飞机机身数字化对接装配中的翼身交点加工关键技术研究
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摘要
传统的基于型架的飞机大部件对接装配方法存在强迫定位与装夹,且无法实现高效精确的翼身接头测量,导致翼身交点加工存在较大风险。为了保证飞机装配的质量和安全性,提出一种机身大部件数字化对接装配中的翼身交点精加工方法,对其中的关键技术问题进行深入的分析和研究。
在总结飞机大部件对接装配技术国内外发展现状的基础上,详细分析了飞机翼身交点精加工的技术现状,指出了国内技术的不足。基于飞机大部件对接装配的一般工艺过程以及数字化对接装配平台的工艺设计和总体布局,提出翼身接头测量、评价与精加工系统的设计与实现方法。根据飞机翼身接头测量与精加工需求,给出专用数控加工中心的技术指标,阐明为保证其工作性能所采取的主要措施。提出了翼身接头测量、评价与精加工系统主要功能的实现方法。
设计飞机总装配的数字化协调机制,然后提出一种相对装配参考坐标系的翼身接头位姿误差分析方法,采用摄动法建立了相应的误差模型。根据飞机大部件调姿试验的结果和相关工装的性能参数,确定各项原始误差的取值范围。通过蒙特卡洛模拟求出了翼身接头位姿误差的分布特性。采用极值法分析极端情况下交点孔的加工余量,获得了有可能出现翼身接头加工余量不足的定性结论。
为了避免飞机翼身接头加工中可能存在的安全问题,提出了两方面的检查措施。基于专用数控加工中心实现了在装配现场对翼身接头进行三坐标测量。一方面基于测量数据,通过自动参数化建模获得实际的翼身接头模型,然后通过加工过程仿真找出程序错误、加工中心超程、加工中心与机身干涉等可能发生的工艺问题。另一方面基于三坐标测量结果建立了翼身交点可加工性评价模型。利用该模型可发现初始交点孔残留、精加工目标孔相对接头侧面的位置度误差超差、凸缘型翼身接头初始配合面残留以及凸缘根部过切4类潜在问题,防止加工过程对机身造成破坏。
当部分翼身交点的实际切削余量不满足可加工条件时,有必要对机身的精加工位姿进行调整。为了获得使所有翼身交点均具有足够切削余量的最优调姿目标,基于机身位姿测量点实测数据和翼身接头三坐标测量数据,全面考虑位姿测量点集匹配约束、整体机身位姿约束和翼身交点可加工性约束,建立了机身精加工位姿优化模型。在分析各项残差相对重要程度的基础上,提出了一种基于层次分析法的目标函数权重配置与调整方法。通过权值调整可重新分配各类残差,最终获得满足所有约束条件的最佳调姿目标。
为了在飞机大部件数字化对接装配中实现以数控加工方法取代传统的翼身接头精加工方法,分析了翼身交点精加工的特点和难点。在此基础上,采取3方面技术措施,即面向翼身接头精加工进行有针对性的系统设计、改进翼身接头精加工的工艺方法和通过加工试验优化切削加工参数,解决了某型飞机翼身接头数控精加工难题。为了克服传统的基于交点、量规的翼身接头精加工检验方法的缺陷,提出了一种在线的数字化检验方法。利用激光跟踪仪测量数据分析了各不加工接头的位置误差,然后通过对各类误差的加权综合建立了机身对接装配准确度的在线评价模型。
最后对全文的研究工作进行了总结,对有待进一步研究的内容进行了展望。
Forced localization and clamping are often adopted in conventional jig-based aircraft assembly. Wing-fuselage joints can not be measured accurately with high efficiency. Thus finish machining of wing-fuselage joints is carried out involving a certain degree of risk. In order to guarantee the quality and security of aircraft assembly, a wing-fuselage joint finish machining method for digital join-assembly of large aircraft components is proposed. Several key problems are studied and analyzed deeply.
Domestic and foreign development states of aircraft final assembly techniques are summarized. Development of aircraft wing-fuselage joint finish machining techniques is analyzed in detail. Shortcoming of domestic techniques is indicated. Considered general process and layout design of digital assembly system for mating and joining large aircraft parts, design and realization method of the system used for wing-fuselage joint measurement, evaluation and finish machining are put forward. According to the demands of measuring and finish machining wing-fuselage joints, object performance parameters of each special NC machining center are determined. And main measures taken to guarantee their performance are illustrated. Realization method of main functions of wing-fuselage joint measuring, evaluating and machining system are presented.
The digital coordination mechanism of aircraft final assembly is designed. A method for analyzing wing-fuselage joints'posture error relative to the reference frame of assembly system is put forward. A posture error model of wing-fuselage joints is built using matrix perturbation method. The span of each source error is determined according to results of fuselage posture alignment experiment or performance parameters of correlative equipments. Distribution of posture error of wing-fuselage joints is learned by Monte Carlo simulation. Cutting allowance of wing-fuselage joint hole in the worst case is calculated using extremum analysis. According to the calculation results, we can draw a qualitative conclusion that it's a possibility that allowance of some wing-fuselage joint holes is insufficient for finish machining.
To avoid possible security problems, two kinds of safety checking measures for finish machining of wing-fuselage joints during digital join-assembly of large fuselage parts are proposed. Three-coordinate measurement of wing-fuselage joints is performed on spot by special machining center. Basing on measured data, the model of actual wing-fuselage joints is built through automatic parameterized modeling. Machining process simulation is performed to find out possible problems, such as wrong codes in NC programs, over travel of machining center or interference between machining center and fuselage. A feasibility evaluating model of finish machining is put forward based on measured data of wing-fuselage joints. This model can find out four kinds of possible problems, namely initial joint hole remaining after finish machining, distance between object hole and side face of joint running out of tolerance, overcutting at the root of joint flange and initial matching surface of joint flange remaining after finish machining. Thus fatal damage of wing-fuselage joints can be avoided.
If actual cutting allowances of some wing-fuselage joints do not meet the condition to begin finish machining, fuselage posture should be realigned. To gain optimum posture realignment object, a nonlinear optimization model is built based on measured data of wing-fuselage joints and points used for evaluating fuselage posture. Constraints on posture error of integral fuselage, position errors of posture measuring points, and allowance errors of wing-fusel age joints are considered in this model. The relative importance of all residual errors is analyzed according to their nature. Then weights used in objective function are configured through analytic hierarchy process. All residual errors can be redistributed by adjusting these weights. Thus optimum objective posture meeting all constraints can be obtained finally.
To replace conventional wing-fuselage joint machining method with NC machining method in digital assembly of large aircraft parts, the characteristics and difficulties of wing-fuselage joint finish machining are analyzed. Three technical measures are taken to solve this difficult machining problem, namely designing the digital assembly system aim at wing-fuselage joint machining, improving the machining technic and optimizing cutting parameters by test. An on-line digital checking method for finished wing-fuselage joints is proposed to overcome the limitation of traditional method using joint gauge. Position errors of unmachined joints are calculated using measured data from laser trackers. An on-line assembly accuracy evaluation model of integral fuselage is built by summing up all errors with appropriate weights.
Finally, summary of the whole work in this dissertation is given, and the future work is discussed.
在总结飞机大部件对接装配技术国内外发展现状的基础上,详细分析了飞机翼身交点精加工的技术现状,指出了国内技术的不足。基于飞机大部件对接装配的一般工艺过程以及数字化对接装配平台的工艺设计和总体布局,提出翼身接头测量、评价与精加工系统的设计与实现方法。根据飞机翼身接头测量与精加工需求,给出专用数控加工中心的技术指标,阐明为保证其工作性能所采取的主要措施。提出了翼身接头测量、评价与精加工系统主要功能的实现方法。
设计飞机总装配的数字化协调机制,然后提出一种相对装配参考坐标系的翼身接头位姿误差分析方法,采用摄动法建立了相应的误差模型。根据飞机大部件调姿试验的结果和相关工装的性能参数,确定各项原始误差的取值范围。通过蒙特卡洛模拟求出了翼身接头位姿误差的分布特性。采用极值法分析极端情况下交点孔的加工余量,获得了有可能出现翼身接头加工余量不足的定性结论。
为了避免飞机翼身接头加工中可能存在的安全问题,提出了两方面的检查措施。基于专用数控加工中心实现了在装配现场对翼身接头进行三坐标测量。一方面基于测量数据,通过自动参数化建模获得实际的翼身接头模型,然后通过加工过程仿真找出程序错误、加工中心超程、加工中心与机身干涉等可能发生的工艺问题。另一方面基于三坐标测量结果建立了翼身交点可加工性评价模型。利用该模型可发现初始交点孔残留、精加工目标孔相对接头侧面的位置度误差超差、凸缘型翼身接头初始配合面残留以及凸缘根部过切4类潜在问题,防止加工过程对机身造成破坏。
当部分翼身交点的实际切削余量不满足可加工条件时,有必要对机身的精加工位姿进行调整。为了获得使所有翼身交点均具有足够切削余量的最优调姿目标,基于机身位姿测量点实测数据和翼身接头三坐标测量数据,全面考虑位姿测量点集匹配约束、整体机身位姿约束和翼身交点可加工性约束,建立了机身精加工位姿优化模型。在分析各项残差相对重要程度的基础上,提出了一种基于层次分析法的目标函数权重配置与调整方法。通过权值调整可重新分配各类残差,最终获得满足所有约束条件的最佳调姿目标。
为了在飞机大部件数字化对接装配中实现以数控加工方法取代传统的翼身接头精加工方法,分析了翼身交点精加工的特点和难点。在此基础上,采取3方面技术措施,即面向翼身接头精加工进行有针对性的系统设计、改进翼身接头精加工的工艺方法和通过加工试验优化切削加工参数,解决了某型飞机翼身接头数控精加工难题。为了克服传统的基于交点、量规的翼身接头精加工检验方法的缺陷,提出了一种在线的数字化检验方法。利用激光跟踪仪测量数据分析了各不加工接头的位置误差,然后通过对各类误差的加权综合建立了机身对接装配准确度的在线评价模型。
最后对全文的研究工作进行了总结,对有待进一步研究的内容进行了展望。
Forced localization and clamping are often adopted in conventional jig-based aircraft assembly. Wing-fuselage joints can not be measured accurately with high efficiency. Thus finish machining of wing-fuselage joints is carried out involving a certain degree of risk. In order to guarantee the quality and security of aircraft assembly, a wing-fuselage joint finish machining method for digital join-assembly of large aircraft components is proposed. Several key problems are studied and analyzed deeply.
Domestic and foreign development states of aircraft final assembly techniques are summarized. Development of aircraft wing-fuselage joint finish machining techniques is analyzed in detail. Shortcoming of domestic techniques is indicated. Considered general process and layout design of digital assembly system for mating and joining large aircraft parts, design and realization method of the system used for wing-fuselage joint measurement, evaluation and finish machining are put forward. According to the demands of measuring and finish machining wing-fuselage joints, object performance parameters of each special NC machining center are determined. And main measures taken to guarantee their performance are illustrated. Realization method of main functions of wing-fuselage joint measuring, evaluating and machining system are presented.
The digital coordination mechanism of aircraft final assembly is designed. A method for analyzing wing-fuselage joints'posture error relative to the reference frame of assembly system is put forward. A posture error model of wing-fuselage joints is built using matrix perturbation method. The span of each source error is determined according to results of fuselage posture alignment experiment or performance parameters of correlative equipments. Distribution of posture error of wing-fuselage joints is learned by Monte Carlo simulation. Cutting allowance of wing-fuselage joint hole in the worst case is calculated using extremum analysis. According to the calculation results, we can draw a qualitative conclusion that it's a possibility that allowance of some wing-fuselage joint holes is insufficient for finish machining.
To avoid possible security problems, two kinds of safety checking measures for finish machining of wing-fuselage joints during digital join-assembly of large fuselage parts are proposed. Three-coordinate measurement of wing-fuselage joints is performed on spot by special machining center. Basing on measured data, the model of actual wing-fuselage joints is built through automatic parameterized modeling. Machining process simulation is performed to find out possible problems, such as wrong codes in NC programs, over travel of machining center or interference between machining center and fuselage. A feasibility evaluating model of finish machining is put forward based on measured data of wing-fuselage joints. This model can find out four kinds of possible problems, namely initial joint hole remaining after finish machining, distance between object hole and side face of joint running out of tolerance, overcutting at the root of joint flange and initial matching surface of joint flange remaining after finish machining. Thus fatal damage of wing-fuselage joints can be avoided.
If actual cutting allowances of some wing-fuselage joints do not meet the condition to begin finish machining, fuselage posture should be realigned. To gain optimum posture realignment object, a nonlinear optimization model is built based on measured data of wing-fuselage joints and points used for evaluating fuselage posture. Constraints on posture error of integral fuselage, position errors of posture measuring points, and allowance errors of wing-fusel age joints are considered in this model. The relative importance of all residual errors is analyzed according to their nature. Then weights used in objective function are configured through analytic hierarchy process. All residual errors can be redistributed by adjusting these weights. Thus optimum objective posture meeting all constraints can be obtained finally.
To replace conventional wing-fuselage joint machining method with NC machining method in digital assembly of large aircraft parts, the characteristics and difficulties of wing-fuselage joint finish machining are analyzed. Three technical measures are taken to solve this difficult machining problem, namely designing the digital assembly system aim at wing-fuselage joint machining, improving the machining technic and optimizing cutting parameters by test. An on-line digital checking method for finished wing-fuselage joints is proposed to overcome the limitation of traditional method using joint gauge. Position errors of unmachined joints are calculated using measured data from laser trackers. An on-line assembly accuracy evaluation model of integral fuselage is built by summing up all errors with appropriate weights.
Finally, summary of the whole work in this dissertation is given, and the future work is discussed.
引文
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