Aircraft flap actuator disengagement test device and method

Abstract

The invention discloses an aircraft flap actuator disengagement test device. The device comprises a flap; a flap actuator; the disengaging mechanism comprises a sleeve, a driving connecting rod and an explosive bolt, the sleeve is connected to the output end of the flap actuator, the first end of the driving connecting rod is connected with the sleeve through the explosive bolt, and the second end of the driving connecting rod is connected with the flap; when the flap actuator drives the sleeve, the sleeve and the driving connecting rod integrally move and drive the flap; and the disengagement control unit is used for transmitting a trigger signal to the explosive bolt so as to break the explosive bolt, so that the sleeve is disengaged from the driving connecting rod.

Description

technical field [0001] The invention relates to the field of mechanical system structure design, in particular to an aircraft flap actuator disengagement test device and method. Background technique [0002] One side of a large aircraft flap lift system usually consists of two to three airfoils, each of which is synchronously driven by a centralized coaxial mechanical system, and a single flap is simultaneously operated by two actuators. Flap actuators are generally designed according to damage safety, that is, when one of the actuators fails to disengage, the remaining intact actuators and (or) cross-linking mechanisms must be able to withstand the load on the entire wing surface and maintain the entire airfoil. The deflection angle of the wing surface is to maintain the lift balance of the left and right wings. This fault scenario has problems such as large deformation, rigid body motion, and plastic nonlinearity. It is difficult to ensure sufficient accuracy only by conv...

AI Technical Summary

Problems solved by technology

[0009] Commonly used test disconnection or disengagement schemes have the following problems: 1) The cost of the real actuator is high and the procurement cycle is long, and it is basically infeasible to disconnect by prefabricating defects on the real part; 2) If only unloaded And the disengagement fault function test of the fixed clamping position can be simulated by removing the actuator or a freely rotating actuator dummy, and the simulated fault scenarios are limited

[0010] The conventional disengagement / clutch in the industry is too large, and the working load is low, which is not suitable for the small space and large working load of the aircraft flap actuator (the maximum torque can reach 10,000-20,000 Nm)

[0011] Therefore, for such extreme working conditions as the flaps are disengaged, there is no good solution in the prior art to realize

[0012] In addition, due to the large deformation of the wing box section of the aircraft under the disengagement fault, during the test, if the fixed installation is used, the deformation of the wing box section cannot be simulated. If the wing box section support is installed and loaded If the deformation method is used, the loading workload is large and the cost is high, and the extreme displacement under the large load under the fault condition cannot be accurately simulated

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