Performance testing device and performance testing method for dynamic impact mechanics of aircraft cockpit airborne system

Abstract

The invention provides a performance testing device for dynamic impact mechanics of an aircraft cockpit airborne system. Comprising a floor, a console support group, a structural member connecting support group, a pedal simulation device, a cockpit console and instrument board, a cockpit seat fixing assembly, a seat assembly, a humanoid test model, a motion data acquisition assembly, a structural horizontal impact test bed and a control computer. The floor is fixed on the structure horizontal impact test bench; the pedal simulation device, the cockpit console and the instrument panel are fixed to the floor through the console support set. The seat assembly is fixed to a floor through the cockpit seat fixing assembly; structural members of the aircraft are fixed to the floor through the structural member connecting support set. The anthropomorphic test model is arranged on the seat assembly, and the motion data acquisition assembly is arranged on the periphery of the anthropomorphic test model. Through the performance testing device, the performance of dynamic impact mechanics of different forms and different types of cockpit airborne systems can be tested.

Description

Technical Field

[0001] This invention relates to the technical field, specifically to a performance testing device and method for dynamic impact mechanics of an aircraft cockpit airborne system. Background Technology

[0002] During the operation of civil aircraft, emergency landings may occur due to severe weather, mechanical failures, or other reasons. China's Civil Aircraft Airworthiness Standard Part 25 sets forth clear requirements for occupant protection during emergency landings. The cockpit control panel, instrument panel, electronic system support structure, and aircraft seat system are important airborne structures / equipment of the aircraft cockpit, directly related to crew safety. The airworthiness standard requires dynamic testing of the aircraft cockpit's airborne systems to demonstrate their safety, using compliant dummies to simulate human impact. The dynamic response and energy absorption of the cockpit's airborne systems under emergency landing impact involve complex mechanical processes such as material failure, large geometric deformation, and rigid-flexible coupling. Impact testing is the most direct means of assessing their safety.

[0003] Currently, a series of impact tests on seat systems have been conducted abroad, simulating the horizontal dynamic impact process of rigid seats / cabin seat systems and studying the variation law of dynamic impact response of seat systems under different input conditions. Domestic scholars' research on seat systems mainly focuses on the structural connection strength of seats, and related work on cabin seat systems in the aviation field started relatively late. Research on the dynamic impact mechanical performance of aircraft cockpit avionics systems needs to consider the actual aircraft avionics structure / equipment, which differs significantly from row-to-row seat impact tests and front-row seat impact tests for cabin seat systems. Therefore, there is a limited amount of publicly available research both domestically and internationally. Thus, there is an urgent need for a technical solution that can realistically and effectively comprehensively evaluate the dynamic impact mechanical performance of aircraft cockpit avionics systems. Summary of the Invention

[0004] In view of this, the embodiments of this specification provide a performance testing device and method for dynamic impact mechanics of an aircraft cockpit airborne system, so as to carry out dynamic impact mechanics testing of the aircraft cockpit airborne system in a real airborne environment, and comprehensively evaluate the dynamic impact mechanics performance of the cockpit airborne system, the crew members, and the relationship between the two, and further meet the performance testing needs of different types and categories of cockpit airborne systems.

[0005] Considering that during an aircraft emergency landing, the pilot and / or mission operator and / or mechanic may collide with the cockpit control panel, instrument panel, electronic system support structure, etc., and that traditional emergency landing tests are limited to seats and do not simulate the above service environment.

[0006] The embodiments in this specification provide the following technical solutions: A performance testing device for dynamic impact mechanics of an aircraft cockpit airborne system, comprising: Floor, control panel support assembly, structural component connection support assembly, foot pedal simulation device, cockpit control panel and instrument panel, cockpit seat fixing assembly, seat assembly, anthropomorphic test model, motion data acquisition assembly, structural horizontal impact test bench and control computer; The floor was fixed to a structural horizontal impact test bench; The foot pedal simulation device is fixed to the floor; The cockpit control panel and instrument panel are fixed to the floor via a control panel bracket assembly; The seat assembly is secured to the floor via the cockpit seat fixing assembly; The aircraft's structural components are fixed to the floor via structural component connecting bracket assemblies; Both the high-speed camera photogrammetry system and the data acquisition system are electrically connected to the control computer; The anthropomorphic test model is set on the seat assembly, and the motion data acquisition assembly is set around the anthropomorphic test model.

[0007] Furthermore, the motion data acquisition component includes: High-speed camera photogrammetry system and human body data acquisition sensor group; The high-speed camera photogrammetry system includes a first high-speed camera photogrammetry system, a second high-speed camera photogrammetry system, a third high-speed camera photogrammetry system, and a marker set in different directions; The marker was affixed to the center of gravity of the head of the anthropomorphic test model, and the first, second, and third high-speed camera photogrammetry systems were all set around the anthropomorphic test model. The human body data acquisition sensor group includes: The following are fixed to the anthropomorphic test model: a head acceleration sensor, a cervical six-component force sensor, a chest acceleration and displacement sensor, a lumbar six-component force sensor, a pelvic acceleration sensor, a tibial force sensor, a shoulder girdle force sensor, and a shoulder girdle force sensor.

[0008] Furthermore, the cockpit seat fixing assembly includes seat rails; Seating components include crew member seats, pilot seats, mission operator seats, mechanic seats, trainee seats, and anthropomorphic test models; The crew member seats, pilot seats, mission operator seats, mechanic seats, and anthropomorphic test models are all slidably installed in the seat rails and fixed to the floor via the seat rails.

[0009] Furthermore, the control computer includes a central control computer, a first control computer, and a second control computer; The first control computer is connected to the data acquisition system and is used to receive data acquired by the data acquisition system. The second control computer is connected to the high-speed camera photogrammetry system and is used to receive image data collected by the high-speed camera photogrammetry system and send the processed image data to the main control computer. The main control computer is connected to the structural horizontal impact test bench and is used to generate control signals based on the processed data and processed image data, and to control the movement of the structural horizontal impact test bench through the control signals.

[0010] Furthermore, the structural component connecting bracket assembly includes: The first connecting bracket is connected to the right side of the aircraft fuselage panel; the second connecting bracket is connected to the aircraft support rod; the third connecting bracket is connected to the front side of the aircraft instrument panel trim assembly; the fourth connecting bracket is connected to the left side of the aircraft instrument panel trim assembly; and the fifth connecting bracket is connected to the left side of the aircraft fuselage panel. The structural component connection bracket assembly is used to simulate the connection state of aircraft structural components, including fuselage panels, support rods, and instrument panel trim assemblies. The control panel support assembly includes a left control panel support and a center / right control panel support. The left cockpit control panel is fixed to the floor via the left control panel support, and the center cockpit control panel and the right cockpit control panel are fixed to the floor via the center / right control panel support.

[0011] A performance testing method, which uses a performance testing device to test the performance of dynamic impact mechanics, includes the following steps: Based on the overall layout of the aircraft cockpit, the cockpit environment to be simulated is determined. The cockpit environment includes whether there is a left cockpit control panel and its location, whether there is a right cockpit control panel and its location, whether there is a central cockpit control panel and its location, whether there is an instrument panel and its location, whether there is an electronic system support structure and its location, whether there are crew member seats, whether there are mission operator seats, whether there are mechanic seats, the location of the electronic system support structure, and the location of the foot pedal simulation device. Based on the cockpit environment, determine the connection stiffness and connection form of the cockpit control panel and control panel support assembly, and the instrument panel and electronic system support structure and structural component connection support assembly. Set the eye position ruler according to the driver's eye position measurement reference position; The triaxial position of each seat in the seat assembly in the cabin space was determined based on the most severe head impact and the most severe leg injury of the crew members. Determine the floor yaw state based on the most severe conditions of head impact and leg injury; Based on the cockpit environment, connection stiffness, connection type, floor yaw state, and triaxial position, all components in the performance testing device are installed on the floor. The position, connection stiffness, and connection type of each component in the performance testing device are adjusted until the test requirements are met. The human data acquisition sensor group was installed on the anthropomorphic test model, and the anthropomorphic test model was installed in the seat of the seat assembly; The eye position of the anthropomorphic experimental model was adjusted using an eye position ruler; Based on the flight state to be simulated, the position of the high-speed camera photogrammetry system is determined by the fixed positions of the cockpit control panel and instrument panel, seat rails, seat components, and anthropomorphic test model. Connect the structural horizontal impact test bench to the main control computer, connect the data acquisition system to the first control computer, and connect the high-speed camera photogrammetry system to the second control computer; Remove the eye position ruler, and use the main control computer to operate the impact rod to impact the trolley, which will drive the performance testing device to move. The main control computer will then control the first and second control computers to start data acquisition.

[0012] Furthermore, the position, connection stiffness, and connection method of each component in the performance testing device are adjusted until the testing requirements are met, including: A baseline dynamic model is constructed based on the fuselage frame of a real aircraft cockpit, and the emergency landing process is simulated through the baseline dynamic model to obtain the first stiffness of the real seat assembly. A dynamic model was constructed based on the performance testing device, and the emergency landing process was simulated through the dynamic model to obtain the second stiffness of the seat assembly. Calculate the difference between the first stiffness and the second stiffness, and use a stiffness difference that is less than a set threshold as a test requirement; Adjust the position, connection stiffness, and connection method of each component in the performance testing device until the test requirements are met.

[0013] Furthermore, based on the most severe head impact and most severe leg injury scenarios for the crew members, the triaxial position of each seat in the seating assembly within the cabin space was determined, including: For each seat in the seat assembly: Criteria for determining head injuries among computer team members; Computer simulations were used to simulate emergency landing scenarios, including head injury criteria, head impact curves, head impact range, and leg movement processes for crew members under different heading, lateral, vertical, and yaw conditions. The most severe information about head impact is obtained through head injury criteria, head collision curves, and head impact range. The leg impact space is assessed based on the leg movement process, and the most severe state of leg impact is obtained by using the leg impact space and the maximum value of the leg axial compressive load. The triaxial position of the seat in the cabin space is determined by the most severe information on head impact and the most severe condition of leg injury.

[0014] Furthermore, the criteria for determining head injuries in computer group members include: Criteria for head injury ,in, t 1 represents the initial time for integration. t 2 represents the end time of integration. a The resultant acceleration of the head's center of gravity. a ( t ( ) represents the relationship between the total acceleration of the head impact and time.

[0015] Furthermore, based on the cockpit environment, connection stiffness, connection type, floor yaw state, and triaxial position, all components of the performance testing device are installed on the floor, including: The position of the seat guide rail is determined based on the three-axis position, and the seat assembly is connected to the floor; Based on the connection stiffness, floor yaw condition, and connection type, the left cockpit control panel, the center cockpit control panel, the right cockpit control panel, and the instrument panel are connected to the floor via the control panel bracket assembly; The electronic system support structure is connected to the floor via structural component connecting bracket assemblies; Connect the foot pedal simulator to the floor.

[0016] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: The performance testing device of this invention can be used to test the dynamic impact mechanics performance of different types and categories of cockpit airborne systems. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the performance testing device according to an embodiment of the present invention; Figure 2 This is a first schematic diagram of the control panel support assembly and the structural component connection support assembly of the performance testing device according to an embodiment of the present invention; Figure 3 This is a second schematic diagram of the control panel support assembly and the structural component connection support assembly of the performance testing device according to an embodiment of the present invention.

[0019] Figure reference numerals: 1. Floor; 2. Left control panel bracket; 3. Central / right control panel bracket; 4. Structural component connecting bracket assembly; 41. First connecting bracket; 42. Second connecting bracket; 43. Third connecting bracket; 44. Fourth connecting bracket; 45. Connecting bracket; 5. Foot pedal simulation device; 6. Eye position ruler; 7. Cockpit control panel and instrument panel; 8. Seat rail; 9. Crew member seat; 10. Anthropomorphic test model; 101. Head acceleration sensor; 102. Femoral force sensor; 103. 11. Shoulder strap force sensor; 12. Structural horizontal impact test bench; 13. Impact rod; 14. Trolley; 15. High-speed camera photogrammetry system; 16. First high-speed camera photogrammetry system; 17. Second high-speed camera photogrammetry system; 18. Third high-speed camera photogrammetry system; 19. Dedicated lighting system; 10. Marker; 11. Data acquisition system; 12. Control computer; 13. Main control computer; 14. First control computer; 15. Second control computer. Detailed Implementation

[0020] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] like Figure 1 As shown, a performance testing device for the dynamic impact mechanics of an aircraft cockpit airborne system includes: Floor 1, control panel support assembly, structural component connection support assembly 4, foot pedal simulation device 5, eye position ruler 6, cockpit control panel and instrument panel 7, cockpit seat fixing assembly, seat assembly, anthropomorphic test model 10, motion data acquisition assembly, structural horizontal impact test bench 11, and control computer 14.

[0023] Floor 1 is fixed to the structural horizontal impact test bench 11. Foot simulation device 5 is fixed to floor 1. The cockpit control panel and instrument panel 7 are fixed to floor 1 via control panel bracket assembly. The seat assembly is fixed to floor 1 via cockpit seat fixing assembly. The aircraft structural components are fixed to floor 1 via structural component connecting bracket assembly 4. High-speed camera photogrammetry system 12 and data acquisition system 13 are both electrically connected to control computer 14. Anthropomorphic test model 10 is mounted on the seat assembly, and motion data acquisition components are positioned around the anthropomorphic test model 10.

[0024] Floor 1 simulates a floor frame structure, enabling and accommodating robust connections for various types of cockpit avionics systems, such as the cockpit control panel, instrument panel, electronic system support structure, and crew seating system. The bolt holes in Floor 1 are divided into three categories: first, holes for connection to test equipment, simulating different yaw states of the cockpit floor; second, holes for connection to the test component's connection structure, simulating real or conservative connection states of the cockpit avionics systems; and third, holes for connection to the crew seating rails, simulating the real connection state of the crew seats. The design of these three types of bolt holes in Floor 1, including their position and angle, allows for adjustments to the test boundary conditions based on changes in the crew's load conditions (e.g., head impact location, head injury state), thereby simulating real or more severe load conditions. Simultaneously, the recessed groove design provides freely adjustable three-dimensional installation space for the crew seating system.

[0025] The foot pedal simulation device 5 is used to simulate a dedicated foot pedal or foot control mechanism. By designing grooves, auxiliary ramps, and other methods, it enables the foot pedal to change its spatial position in three dimensions, thus taking into account the dynamic impact mechanical performance evaluation needs of different types of crew member seats.

[0026] The motion data acquisition components include: Eye position ruler 6, high-speed camera photogrammetry system 12, and human body data acquisition sensor group; The eye position ruler 6 is movably fixed to the floor 1. Considering that the eye position has a significant impact on the actual impact position and injury results of the crew members' heads, accurate measurement of the crew members' eye position is necessary during the test. The eye position ruler 6 is designed with vertical rods, as well as lateral and yaw movable rods, all of which are graduated. By moving and positioning these three types of rods, the spatial position of the crew members' eyes can be easily measured, facilitating the assessment of the accuracy of the crew members' sitting posture. The eye position ruler 6 is placed in its actual position according to the crew members' eye position measurement needs, is not connected to the test system, and is removed before the dynamic impact test.

[0027] The high-speed camera photogrammetry system 12 includes a first high-speed camera photogrammetry system 121, a second high-speed camera photogrammetry system 122, a third high-speed camera photogrammetry system 123, and a marker 125, which are set in different directions.

[0028] A high-speed camera photogrammetry system typically consists of 2 to 3 units or more, depending on the specific testing requirements. Generally, when a single view requires 3D measurement, two units are used within that view, with the number of high-speed camera photogrammetry systems increased based on the number of views.

[0029] Field of view: Covering the entire motion of the airborne system under impact conditions. It is crucial that the test system does not fall outside the field of view of the high-speed camera system before the motion of interest is completed.

[0030] Marker 125 is affixed to the center of gravity of the head of the anthropomorphic test model 10. The first high-speed camera photogrammetry system 121, the second high-speed camera photogrammetry system 122 and the third high-speed camera photogrammetry system 123 are all set around the anthropomorphic test model 10. The human body data acquisition sensor group includes: The following components are fixed to the anthropomorphic test model 10: a head acceleration sensor 101, a cervical six-component force sensor, a chest acceleration and displacement sensor, a lumbar six-component force sensor, a pelvic acceleration sensor, a femoral force sensor, a tibial force sensor, and a shoulder girdle force sensor.

[0031] The human body data acquisition sensor group is connected to the shock-resistant data acquisition system, which collects electrical signals.

[0032] The cockpit seat fixing assembly includes seat rails 8; The seating assembly includes crew member seats 9, pilot seats, mission operator seats, mechanic seats, trainee seats, and anthropomorphic test models; The crew member seats 9, the pilot seat, the mission operator seat, the mechanic seat, and the anthropomorphic test model are all slidably installed in the seat guide rails 8 and fixed to the floor 1 by the seat guide rails 8.

[0033] The control computer 14 includes a central control computer 141, a first control computer 142, and a second control computer 143. The first control computer 142 is connected to the data acquisition system 13 and is used to receive data acquired by the data acquisition system 13. The second control computer 143 is connected to the high-speed camera photogrammetry system 12 and is used to receive image data collected by the high-speed camera photogrammetry system 12 and send the processed image data to the central control computer 141.

[0034] The main control computer 141 is connected to the structural horizontal impact test bench 11 and is used to generate control signals based on the processed data and processed image data, and to control the movement of the structural horizontal impact test bench 11 through the control signals.

[0035] like Figure 2 and Figure 3 As shown, the structural component connecting bracket group 4 includes: The first connecting bracket 41 is connected to the right side of the aircraft fuselage panel; the second connecting bracket 42 is connected to the aircraft support rod; the third connecting bracket 43 is connected to the front side of the aircraft instrument panel trim assembly; the fourth connecting bracket 44 is connected to the left side of the aircraft instrument panel trim assembly; and the fifth connecting bracket 45 is connected to the left side of the aircraft fuselage panel. The structural component connection bracket group 4 is used to simulate the connection state of aircraft structural components, including fuselage panels, support rods, and instrument panel trim assemblies. Specifically, the structural component connection bracket group 4 is designed with different types of connection brackets to simulate the connection state of test components such as fuselage panels, support rods, windshield frames, and instrument panel trim assemblies, and to realize the impact loading during dynamic impact testing.

[0036] The control panel support assembly includes a left control panel support 2 and a central / right control panel support 3. The left cockpit control panel is fixed to the floor 1 via the left control panel support 2, and the central cockpit control panel and the right cockpit control panel are fixed to the floor 1 via the central / right control panel support 3.

[0037] The structure of the left control console bracket 2 and the center / right control console bracket 3 is used to securely connect the left control console, center control console, and right control console in the aircraft cockpit. At the same time, the left control console bracket 2 and the center / right control console bracket 3 can accommodate the installation of cockpit control consoles with different structural forms, solving the problem of the versatility and applicability of dynamic impact test fixtures for cockpit control consoles with different structural forms.

[0038] By comparing the stiffness and strength with the actual fuselage frame structure, the left control console bracket 2, the center / right control console bracket 3, and the structural component connection bracket 4 were designed. These three types of brackets can simulate the actual or conservative connection state of the cockpit airborne system and transmit impact loads normally. This ensures that the injury to the head and legs of the crew members will not be more severe due to the greater stiffness of the brackets, thus deviating from the original design intention of the structural designers, or increasing the weight of the aircraft due to overly conservative design. At the same time, the brackets will not fail to simulate the actual load state of the crew members due to insufficient stiffness, thus deviating from the fundamental safety requirements of the cockpit.

[0039] The left control panel bracket 2, the central / right control panel bracket 3, the structural component connecting bracket 4, and the foot pedal simulation device 5 all utilize bolt holes in the bottom connecting plate to allow for free transformation and interchange of the test component connection method and the foot pedal connection method. The floor 1, left control panel bracket 2, central / right control panel bracket 3, structural component connecting bracket 4, and foot pedal simulation device 5 can be freely changed and combined according to the actual configuration of the cockpit airborne system to match the testing requirements of different aircraft cockpit airborne systems. Changes in the actual configuration of the aircraft cockpit airborne system do not affect the use of this test system; the connection method of the test system can be adjusted according to actual needs.

[0040] The floor 1, left control panel bracket 2, central / right control panel bracket 3, structural component connecting bracket 4, foot pedal simulation device 5, and eye position ruler 6 are all made of ordinary steel or high-strength steel.

[0041] A performance testing method, which uses a performance testing device to test the performance of dynamic impact mechanics, includes the following steps: Based on the overall layout of the aircraft cockpit, the cockpit environment to be simulated is determined. The cockpit environment includes whether there is a left cockpit control panel and its location, whether there is a right cockpit control panel and its location, whether there is a central cockpit control panel and its location, whether there is an instrument panel and its location, whether there is an electronic system support structure and its location, whether there are crew member seats, whether there are mission operator seats, whether there are mechanic seats, the location of the electronic system support structure, and the location of the foot simulation device 5. Based on the cockpit environment, determine the connection stiffness and connection form of the cockpit control panel and control panel support group, the instrument panel and electronic system support structure and structural component connection support group 4. The triaxial position of each seat in the seat assembly in the cabin space was determined based on the most severe head impact and the most severe leg injury of the crew members. Determine the floor yaw state based on the most severe conditions of head impact and leg injury; Based on the cockpit environment, connection stiffness, connection type, floor yaw state, and triaxial position, install all components of the performance testing device onto floor 1, and adjust the position, connection stiffness, and connection type of each component in the performance testing device until the test requirements are met. Based on the driver's eye position measurement reference position, fix the eye position ruler 6 to the floor 1; The human data acquisition sensor group is installed on the anthropomorphic test model 10, and the anthropomorphic test model 10 is installed in the seat of the seat assembly; The eye position of the anthropomorphic experimental model 10 was adjusted using the eye position ruler 6; Based on the flight state to be simulated, the position of the high-speed camera photogrammetry system 12 is determined by the fixed positions of the cockpit control panel and instrument panel 7, seat rail 8, seat assembly, and anthropomorphic test model 10. Connect the structural horizontal impact test bench 11 to the main control computer 141, connect the data acquisition system 13 to the first control computer 142, and connect the high-speed camera photogrammetry system 12 to the second control computer 143. The main control computer 141 manipulates the impact rod 111 to impact the trolley 112, thereby driving the performance testing device to move. The main control computer 141 also controls the first control computer 142 and the second control computer 143 to start data acquisition.

[0042] Adjust the position, connection stiffness, and connection method of each component in the performance testing device until the test requirements are met, including: A baseline dynamic model is constructed based on the fuselage frame of a real aircraft cockpit, and the emergency landing process is simulated through the baseline dynamic model to obtain the first stiffness of the real seat assembly. A dynamic model was constructed based on the performance testing device, and the emergency landing process was simulated through the dynamic model to obtain the second stiffness of the seat assembly. Calculate the difference between the first stiffness and the second stiffness, and use a stiffness difference that is less than a set threshold as a test requirement; Adjust the position, connection stiffness, and connection method of each component in the performance testing device until the test requirements are met.

[0043] Based on the most severe head impact and most severe leg injury scenarios for crew members, the triaxial position of each seat in the seating assembly within the cabin space was determined, including: For each seat in the seat assembly: Criteria for determining head injuries among computer team members; Computer simulations were used to simulate emergency landing scenarios, including head injury criteria, head impact curves, head impact range, and leg movement processes for crew members under different heading, lateral, vertical, and yaw conditions. The most severe information about head impact is obtained through head injury criteria, head collision curves, and head impact range. The leg impact space is assessed based on the leg movement process, and the most severe state of leg impact is obtained by using the leg impact space and the maximum value of the leg axial compressive load. The triaxial position of the seat in the cabin space is determined by the most severe information on head impact and the most severe condition of leg injury.

[0044] Criteria for determining head injuries in computer group members include: Criteria for head injury ,in, t 1 represents the initial time for integration. t 2 represents the end time of integration. a The resultant acceleration of the head's center of gravity. a ( t ( ) represents the relationship between the total acceleration of the head impact and time.

[0045] Based on the cockpit environment, connection stiffness, connection type, floor yaw state, and triaxial position, all components of the performance testing device were installed onto floor 1, including: The position of the seat guide rail 8 is determined based on the three-axis position, and the seat assembly is connected to the floor 1; Based on the connection stiffness, floor yaw condition and connection type, the left cockpit control panel, the central cockpit control panel, the right cockpit control panel and the instrument panel are connected to the floor 1 via the control panel bracket assembly; The electronic system support structure is connected to the floor 1 via structural component connecting bracket group 4; Connect the foot pedal simulation device 5 to the floor 1.

[0046] In embodiments of the present invention, the performance testing device is designed using the following method: Step (1): Based on the overall layout of the aircraft's internal structure, determine the cockpit environment to be simulated, such as: left / center / right cockpit control panel, instrument panel, electronic system support structure, and crew member seats, etc. Step (2): Determine the connection stiffness and connection form of the control panel, structural components, etc., based on the actual internal structure and connection method of the aircraft. Step (3): Based on the connection status of the performance testing device, connect the cockpit control panel, instrument panel, electronic system support structure, seats and other cockpit structures / equipment, establish the dynamic model of the fuselage frame of the performance testing device, and simulate the emergency landing process; Step (4): Establish a dynamic model of the actual fuselage frame segment to simulate the emergency landing process; Step (5): Calculate and compare the stiffness of the two, including the maximum stress and its location, and the maximum displacement and its location. If the calculated results of the two are close, or the calculated result of the model built based on the performance testing device is slightly larger, it indicates that the stiffness support provided by the performance testing device is close to or slightly greater than the stiffness of the fuselage frame structure itself. At this time, under impact conditions, the stiffness of the structure collided with by the head of the anthropomorphic test model 10 is close, that is, the value of the obtained head injury criterion (HIC) is close to the real state. Otherwise, return to step (3) to adjust the structure of the performance testing device until the calculation result meets the requirements.

[0047] In an embodiment of the present invention, the eye position of the anthropomorphic experimental model 10 is adjusted by the following method: The eye position of the anthropomorphic test model 10 uses the midpoint of the line connecting the inner corners of the left and right eyes of the model as an auxiliary reference point. During installation, the test eye position of the anthropomorphic test model 10 should be adjusted to the designed eye position to ensure the crew's field of vision. After the seat and anthropomorphic test model 10 are installed, the triaxial position of the dummy's eye position is measured using an eye position ruler 6 and a steel ruler. The measured values ​​of the triaxial position of the anthropomorphic test model 10's eye position should be within a certain error range from the design values. The dummy's eye position is related to the seat height, locking position, etc.

[0048] In an embodiment of the present invention, taking the dynamic impact of the driver's seat system as an example: Step (1): First, fix the seat rail 8 to the floor 1 by connecting with bolts and nuts; Step (2): The dynamic impact mechanical performance testing device for the aircraft cockpit is securely connected to the trolley 112 by bolts; Step (3): The cockpit control panel and instrument panel 7 are connected to the left control panel bracket 2, the central / right control panel bracket 3, and the structural component connecting bracket 4 by bolts to simulate the real cockpit environment; Step (4): The crew member seat 9 slides into the seat rail 8, and the heading and vertical position of the crew member seat 9 are fixed according to the most severe head injury state, leg movement process and head collision curve. Step (5): The head accelerometer 101 and the femoral force sensor 102 are respectively installed inside the head and thigh of the humanoid test model 10, and are used to measure the head acceleration and femoral force of the crew members during the impact process. Step (6): Place the anthropomorphic test model 10 on the crew member seat 9, place its feet on the foot pedal simulation device 5, and tighten the seat restraint system; Step (7): Measure the eye position of the crew members using the eye position ruler 6 and check the deviation from the designed eye position; Step (8): After the eye position adjustment and inspection are completed, remove the eye position ruler 6 and check the installation status of the seat restraint system again. Step (9): The shoulder strap force sensor 103 is installed on the shoulder strap of the seat restraint system to measure the tensile force of the shoulder strap; Step (10): The head accelerometer 101, femoral force sensor 102, and shoulder girdle force sensor 103 are connected to the data acquisition system 13 respectively to collect acceleration, force and other signals during the impact process; Step (11): The data acquisition system 13 is bolted to the trolley 112. It is required to be impact resistant, equipped with an input signal amplification controller, and have a high sampling frequency to achieve data buffering. Step (12): Based on the installation status of the cockpit control panel and instrument panel 7, seat rails 8, crew member seats 9, and anthropomorphic test model 10, and the estimated range of motion and deformation of the cockpit airborne systems, arrange the high-speed camera photogrammetry system 12. For example, in the left yaw state, the first high-speed camera photogrammetry system 121, the second high-speed camera photogrammetry system 122, and the third high-speed camera photogrammetry system 123 can be arranged on the right and left sides of the structural horizontal impact test bench 11, respectively, to capture the deformation process of the cockpit control panel and instrument panel 7, seat rails 8, and crew member seats 9, as well as the motion and impact process of the anthropomorphic test model 10 to the greatest extent. Step (13): The high-speed camera photogrammetry system 12 is required to have a high shooting frame rate and a large-capacity high-speed memory under high image quality. Step (14): Based on the installation status of the cockpit control panel and instrument panel 7, seat rails 8, crew member seats 9, and anthropomorphic test model 10, the vertical lift and yaw rotation dedicated lighting system 124 provides a stable and sufficient dedicated lighting source for the dynamic capture of the images of the high-speed camera photogrammetry system 12. Step (15): Affix a marker 125 to the center of gravity of the head of the anthropomorphic test model 10 to provide a capture point for the dynamic impact process of the high-speed camera photogrammetry system 12. Then, through a non-contact measurement method, calculate the three-dimensional spatial motion trajectory and motion speed of the center of gravity of the head of the anthropomorphic test model 10 to further evaluate the collision process between the head of the anthropomorphic test model 10 and the cockpit control panel and instrument panel 7. Step (16): The electrical signals of the test process are controlled by the control computer 14, wherein the structural horizontal impact test bench 11, the data acquisition system 13, and the high-speed camera photogrammetry system 12 are controlled by the main control computer 141, the first control computer 142, and the second control computer 143, respectively. Step (17): The main control computer 141 controls parameters such as launch air pressure and brake pressure, and manipulates the impact rod 111 to impact the trolley 112, thereby driving the aircraft cockpit airborne system and its dynamic impact mechanical performance test system to move and realize the impact pulse waveform required for the test. Step (18): The main control computer 141 provides a unified trigger signal to control the start time of data acquisition of the first control computer 142 and the second control computer 143, triggering the entire test and completing the dynamic impact mechanical performance test of the aircraft cockpit airborne system.

[0049] The performance testing device and method for dynamic impact mechanics of aircraft cockpits according to embodiments of the present invention are applicable to pilot seat systems, mission operator seat systems, mechanic seat systems, etc. Furthermore, without considering occupant collisions, based on... Figure 1 The testing apparatus can be extended to airborne structures / equipment within the cockpit, including the left / center / right cockpit control consoles, instrument panels, electronic system support structures, etc., to separately assess the emergency landing impact performance of airborne equipment / structures. Corresponding testing methods include high-speed video recording, acceleration / strain / force / displacement parameter measurement, etc.

[0050] The performance testing device can specifically assess the emergency landing impact performance of the cockpit control panel, instrument panel, electronic system support structure, etc.

[0051] The second key point is that, based on this device and method, the emergency landing impact performance of the cockpit structure / equipment, including the pilot's seat system, mission operator's seat system, mechanic's seat system, instrument panel, and electronic system support structure, can be simultaneously assessed in a single test. (This achieves high efficiency in a single test by simultaneously implementing a coupled, complex test environment). Furthermore, the performance testing device is disassembled and can be quickly and locally modified, making it easily adaptable to different cockpit environments of different aircraft models.

[0052] In a single test, comprehensive testing of the motion, deformation, acceleration, and force responses of the entire airborne system can be achieved simultaneously.

[0053] Beneficial effects of the embodiments of the present invention: Unlike row-to-row and front-row seat impact tests for passenger cabin seating systems, the testing device of this invention considers structures such as the cockpit control panel, electronic system support, electronic equipment, instrument panel, and crew footrests. It solves the problem of dynamic impact mechanical performance testing of cockpit avionics systems under real-world airborne conditions, such as: cockpit floor yaw state based on crew head collision location and damage status; real or conservative connection states of cockpit avionics systems (both overly strong and weak designs are unsuitable); real connection states of crew seats; real operating states of crew feet; and the most severe environments for cockpit avionics systems. The testing device of this invention has a wide range of applications and is simple and convenient to modify. Through partial modifications to the testing system, it can be applied to dynamic impact mechanical performance testing of different types of cockpit avionics systems, such as: pilot seat systems, mission operator seat systems, mechanic seat systems, left / center / right cockpit control panels, instrument panels, and electronic system support structures. The testing device of this invention has strong versatility, is easy to assemble, and simple to connect. Easy to modify and independently replaceable, this test system can be quickly modified based on existing cockpit avionics system dynamic impact mechanical performance testing systems. It can be modified by altering the structure and connection methods of the floor, test component connection structure, crew seat rails, etc., to realistically simulate the connection state of test component structures such as fuselage panels, support rods, windshield frames, and instrument panel decorative components. This enables rapid testing of new cockpit avionics systems, reducing R&D costs and significantly accelerating research progress. The system features freely transformable three-dimensional installation space, including recessed grooves for crew seat installation, sliding grooves and auxiliary ramps for foot pedal simulation devices, and vertical / lateral / heading graduated rods for eye level rulers, making it highly applicable. It provides comprehensive testing of system dynamic performance, including testing of crew head acceleration, femoral force, and shoulder girdle force during dynamic impact; spatial layout (position, elevation, rotation, etc.) of the high-speed camera photogrammetry system; motion / deformation process of the cockpit avionics system (including crew members); motion trajectory and speed at key positions; collision process and damage level between crew members and the cockpit avionics system; and unified electrical signal triggering and distributed control.

[0054] The above description is merely a specific embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any substitution of equivalent components or equivalent changes and modifications made within the scope of protection of this patent should still fall within the scope of this patent. Furthermore, the technical features, technical features and technical solutions, and technical solutions in this invention can be freely combined and used.

Claims

1. A performance testing device for dynamic impact mechanics of an aircraft cockpit on-board system, characterized in that, The device comprises: a floor (1), a console support group, a structure connecting support group (4), a footboard simulation device (5), a cockpit console and instrument panel (7), a cockpit seat fixing assembly, a seat assembly, a manikin test model (10), a motion data acquisition assembly, a structure horizontal impact test bench (11) and a control computer (14); the floor (1) is fixed on the structure horizontal impact test bench (11); the footboard simulation device (5) is fixed to the floor (1); the cockpit console and instrument panel (7) are fixed to the floor (1) through the console support group; the seat assembly is fixed to the floor (1) through the cockpit seat fixing assembly; the structure of the aircraft is fixed to the floor (1) through the structure connecting support group (4); the high-speed camera photogrammetry system (12) and the data acquisition system (13) are electrically connected with the control computer (14); the manikin test model (10) is arranged on the seat assembly, and the motion data acquisition assembly is arranged around the manikin test model (10).

2. The performance testing device of claim 1, wherein, The motion data acquisition assembly comprises: a high-speed camera photogrammetry system (12) and a human body data acquisition sensor group; the high-speed camera photogrammetry system (12) comprises a first high-speed camera photogrammetry system (121), a second high-speed camera photogrammetry system (122), a third high-speed camera photogrammetry system (123) arranged in different directions and a mark (125); the mark (125) is attached to the head center of gravity of the manikin test model (10), and the first high-speed camera photogrammetry system (121), the second high-speed camera photogrammetry system (122) and the third high-speed camera photogrammetry system (123) are arranged around the manikin test model (10); the human body data acquisition sensor group comprises: a head acceleration sensor (101) fixed to the head of the manikin test model (10), a neck six-component force sensor fixed to the neck of the manikin test model (10), a chest acceleration and displacement sensor fixed to the chest of the manikin test model (10), a lumbar six-component force sensor fixed to the waist of the manikin test model (10), a pelvic acceleration sensor fixed to the pelvis of the manikin test model (10), a femur force sensor (102) fixed to the inner side of the thigh of the manikin test model (10), a tibia force sensor fixed to the inner side of the lower leg of the manikin test model (10), and a shoulder strap force sensor (103) fixed to the shoulder of the manikin test model (10).

3. The performance testing device of claim 1, wherein, The cockpit seat fixing assembly comprises a seat guide rail (8); the seat assembly comprises a crew member seat (9), a pilot seat, a task operator seat, a mechanic seat, a student seat and a manikin test model. The crew member seat (9), the driver seat, the task operator seat, the mechanic seat and the anthropomorphic test dummy are all slidingly arranged in the seat rail (8) through the seat rail (8) and fixed to the floor (1) through the seat rail (8).

4. The performance testing device of claim 1, wherein, The control computer (14) comprises a general control computer (141), a first control computer (142) and a second control computer (143); The first control computer (142) is connected with the data acquisition system (13) and used for receiving data collected by the data acquisition system (13); The second control computer (143) is connected with the high-speed camera photogrammetry system (12) and used for receiving image data collected by the high-speed camera photogrammetry system (12) and sending processed image data to the general control computer (141); The general control computer (141) is connected with the structure horizontal impact test bench (11) and used for generating a control signal based on the processed data and the processed image data and controlling the movement of the structure horizontal impact test bench (11) through the control signal.

5. The performance testing device of claim 1, wherein, The structure connecting bracket group (4) comprises: a first connecting bracket (41) connected with the right side of the fuselage wall plate of the airplane, a second connecting bracket (42) connected with the support rod of the airplane, a third connecting bracket (43) connected with the front side of the instrument panel decoration assembly of the airplane, a fourth connecting bracket (44) connected with the left side of the instrument panel decoration assembly of the airplane, and a fifth connecting bracket (45) connected with the left side of the fuselage wall plate of the airplane; The structure connecting bracket group (4) is used for simulating the connection state of the structure of the airplane, wherein the structure of the airplane comprises the fuselage wall plate, the support rod and the instrument panel decoration assembly. The console bracket group comprises a left console bracket (2) and a central / right console bracket (3), the left cockpit console is fixed to the floor (1) through the left console bracket (2), and the central cockpit console and the right cockpit console are fixed to the floor (1) through the central / right console bracket (3).

6. A performance test method of performing performance test of dynamic impact mechanics using the performance test apparatus according to any one of claims 1 to 5, characterized by, The method comprises the following steps: determining a cockpit environment to be simulated according to the overall layout of the cockpit of the airplane, wherein the cockpit environment comprises whether a left cockpit console is arranged and the position of the left cockpit console, whether a right cockpit console is arranged and the position of the right cockpit console, whether a central cockpit console is arranged and the position of the central cockpit console, whether an instrument panel is arranged and the position of the instrument panel, whether an electronic system support structure is arranged and the position of the electronic system support structure, whether a crew member seat is arranged, whether a task operator seat is arranged, whether a mechanic seat is arranged, the position of the electronic system support structure and the position of a foot pedal simulation device (5); determining the connection rigidity and the connection form of the cockpit console and the console bracket group, the instrument panel and the electronic system support structure and the structure connecting bracket group (4) according to the cockpit environment; According to the driver eye position measurement reference position, an eye position ruler (6) is set; According to the most severe state of head impact and the most severe state of leg injury of the crew member, a three-axis position of each seat in the seat assembly in the cabin space is determined; According to the most severe state of head impact and the most severe state of leg injury, a floor yaw state is determined; According to the cockpit environment, the connection stiffness, the connection form, the floor yaw state and the three-axis position, all components in the performance test device are installed on the floor (1), the position of each component in the performance test device, the connection stiffness and the connection form are adjusted until the test requirements are met; A human body data acquisition sensor group is installed on the anthropomorphic test dummy (10), and the anthropomorphic test dummy (10) is installed in the seat of the seat assembly; According to the flight state to be simulated, the position of a high-speed camera photogrammetry system (12) is determined through the fixed positions of the cockpit console and instrument panel (7), seat rail (8), seat assembly and anthropomorphic test dummy (10); The eye position of the anthropomorphic test dummy (10) is adjusted through the eye position ruler (6); A structure horizontal impact test bench (11) is connected with a total control computer (141), a data acquisition system (13) is connected with a first control computer (142), and a high-speed camera photogrammetry system (12) is connected with a second control computer (143); The eye position ruler (6) is removed, the impact rod (111) impacts the trolley (112) to drive the performance test device to move through the total control computer (141), and the first control computer (142) and the second control computer (143) are controlled to start data acquisition through the total control computer (141).

7. The performance testing method of claim 6, wherein, Adjusting the position of each component in the performance test device, the connection stiffness and the connection form until the test requirements are met, comprising: A reference dynamics model is constructed based on a real aircraft cockpit fuselage frame section, and an emergency landing process is simulated through the reference dynamics model to obtain a first stiffness of a real seat assembly; A dynamics model is constructed based on the performance test device, and an emergency landing process is simulated through the dynamics model to obtain a second stiffness of the seat assembly; The difference between the first stiffness and the second stiffness is calculated, and the difference between the stiffness is less than a set threshold value as a test requirement; Adjusting the position of each component in the performance test device, the connection stiffness and the connection form until the test requirements are met.

8. The performance testing method of claim 6, wherein, According to the most severe state of head impact and the most severe state of leg injury of the crew member, a three-axis position of each seat in the seat assembly in the cabin space is determined, comprising: For each seat in the seat assembly: The head injury criterion of the crew member is calculated; An emergency landing scene is simulated through computer simulation, the head injury criterion of the crew member, the head impact curve, the head impact range and the leg movement process of the seat in different heading, lateral and vertical positions and yaw states are simulated. Obtaining the most severe information of head impact by the head injury criterion, the head impact curve and the head impact range; Obtaining the most severe state of leg impact by the leg impact space and the maximum axial compression load of leg according to the leg motion process evaluation; Determining the three-axis position of the seat in the cabin space by the most severe information of head impact and the most severe state of leg injury.

9. The performance testing method of claim 8, wherein, The head injury criterion of the computer group member includes: Head injury criterion wherein, t 1 is the initial time of integration, t 2 is the final time of integration, a is the resultant acceleration of the head center of gravity, a ( t ) is the resultant acceleration of the head impact versus time curve.

10. The performance testing method of claim 6, wherein, According to the cockpit environment, the connection stiffness, the connection form, the floor yaw state and the three-axis position, installing all components in the performance test device to the floor (1), including: Determining the position of the seat rail (8) according to the three-axis position, and connecting the seat assembly to the floor (1); Connecting the left cockpit console, the central cockpit console, the right cockpit console and the instrument panel to the floor (1) by the console support group according to the connection stiffness, the floor yaw state and the connection form; Connecting the electronic system support structure to the floor (1) by the structural member connection support group (4); Connecting the footrest simulation device (5) to the floor (1).

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