A method for constructing a take-off and landing impact environment for an airborne device

Abstract

The application belongs to the technical field of constructing take-off and landing impact environment of airborne equipment on an airplane, and particularly relates to a method for constructing take-off and landing impact environment of airborne equipment on an airplane, comprising the following steps: calculating first-order natural frequency of each region of an airplane by using a finite element model of the airplane; obtaining acceleration response of each region of the airplane in a take-off and landing process by using a scaled model of the airplane to conduct take-off and landing dynamics test or by using the finite element model of the airplane to conduct take-off and landing dynamics analysis; performing band-pass filtering processing on the acceleration response of each region of the airplane in the take-off and landing process according to the corresponding first-order natural frequency; and obtaining transient wave amplitude of each region of the airplane in the take-off and landing process by referring to absolute maximum value of the acceleration response of each region of the airplane in the take-off and landing process after the band-pass filtering processing, so as to construct take-off and landing impact environment of airborne equipment of each region of the airplane.

Description

Technical Field

[0001] This application belongs to the technical field of aircraft onboard equipment takeoff and landing impact environment construction, specifically relating to a method for constructing an aircraft onboard equipment takeoff and landing impact environment. Background Technology

[0002] During takeoff and landing, especially during catapult takeoff and arrested landing, aircraft are subjected to significant impact loads, which can severely affect the performance of onboard equipment and even lead to safety accidents.

[0003] The impact environment generated during aircraft takeoff and landing is a crucial condition for the design of airborne equipment. Currently, the construction of the takeoff and landing impact environment for airborne equipment is mostly based on existing standards or obtained through analysis of flight test data. However, constructing the takeoff and landing impact environment for airborne equipment based on existing standards lacks broad applicability and can easily lead to insufficient or over-design of related airborne equipment. Constructing the takeoff and landing impact environment for airborne equipment through analysis of flight test data is lagging in the verification process and cannot meet the design requirements of related airborne equipment at the initial stage of aircraft design.

[0004] This application is made in view of the aforementioned technical deficiencies.

[0005] It should be noted that the above background information is only used to assist in understanding the inventive concept and technical solution of this application, and it does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0006] The purpose of this application is to provide a method for constructing the takeoff and landing impact environment for airborne equipment on an aircraft, so as to overcome or mitigate at least one of the known technical defects.

[0007] The technical solution of this application is:

[0008] A method for constructing the takeoff and landing impact environment for airborne equipment on an aircraft, comprising:

[0009] The first-order natural frequencies of each region of the aircraft were calculated using the finite element model of the aircraft.

[0010] Takeoff and landing dynamics tests are conducted using a scaled-down aircraft model, or takeoff and landing dynamics analysis is conducted using an aircraft finite element model, to obtain the acceleration response of the aircraft in different regions during takeoff and landing.

[0011] The acceleration response of the aircraft during takeoff and landing in different regions is bandpass filtered according to the corresponding first-order natural frequency.

[0012] By referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing in each region of the aircraft, the transient wave amplitude during takeoff and landing in each region of the aircraft is obtained, and the takeoff and landing impact environment of airborne equipment in each region of the aircraft is constructed.

[0013] According to at least one embodiment of this application, in the above-described method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft, the aircraft area includes the fuselage area, wing area, engine area, horizontal stabilizer area, and vertical stabilizer area.

[0014] According to at least one embodiment of this application, in the above-described method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft, the step of obtaining the transient wave amplitude during takeoff and landing of each region of the aircraft by referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing specifically involves:

[0015] The absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing of the aircraft in each region is multiplied by a safety factor and used as the reference value for the transient wave amplitude during takeoff and landing of the aircraft in each region.

[0016] According to at least one embodiment of this application, in the above-described method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft, the safety factor is taken as 1.3 to 1.5. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft provided in an embodiment of this application;

[0018] Figure 2 This is a schematic diagram of transient wave vibration during takeoff of an aircraft in a certain area, provided in an embodiment of this application. Detailed Implementation

[0019] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings. Other related parts can be referred to the general design. In the absence of conflict, the embodiments and technical features in the embodiments of this application can be combined with each other to obtain new embodiments.

[0020] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "upper," "lower," "left," "right," "center," "vertical," "horizontal," "inner," and "outer," etc., used in this application description to indicate relative direction or positional relationship are used only to indicate relative orientation or positional relationship, and do not imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative positional relationship may also change accordingly, and therefore should not be construed as a limitation on this application. The terms "first," "second," "third," and similar terms used in this application description are used only for descriptive purposes to distinguish different components, and should not be construed as indicating or implying relative importance. The terms "a," "one," or "the," etc., used in this application description should not be construed as an absolute limitation on quantity, but should be construed as indicating the existence of at least one. The terms "including," "comprising," etc., used in this application description mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects.

[0021] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, terms such as “installation,” “connection,” and “linkage” used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can be a connection within two components. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0022] The following is in conjunction with the appendix Figures 1 to 2 This application will be described in further detail.

[0023] A method for constructing the takeoff and landing impact environment for aircraft onboard equipment, such as Figure 1 As shown, it includes:

[0024] The first-order natural frequencies of each region of the aircraft were calculated using the finite element model of the aircraft.

[0025] Takeoff and landing dynamics tests are conducted using a scaled-down aircraft model, or takeoff and landing dynamics analysis is conducted using an aircraft finite element model, to obtain the acceleration response of the aircraft in different regions during takeoff and landing.

[0026] The acceleration response of the aircraft during takeoff and landing in different regions is bandpass filtered according to the corresponding first-order natural frequency.

[0027] By referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing in each region of the aircraft, the transient wave amplitude during takeoff and landing in each region of the aircraft is obtained, and the takeoff and landing impact environment of airborne equipment in each region of the aircraft is constructed.

[0028] Regarding the method for constructing the takeoff and landing impact environment of airborne equipment disclosed in the above embodiments, those skilled in the art will understand that its design divides the aircraft into multiple regions, calculates the first-order natural frequencies of each region using the aircraft finite element model, and conducts takeoff and landing dynamics tests using a scaled-down aircraft model or performs takeoff and landing dynamics analysis using the aircraft finite element model to obtain the acceleration response of each region during takeoff and landing. Based on this, the acceleration response of each region during takeoff and landing is bandpass filtered according to the corresponding first-order natural frequency. Then, referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing in each region, the transient wave amplitude during takeoff and landing in each region is obtained, thus constructing the takeoff and landing impact environment of airborne equipment in each region of the aircraft. This serves as the input condition for the design of airborne equipment, meeting the design requirements of airborne equipment at the beginning of aircraft design, and has high specificity and accuracy.

[0029] In some optional embodiments, the above-mentioned method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft, with reference to the vibration frequencies of various important components of the aircraft, designs the aircraft regions, which mainly include the fuselage region, wing region, engine region, horizontal stabilizer region, vertical stabilizer region, etc.

[0030] In some optional embodiments, in the above-described method for constructing the takeoff and landing impact environment of airborne equipment on an aircraft, the step of obtaining the transient wave amplitude during takeoff in each region of the aircraft by referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing is specifically as follows:

[0031] The absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing in each region of the aircraft is multiplied by a safety factor, which can be taken as 1.3 to 1.5, as a reference value for the transient wave amplitude during takeoff and landing in each region of the aircraft. This is to avoid insufficient or excessive design of related airborne equipment. In a specific embodiment, the obtained transient wave amplitude during takeoff and landing in a certain region of the aircraft is as follows: Figure 2 As shown.

[0032] The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0033] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A method for constructing a takeoff and landing impact environment for airborne equipment on an aircraft, characterized in that, include: The first-order natural frequencies of each region of the aircraft were calculated using the finite element model of the aircraft. Takeoff and landing dynamics tests are conducted using a scaled-down aircraft model, or takeoff and landing dynamics analysis is conducted using an aircraft finite element model, to obtain the acceleration response of the aircraft in different regions during takeoff and landing. The acceleration response of the aircraft during takeoff and landing in different regions is processed by bandpass filtering according to the corresponding first-order natural frequency; By referring to the absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing in each region of the aircraft, the transient wave amplitude during takeoff and landing in each region of the aircraft is obtained, and the takeoff and landing impact environment of airborne equipment in each region of the aircraft is constructed.

2. The method for constructing the takeoff and landing impact environment for airborne equipment on an aircraft according to claim 1, characterized in that, The aircraft area includes the fuselage area, wing area, engine area, horizontal stabilizer area, and vertical stabilizer area.

3. The method for constructing the takeoff and landing impact environment for airborne equipment on an aircraft according to claim 1, characterized in that, The absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing of the reference aircraft in each region is used to derive the transient wave amplitude during takeoff and landing of the aircraft in each region, specifically: The absolute maximum value of the acceleration response after bandpass filtering during takeoff and landing of the aircraft in each region is multiplied by a safety factor and used as the reference value for the transient wave amplitude during takeoff and landing of the aircraft in each region.

4. The method for constructing the takeoff and landing impact environment for airborne equipment on an aircraft according to claim 1, characterized in that, The safety factor is set at 1.3 to 1.5.

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