , of the manufacturing method.
    [00011] Joining errors are also due to intrinsic physical factors, such as thermal or mechanical expansion of metal parts, depending on the temperature and humidity present at the place where the assembly process is being carried out.
    [00012] It is also known checks to be made in the union by means of laser measurements taken at discrete times during the execution of the union method.
    [00013] Document FR2821778A1 discloses the resources of the preamble of Claim 1.
    [00014] However, such checks do not guarantee the repeatability of the join and the correct alignment of all the key points necessary to correctly join the parts.
    [00015] The present invention aims to solve the aforementioned problems, providing a system to join at least main parts of a chassis or fuselage of an aircraft or a boat hull, which the system can automatically control and control a plurality of devices acting through a central control unit as a function of data obtained from a plurality of sensors.
    [00016] The present invention also aims to solve the above problems by implementing a new method to join at least two main parts or sections in a fully automatic way, allowing the re-alignment of all key points to the purpose of ensuring repeatability of the union between the main parts or sections.
    [00017] One aspect of the present invention relates to an automated system for joining at least two main parts of a chassis or a fuselage or a hull, which have the characteristics set out in independent claim 1 attached.
    [00018] Another aspect of the present invention relates to a method for automatically joining at least two main parts or sections, having the characteristics set forth in Independent method claim 5 .
    [00019] Auxiliary features and steps of the present invention are set forth in the attached dependent claims.
    [00020] The characteristics and advantages of the automated system and associated process according to the present invention will become more evident from the following description of at least one embodiment and the accompanying drawings, in which: Figure 1 is a schematic plan view of a joining system in accordance with the present invention; Figure 2 is a general perspective view of an embodiment of the joining system in accordance with the present invention; Figures 3A and 3B show the device drive; in particular, Figure 3A shows an embodiment of a drive device, and Figure 3B shows a detail of a column; Figure 4 shows a flowchart of an embodiment of the joining method according to the present invention; 5A, 5B are perspective views showing the execution of steps g) and h) of the flowchart of Figure 4, implemented by the system shown in Figures 1 and 2, for joining a forward section of an aircraft fuselage, in which Figure 5A shows step g), and Figure 5B shows step h); Figure 6 is a perspective view showing the positioning of a third fuselage assembly section applying the joining method according to the present invention; Figure 7 is a block diagram of the control circuits that are part of the automated system in accordance with the present invention.
    [00021] With reference to the aforementioned drawings, the automated system for joining at least two parts of a chassis, for example, of a vehicle or an aircraft or a boat, comprises at least one drive device 3, preferably, at least one part, which is adapted to move at least one part in "XYZ" space with three degrees of freedom; a central control unit 5, adapted to control each of the drive devices 3, as a function of a plurality of data obtained through a plurality of sensors 7.
    [00022] Said plurality of sensors 7 can continuously determine, in each part of the structure, a plurality of key points (A, B, C), which are univocal for each part.
    [00023] For the purposes of the present invention, the expression "measurement made continuously" refers to a measurement made continuously over time, during the steps of the method according to the present invention, that is, not just at discrete times .
    [00024] Said central control unit 5, according to the data obtained from said plurality of sensors 7, activates said at least one drive device 3, in order to approach and connect said parts, during monitoring , through said plurality of sensors 7, the relative position between said plurality of key points (A, B, C) of said parts, and the absolute position of said parts in the space "XYZ".
    [00025] According to the preferred embodiment of the system, shown in Figures 1 and 2, the automated system is adapted to join at least two "T" sections of an aircraft fuselage in "V" and comprises, for each "T" section, at least one drive device 3 adapted to move said "T" sections in space "XYZ" with three degrees of freedom, and a central control unit 5 adapted to control each of the drive devices 3 as a function of a plurality of data obtained from a plurality of sensors 7. Said plurality of sensors 7 can continuously determine said plurality of key points (A, B, C) in each "T" section. Said a central control unit 5, based on data obtained from said plurality of sensors 7, activates said at least one drive device 3 in order to move said "T" sections, for example, to approximate and join said “T” sections. Through said plurality of sensors 7, the relative position between the plurality of key points (A, B, C) and the absolute position of said "T" sections in space (XYZ) are monitored while each section is being moved by, at least one trigger device 3.
    [00026] A plurality of key points (A, B, C) can be uniquely associated with each "T" section, whose key points represent the points that must be measured and/or controlled by said plurality of sensors 7 for the purpose of allowing control unit 5 to move individual "T" sections by means of said actuating devices 3. Said key points (A, B, C), properly monitored and processed, allow "T" sections to be properly moved and united within mechanical and aerodynamic tolerances.
    [00027] Said key points are divided into:- reference points "A", which represent section reference points that are important for the relative alignment between the "T" sections; - "B" elevation points, which represent points where a scaffold or base 2 is fixed to the "T" section; said scaffold or base 2 being the interface between the section and the actuating device 3; - verification points "C ", which identify the correct position of the "T" section for the joining process; - point "D", which identifies the point at which said scaffold or base 2 will touch against said drive device 3.
    [00028] In the embodiment shown in Figures 3A and 3B, each drive device 3 comprises at least one column 31, suitable for supporting and moving at least one fuselage section "T", so as to ensure a correct union between the “T” sections. Said drive device 3 allows to move the “T” section by association with the same degrees of freedom, preferably three degrees of freedom. Each column 31 comprises at least one support or arm 310 adapted to support said section.
    [00029] Each support 310 comprises, in turn, at least one support point 311, where the point "D" of contact between the scaffold or base 2 and a drive device 3 is located. Said scaffold or base 2 is in turn fixed to at least one elevation point "B" of the "T" section, as mentioned above. Said support point 311 is preferably a housing, for example hemispherical in shape, adapted to accommodate an attacker positioned at the point "D" of scaffolding 2 and has a complementary shape to said housing. In order to secure the scaffold 2 to the drive device 3, in particular to the support point 311, the support or arm 310 comprises at least one retaining mechanism 312 adapted to releasably lock the scaffold 2. Preferably, said at least a retaining element 312 is a clamp, which is moved in coordination with the movements of the entire drive device 3.
    [00030] The possibility of moving said support or arm 310, through an actuator not shown in the drawings, together with the presence of at least one support point 311, allows access to the internal torsions and tensions of the “T” section.
    [00031] Said at least one column 31 can vary the height of said support point 311, raising said support 310. Preferably, said support or arm 310 can be extended along a vertical axis, "Z", by example, via a tab (not shown in detail) composed in column 31 itself. The extension of said arm 310 guarantees the first degree of freedom.
    [00032] In embodiments not represented in the drawings, said column 31 is telescopic or automatically sliding along a vertical axis "Z".
    [00033] In the embodiment shown in Figures 1 and 2, each drive device 3 comprises three columns 31, suitably arranged in such a way to adequately support the "T" section. For example, as shown in Figure 3A, two columns are aligned along a first "Y" axis perpendicular to the vertical "Z" axis; preferably, the two outer columns 31' are aligned along said first "Y" axis, while the third column 31", interposed between said two outer columns, is displaced with respect to said "Y" axis, for example , located at the front along a second "X" axis perpendicular to the vertical "Z" axis and the first "Y" axis.
    [00034] At least one of said columns included in the drive device 3 can move in first adapted guides 30 along said second axis "X", driven by an actuator not shown. The movement of columns 31 on the second guide 30 guarantees the second degree of freedom.
    [00035] Said support or base 310 is moved by means of an actuator, not shown, which is adapted to give at least the third degree of freedom to the drive device 3, for example, by means of movements of rotation or rototranslational of the support point 311.
    [00036] Preferably, each drive device, more specifically, of each column 31, is moved with three degrees of freedom, by means of a plurality of electric motors, each controlled by said central control unit 5.
    [00037] Said columns 31 are controlled, when moving in said guides 30 along said second axis "X", by said central control unit 5.
    [00038] Said joining system according to the present invention comprises at least one platform 6 adapted to allow the operator to approach the fuselage of "V" aircraft, in order to make the union, or to check the quality of work, or to check some errors reported by the central control unit 5.
    [00039] Each platform 6 comprises a plurality of extendable stirrups 60, which are moved by means of pneumatic actuators, preferably those and/or electric, controlled by said central control unit 5. Said plurality of stirrups 60 is adapted to extend when in use, thus creating a continuous path from said platform 6 to at least a predetermined portion of the aircraft fuselage "V". The stirrups 60 can assume different positions, thus adapting to the shape of the fuselage at different heights along the vertical axis "Z" and to the different profiles of different aircraft, vehicles or vessels. Such stirrups 60, once used, are retracted on platform 6, thus allowing the automatic joining system of the present invention to proceed with the next joining steps. Such stirrups 60 allow the operator to approach the aircraft fuselage with maximum safety.
    [00040] Preferably, the system comprises a fixed platform 61, near which there is a control station 611 and a mobile platform 62, which can have an open configuration and a working configuration.
    [00041] Said mobile platform 62, when in the open configuration, allows several "T" sections to pass so as to be positioned on the drive devices 3, and allows "T" sections or the entire fuselage to be removed from the drive devices.
    [00042] When in the working configuration, the mobile platform 62 is close to several drive devices 3, thus allowing the execution of the steps of the joining method according to the present invention.
    [00043] The control station 611 comprises an interface between the operator and a central control unit 5, which allows the issuance of orders for the execution of the union method. Said control station 611 positioned so as to allow complete visibility of the area, further increases the level of safety for personnel, the method of joining and the parts being processed.
    [00044] The central control unit 5 performs continuous control with a double feedback loop and can control said plurality of sensors 7 and said plurality of drive devices 3 through a data transfer network. A block diagram of various interactions between the central control unit 5 and the system of the present invention is shown, for example, in Figure 7.
    [00045] Depending on the "T" sections to be joined, the central control unit 5 can, thanks to the double feedback loop, find the ideal position of several "T" sections, based on real data obtained from the plurality of sensors 7, from theoretical data associated with different "T" sections, and from specified aerodynamic and mechanical tolerances.
    [00046] The central control unit 5, for example, implemented through a PLC, allows coordinated movements of all drive devices 3 to obtain an optimal alignment between sections.
    [00047] Said plurality of sensors 7 comprise at least one laser meter 71 adapted to measure, with high resolution and low uncertainty, the relative and absolute positions and distances of the various key points (A, B, C). The essential concepts on which the operation of said laser meter 71 is based will not be described in detail here, as they are known to those skilled in the art.
    [00048] Each laser meter 71 is movably mounted on at least one carriage 72, which slides on at least one second guide 70, preferably arranged along said second axis "X". Said at least one car 72 is driven by a motor, preferably electric (not shown), controlled by said central control unit 5.
    [00049] Said laser meter 71 is also equipped with a first actuator (not shown), which is adapted to move said laser meter 71 along the "Z" axis, and which is also controlled by said laser unit. control 5.
    [00050] Said 71 laser meter continuously takes a plurality of measurements at said key points, particularly at reference points "A" and checks points "c". The data of these measurements continuously made by the laser meter 71 are transmitted, via a data transfer network 80 to said central control unit 5.
    [00051] In the embodiment shown in Figures 1 and 2, the joining system comprises two laser meters 71, the second guides 70 of which are arranged in parallel along the second axis "X", between which there is at least one device drive 3 adapted to move at least one “T” section. In particular, between said second guides 70, there are three drive devices 3, each comprising three columns 31.
    [00052] Said plurality of sensors 7 comprise movement sensors adapted to measure the individual movements of each drive device 3, in particular of each column 31. Furthermore, said plurality of sensors 7 comprise electronic sensors adapted to detect the variation on the power absorbed by each actuator of each single column 31, in order to detect the presence of the "T" sections of the single drive device 3. Such sensors also allow to determine whether forces are exerted in error on each individual section by each single column. 31, which can damage the single “T” section or the entire fuselage.
    [00053] Each support 310 may comprise, for example, in the area corresponding to the support point 311, at least one load cell adapted to check the presence of a drive device section 3, and possibly to assess the distribution of weight in multiple columns 31.
    [00054] The plurality of sensors 7 further comprise temperature sensors, pressure sensors and humidity sensors, so as to take a picture of the environmental situation at the same time of each union between two or more parts. Such environmental data, measured through said sensors (not shown), allow to predict, and, therefore, adequately compensate for any intrinsic physical behavior of each “T” section depending on the actual environmental conditions.
    [00055] Said central control unit 5 is connected, via said data transmission network 80, to at least one data storage unit 8, which is adapted to store, periodically or continuously, the obtained data from the individual sections and between their junctions, for each "V" aircraft. In addition, the central control unit 5 sends to said data storage unit 8 the number of "T" sections removed from the warehouse and the number of aircraft manufactured, associating an identification code to each fuselage, in order to guarantee the complete traceability of the steps taken to manufacture the aircraft and its individual components.
    [00056] The data stored in said unit, at least one data storage unit 8 allows the central control unit 5 to retrieve data relating to said key points (A, B, C, D) for each individual section “T”, even after drilling the single “T” section or before the shim step, in which the shims are leveled to correctly position the parts that make up the section or the aircraft itself.
    [00057] Preferably, the following data is stored in said data storage unit 8:- geometry of each unique section "T", in particular the key points thereof;- geometry of the fuselage after joining several sections " T"; - ambient temperature, pressure and humidity; - position of each support point 311 in the "XYZ" space for each single column; - each movement made by each column 31 along each axis of movement; - reference system (Φ' Y' Z') created from the data obtained from the key points of each single section, for the fabrication of each fuselage; - history of alarms occurring during the steps of the joining method; - complete diagnosis of the devices included in the system; - sequence and execution times of the joining method; - position and movements of each stirrup of each platform.
    [00058] Data is stored using an appropriate compression encoding method, not represented in detail here, in order to limit the memory footprint.
    [00059] The automated joining system according to the present invention further comprises electromechanical devices for performing some operations or steps to make the union between two "T" sections, for example, a robotic arm, at least for drilling and burning of the holes where the riveting will occur in the parts relative to the union.
    [00060] The process for automatically joining at least two parts in order to manufacture a chassis, controlled by a central control unit 5, comprises the following consecutive steps, as shown by way of example in the flow diagram of the Figure: a) positioning a first part of a first drive device 3; b) detecting a plurality of key points (A, B, C) of said first part, and sending the data to said central control unit ( 5); c) creation of a reference system (Φ'Y'Z ') from the data obtained in step b), as a function of the characteristics of said first part; d) positioning of a second part of a second device 3' drive; e) detecting a plurality of key points (A, B, C) of said second part, and sending the data to said central control unit 5; f) translating the data obtained in step e) to the reference system ( Φ Y' Z') created in step c); g) placing said first part and said second part close to each other through said at least one drive device (3, 3'), while continuously monitoring, through said plurality of sensors (7), the relative position of said plurality of key points (A, B, C) of each part, as processed by said central control unit (5); h) joining of the parts; i) repetition of the parts steps d)-h) for each additional part of the chassis.
    [00061] Preferably, said method is applicable for joining at least two "T" sections of an aircraft fuselage in "V" with the following consecutive steps: a) positioning of a first "T" section in a first drive device 3;b) detecting a plurality of key points (A,B,C) of said first section "T", and sending the data to said central control unit (5);c ) creation of a reference system (Φ' Y' Z') from the data obtained in step b), as a function of the characteristics of said first section “T”; d) positioning of a second fuselage section ”T” in a second drive device 3'; e) detecting a plurality of key points (A, B, C) of said second section "T", and sending the data to said central control unit 5; f) translation of the data obtained in step e) to the reference system (Φ' Y' Z') created in step c); g) placement of the said first section "T" and the referenced s second "T" section close together through said at least one drive device (3, 3'), while continuously monitoring, through said plurality of sensors (7), the relative position of said plurality of key points ( A, B, C) of each section (T, T'), as processed by said central control unit (5); h) union of sections; i) repetition of steps d) to h) for each additional section "T" of the fuselage.
    [00062] Preferably, the method according to the present invention further comprises the following steps: - moving each single section to a predetermined height along the "Z" axis; - moving the assembled fuselage; - verification performed by a operator.
    [00063] The following describes in detail all the steps included in the method of the present invention, which is preferably implemented for the manufacture of aircraft fuselage.
    [00064] Before each step of positioning a "T" section of a drive device, there is a step of moving the mobile platform 62, in which said mobile platform 62 is moved from a working configuration to an open configuration , thus allowing the "T" section to be moved towards the drive device 3. Once the positioning step has been completed, an additional step in motion is performed, in which said mobile platform 62 is moved to from an open configuration to a working configuration.
    [00065] After having performed the step a) of positioning a first "T" section in a first drive device 3, and after the movement step, a step b) of detecting a plurality of key points (A , B, C) is performed. Said step b) is performed by said plurality of sensors 7, which measure and determine the reference points "A", the course points "B", and check points "C", as described above. These data are sent to said central control unit 5. Preferably, said central control unit 5 sends data relating to said key points (A, B, C) received from the plurality of sensors 7, through said data transmission network 80, to said data storage unit 8, wherein such data is stored and uniquely associated with said first section "T". Data relating to any one "T" section, for example the first "T" section, can be made from said data storage unit 8 at any time, for example by central control unit 5, or by a remote computer connected to the data transmission network 80. Preferably, each reference point contained in the data storage unit can be requested for processing by the central control unit 5.
    [00066] Before proceeding with the following steps of the process according to the present invention, the data associated with each individual section is compared with the theoretical data of the drawings, which were also stored, for example, in the same storage unit of data 8. The central control unit 5 verifies that the data associated with the "T" section conforms to the theoretical data on the specified design tolerances by carrying out a last verification step of each section, preferably before the same section is positioned in the automatic joining system according to the present invention.
    [00067] This check can also be useful to determine that the "T" section is about to enter the automatic joining system, before performing the movement step from above, for the purpose of identifying the drive device 3, with the which should be associated, and for the determination and organization of the treatment of the referred “T” section in order to position it within the system.
    [00068] In the next step c) of creating a reference system (Φ'Y'Z'), said reference system can be absolute in relation to the space (XYZ), where the automated assembly system is located, as well as with respect to the first said section "T", already appropriately positioned in the joining system according to the present invention.
    [00069] The frame of reference (Φ'Y'Z') will be determined as a function of the number of columns 31 included in the drive device 3 associated with said first section. In the specific case, with three columns 31, the reference system (Φ'Y'Z') will be defined by nine spatial coordinates, that is, three per column 31. Since the referred reference system (Φ'Y'Z') ') has been defined, the reference system will be impossible to modify until the steps of the method according to the present invention have been completed, in particular until the sections are joined and the entire fuselage is assembled. Determining a reference system (Φ'Y'Z ') is useful to simplify the processing that must be performed by the central control unit 5 in order to issue proper manipulation commands to the individual drive devices 3.
    [00070] After step c) and before step d), there is preferably a “T” section step moving to a predetermined height "Z '".
    [00071] Subsequently, in step d), a second section "T'" is positioned on a second drive device 3', whose step is substantially similar to the above-mentioned step a). In particular, this includes the steps of moving the mobile platform.
    [00072] Step d) is followed by phase detection e). This detection step e) is substantially similar to that described above in step b), and therefore will not be described further.
    [00073] The data obtained in that step e) are used in the next step f) of translation of the data obtained in the reference system (ΦY'Z '). During this step, the data relating to said second section "T '" is processed in such a way that it is expressed with respect to the reference system (Φ'Y'Z'), in order to adapt the data of each unique section to the referred frame of reference.
    [00074] Preferably, said step f) is followed by a step of moving the "T" section to a predetermined height "Z".
    [00075] Another step f1) of the first alignment is then performed, in which said second "T" section is moved, by means of respective 3' drive devices, in such a way that said key points (A , B, C) of the second section "T" become substantially aligned with the corresponding key points of the first section "T" with respect to the frame of reference (Φ'Y'Z'). , the expression "substantially aligned" means that the key points useful for joining the two sections are aligned, within the limits of allowable tolerances, along axes parallel to an axis of the frame of reference (Φ'Y'Z' ).
    [00076] Alignment is possible thanks to the plurality of columns 31 of each drive device, in particular thanks to the support or arm 310 and to the support point 311, which allows to move each single section with at least three degrees of freedom of shape. automatic, coordinated and synchronized. Furthermore, said alignment is made possible by the continuous detection made by the plurality of sensors 7 on the individual sections. Said step f1) of the first alignment is fully controlled and managed by the central control unit 5, which implements an algorithm, stored in a non-volatile memory medium, which, based on data obtained from the key points continuously measured by said plurality of sensors 7, determines the correction to be made in the section position, in order to achieve a better alignment, within the limits of the permitted tolerances. The data thus transformed are transformed into commands to be sent to the individual drive devices.
    [00077] This leads to step g) of bringing the sections close to each other by means of said drive devices 3, as shown in Figure 5A, in particular, through columns 31, which can be moved in a coordinated and synchronized manner along said second "X" axis on said first guide 30. During this moving step, a detection step is simultaneously and continuously performed, which allows the control unit 5 to send appropriate commands to the individual drive devices, depending on the data processed by said algorithm. Preferably, said algorithm implements a solution with successive approximations to determine the optimal alignment between the sections. Said algorithm also comprises calculation functions that appropriately take into account thermal expansions, torsions, etc., to which each individual section may be subjected during the movement steps and, due to physical conditions such as humidity, temperature, etc., , from the place where the joining process is being carried out.
    [00078] The alignment step g) is then followed by the joining step h), illustrated in Figure 5B. During the joining step h), two or more “T” sections are joined.
    [00079] Additional steps are performed after step h), during which the following successive operations are performed:- drilling of both sections; - burning of holes; - riveting of sections.
    [00080] These operations, preferably after the joining step, h), can be carried out either manually by the operator or automatically, either totally or partially, by means of, for example, electromechanical devices controlled by said central control unit 5.
    [00081] Depending on the data processed by said algorithm unit, the control unit 5 will send instructions for handling each single column, in order to correct any alignment errors.
    [00082] The data processed by the algorithm and the resulting actions performed on the individual sections are properly stored inside said data storage unit 8. The stored data can allow the control unit 5, through a machine learning process to be carried out after steps b) and e) have been completed for each section, to determine whether, in the history of the joins made by the automated joining system, contained in the data storage unit, two sections substantially similar to those currently under analysis have already been together, and use that information to properly handle each single section. Said machine learning process can make it possible to speed up the aircraft production process, avoiding the need to recalculate each time the best alignment by means of said algorithm. Preferably, supplementary checks are done in order to perform an additional quality check on each cross. In particular, the checks are carried out by the control unit 5 in order to verify that the data obtained from the data storage unit 8 on the previously made joins is really the case, step by step, to make the current join. .
    [00083] This process allows to make the highly repetitive assembly method with the best results, while at the same time ensuring a reduced production time of the fuselage.
    [00084] The single "T" section manipulation can be either synchronized with or independent of the other "T" sections, depending on the specific requirements and the method step being performed. For example, a certain “T” section can be moved independently of the remaining sections, in order to allow the operator to check some construction parameters of that single section, if necessary.
    [00085] In an alternative embodiment, by means of systems suitable for the transfer of data, for example, those of multiplexed time, from the sensors, from drive devices 3, and from/to the central control unit 5, the method according to the present invention allows to carry out steps f1) to h) in parallel to join several "T" sections substantially simultaneously.
    [00086] For the purposes of the present invention, the expression "substantially simultaneous joins" means that steps f1) to h), thanks to the computation and processing speed of the control unit 5 and the high speed of data transfer, the data being properly modulated, they can be run in parallel to join multiple sections, cyclically over time.
    [00087] Preferably, each "T" section is placed at a height that allows an operator, from at least one platform 6, to reach all points of the fuselage section through the stirrups 60.
    [00088] After each step of the movement of one or more "T" sections, there is at least one step of detecting a plurality of key points (A, B, C) of said first part, which are then sent to said central control unit 5.
    [00089] The sequence of steps d) to g) is carried out, for each additional section “T” to be joined to the already assembled sections in order to manufacture the complete fuselage, as shown in Figure 6.
    [00090] After all “T” sections are joined, there is an additional step of moving the assembled fuselage.
    [00091] A final verification step is then performed by an operator, in order to verify the obtained results. If the union between the sections is fully compatible with the design specifications and within the tolerances assigned to a single fuselage, an identification code will be assigned, also associated with the key points, so that all production phases of the aircraft can be tracked. Preferably, the passage from one step of the above method to the next only takes place upon authorization of the responsible operator, who at the end of each step can, if necessary, verify the data obtained and check the progress of the method. After a system running in phase, in which all necessary data is stored in the data storage unit, thanks to the machine learning process, it may be possible to fully automate the joining method, allowing the control unit 5 to switch from one step of the system to another, without waiting for the operator's authorization.
    [00092] The system, and therefore the associated method, only requires an operator to supervise it, in order to monitor the application of the method, allowing the method steps to be carried out, without having to verify the data obtained from system itself, and intervene only in the case of gross errors or technical problems caused by human errors.
    [00093] The automatic joining system and the associated method are applicable to join parts of the entire chassis, whether in the aviation industry, as described herein, or in the marine industry, for the manufacture of boats, or for the manufacture of devices for any type, thus considerably increasing the production speed and repeatability of the joining process.
    [00094] The presence of a single central command device 5 allows to coordinate numerous devices in order to obtain an automatic process, thus reducing the assembly uncertainty due to the human component.
    [00095] Reference numerals:2 scaffold or base3 drive device30 first guides31 column 31' external column 31" third column310 bracket or arm311 support point or hemisphere312 retaining element5 central control unit7 plurality of sensors70 second guides71 laser meter72 carriage73 platform60 stirrups61 fixed platform611 control station62 mobile platform63 data storage unit80 data transfer networkT sectionsV aircraft(A, B, C) key points A reference pointsB survey pointsC checkpointsD pointXYZ spaceY first axis X second axis Z axis verticalX' Y 'Z' reference system
    权利要求:
    Claims (7)
    [0001]
    1. Automated system for joining at least two parts of a chassis, comprising: at least one drive device (3) adapted to move at least one part in space (XYZ) with three degrees of freedom; a central control unit (5 ) to control each of the drive devices (3) as a function of a plurality of data obtained through a plurality of sensors (7); said plurality of sensors (7) can continuously determine, in each part of the structure, a plurality of key points (A, B, C), which is unique for each part; said central control unit (5), depending on the data obtained from said plurality of sensors (7), activates said by at least one drive device (3), in order to approach and connect the at least two parts, while monitoring, through the plurality of sensors (7), the relative position between said plurality of key points (A, B , C) of said parts and the absolute position of the references parts in space (XYZ); said system is adapted to join at least two sections (T) of an aircraft fuselage (V); each drive device (3) comprising at least one column (31) for supporting and move at least one section (T) comprising at least one support or arm (310) to move said section (T) with three degrees of freedom; said at least one column (31) extendable in a way automatic, along a vertical axis (Z) and can move in first adapted guides (30) along a second axis (X), perpendicular to said vertical axis (Z); said plurality of sensors (7) comprising at least one laser meter (71) for measuring the position of the various key points (A, B, C) and the relative and absolute distances of the same key points (A, B, C), characterized in that each meter of laser (71) is mobile, being associated with at least one carriage (72) that slides on at least one second guide (70) arranged along a second axis (X).
    [0002]
    2. System according to claim 1, characterized in that said key points are divided into: reference points (A), which represent section reference points for the relative alignment between the various sections (T); elevation points (B), where a scaffold or base (2) is attached to section (T); and checkpoints (C), which identify the correct position of the section (T) for the joining process.
    [0003]
    3. System according to claim 1, characterized in that said central control unit (5) performs a continuous control with a double feedback loop and, through a data transmission network (80), can control said plurality of sensors (7) and said at least one drive device (3).
    [0004]
    System according to claim 3, characterized in that said central control unit (5) is connected, through said data transmission network (80), to a data storage unit (8), for storing the data. obtained during the steps of joining the various parts forming the chassis.
    [0005]
    5. Method for automatically joining at least two parts in order to manufacture a chassis, characterized in that the method is implemented using a system as defined in any one of claims 1 to 4, comprising the following consecutive steps: a) positioning of a first part in a first drive device (3); b) detecting a plurality of key points (A, B, C) of said first part, and sending the data to said central control unit (5); c ) creation of a reference system (X' Y' Z') from the data obtained in step b), as a function of the characteristics of said first part; d) positioning of a second part in a second drive device (3 '); e) detecting a plurality of key points (A, B, C) of said second part, and sending the data to said central control unit (5); f) translating the data obtained in step e) for the reference system (X' Y' Z') created in step c); g) placement of the said first part and said second part close to each other through said at least one drive device (3, 3'), while continuously monitoring, through said plurality of sensors (7), the relative position of said plurality of points -key (A, B, C) of each part, as processed by said central control unit (5);h) joining of the parts;i) repetition of steps d)-h) for each additional part of the chassis.
    [0006]
    The method of claim 5, further comprising the steps of: moving each part to a predetermined height along a vertical axis "Z"; moving the assembled chassis; final verification performed by an operator.
    [0007]
    Method according to claim 5, characterized in that it comprises a data storage step, in which the data relating to at least one chassis part is stored in a data storage unit (8).
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    同族专利:
    公开号 | 公开日
    WO2013117971A1|2013-08-15|
    CN104245514A|2014-12-24|
    KR20150001719A|2015-01-06|
    EP2812249A1|2014-12-17|
    CA2863745C|2020-08-04|
    RU2014132574A|2016-03-27|
    RU2631437C2|2017-09-22|
    EP2812249B1|2016-03-16|
    US20150367930A1|2015-12-24|
    HK1205491A1|2015-12-18|
    US9643710B2|2017-05-09|
    ITTO20120111A1|2013-08-10|
    KR101933253B1|2018-12-27|
    CA2863745A1|2013-08-15|
    CN104245514B|2016-08-17|
    ES2582634T3|2016-09-14|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-02-04| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-04| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-05-25| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/12/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    IT000111A|ITTO20120111A1|2012-02-09|2012-02-09|AUTOMATIC SYSTEM FOR THE JOINT OF PORTIONS OF A FRAME AND ASSOCIATED METHOD.|
    ITTO2012A000111|2012-02-09|
    PCT/IB2012/057627|WO2013117971A1|2012-02-09|2012-12-21|Automated system for joining portions of a chassis and method thereof|
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