A fixed-wing aircraft take-off and landing safety assessment test equipment and test method

Abstract

The present invention provides a fixed-wing aircraft take-off and landing safety assessment test equipment and test method, including support columns, tracks, electromagnetic buffer heads and motion frames, each pair of tracks is spanned by a motion frame, and the two ends of the motion frame are respectively sleeved on the beams of the tracks and slide up and down along the tracks; an electromagnetic buffer head connector is provided on the motion frame at the sleeve point position in the downward direction of the track for cooperating with the electromagnetic buffer head in the power-on state, so that when the motion frame carrying the aircraft under test moves to the bottom end of the track under test conditions, the motion frame is braked, and the aircraft under test is separated from the motion frame under the test conditions to continue the test. The test equipment provided by the present invention can simulate the control of a fixed-wing aircraft to perform a take-off and landing test under the conditions required for the test, collect test data of the aircraft under test, and the motion frame is braked in time, which prolongs the service life of the test equipment.

Description

Technical Field

[0001] The present invention belongs to the field of fixed-wing aircraft safety testing, and in particular relates to fixed-wing aircraft take-off and landing safety assessment test equipment and a test method. Background Art

[0002] In recent years, with the vigorous development of my country's general aviation field, fixed-wing general aircraft have demonstrated a powerful role in air patrols, aerial photography, scenic area tours, flight training, etc., but at the same time, the safety performance and crash survival rate of fixed-wing general aircraft have always been a worrying issue. In the future, my country will definitely form a set of standardized safety assessment and evaluation systems in the field of fixed-wing general aviation to test the safety performance of various types of fixed-wing general aircraft and formulate corresponding evaluation standards; at the same time, various institutions will also carry out a lot of research and development and structural optimization for safer models. In this process, performance testing of new models is indispensable, so as to develop safer new models. However, the current domestic testing equipment can only meet the ground static load and fatigue test requirements for various parts of the fuselage, and lacks test means that can evaluate the fuselage structure's ability to resist crashes.

[0003] Therefore, there is a need for a test equipment that can meet the requirements of fixed-wing aircraft collision, crash, and take-off testing and can provide a reference for safety testing and research and development. Summary of the invention

[0004] In order to fill the above technical gap, the present invention provides a fixed-wing aircraft take-off and landing safety assessment test equipment and test method that can simulate the take-off and landing test of fixed-wing aircraft in different postures. Because the plane where the wing of the fixed-wing aircraft is located is not parallel to the ground before hitting the ground, that is, the fuselage has a certain roll angle and pitch angle, and the wingspan size of different models is also different, so the present invention provides a test equipment that can be applied to fixed-wing aircraft with wingspan sizes within a certain range and can control the posture of the aircraft hitting the ground. In addition, this test equipment can also be used to test various mechanical indicators of fixed-wing aircraft when taking off.

[0005] A fixed-wing aircraft take-off and landing safety assessment test equipment, comprising:

[0006] The support column is a pair of columns that are parallel to each other and fixed vertically on the ground, located at the leftmost end of the ground runway of the test equipment;

[0007] Tracks are provided in several pairs, each pair of tracks is composed of two beams that are parallel to each other, have the same structure and are installed in the same way, the top of each pair of tracks is respectively fixed to the top of the two columns of the support column, the bottom of each pair of tracks is fixed to the ground, and the angle between each pair of tracks and the ground is different;

[0008] an electromagnetic buffer head, located at the bottom end of each of the beams constituting the track;

[0009] A moving frame, wherein both ends of the moving frame are provided with hollow channels that can slide left and right to allow the track to pass through, and a moving frame is spanned over each pair of tracks for carrying the aircraft under test, and both ends of the moving frame are respectively sleeved on the beams of the tracks and slide up and down along the tracks;

[0010] An electromagnetic buffer head connector is provided on the moving frame at the socket point on the downward direction of the track for cooperating with the electromagnetic buffer head when powered on, so that when the moving frame carrying the aircraft under test moves to the bottom end of the track under test conditions, the moving frame is braked, and the aircraft under test detaches from the moving frame under the test conditions to continue the test.

[0011] Furthermore, a telescopic rotation system is provided in the motion frame for carrying the aircraft under test and simulating the roll angle state of the test condition. The telescopic rotation system is movably connected in the motion frame, rotates in the motion frame and is fixed at the test angle.

[0012] Furthermore, both side ends of the telescopic rotation system are respectively hinged in the motion frame parallel to the track direction, and the upper end of the other side of the telescopic rotation system adjacent to the motion frame is movably connected to the motion frame through a rotating shaft, one end of the rotating shaft is fixed in the motion frame, and the other end is movably connected to the telescopic rotation system, and the rotating shaft drives the telescopic rotation system to rotate and fix it to simulate the rolling angle state of the test conditions.

[0013] Furthermore, the width of the portion of the motion frame between the rails is adjustable, the width of the telescopic rotation system is telescopic, and the specific widths of the telescopic rotation system and the motion frame are synchronously and adaptively adjusted according to the wingspan width of the aircraft being tested.

[0014] Furthermore, the telescopic rotation system and the moving frame are both provided with a plurality of fixed telescopic sleeve rods with telescopic lengths for width adjustment.

[0015] Furthermore, the ends of the telescopic rotation system are symmetrically and movably connected to a magnetic sleeve cavity which can generate an electromagnetic field inside to accommodate the wing end of the aircraft under test, and the distance between the two magnetic sleeve cavities is adjusted as the width of the telescopic rotation system is adjusted. The wing end remains in a suspended state under the action of the magnetic force in the magnetic sleeve cavity.

[0016] Furthermore, the magnetic sleeve cavity includes an electromagnetic shell and a thrust spring. The electromagnetic shell is a rectangular shell structure, one side of which is an open side, two side surfaces adjacent to the open side surface and the two side surfaces are opposite sides are open and closed side surfaces, and the remaining three side surfaces are closed side surfaces; the thrust spring is located on the inner side of the two open and closed side surfaces, and is used to balance the inertial force of the measured aircraft under acceleration conditions. A number of electromagnetic coils are provided on the inner wall of the closed side surface to generate a magnetic force on the surface of the wing end of the measured aircraft.

[0017] Furthermore, the moving frame is sleeved on the track through a frame track contact system, and the hollow, left-right slidable channel is located inside the frame track contact system for allowing the track to pass through. The frame track contact system is installed on the bottom surface of the moving frame to drive the moving frame to slide along the track in an adjustable speed in the up and down directions.

[0018] Furthermore, a sliding support installed on the moving frame is provided in the frame track contact system, a slidable frame is fixedly connected below the sliding support, the hollow channel that can slide left and right is located at the center of the slidable frame for allowing the track to pass through, and a plurality of groups of speed-adjustable rollers are symmetrically installed on the center of the slidable frame, the rollers are tangent to the track, and the slidable frame drives the frame track contact system and the moving frame to slide left and right and up and down along the track.

[0019] Furthermore, the electromagnetic buffer head joint is a rectangular cylindrical structure, and the track passes through the inside thereof. The cylinder wall of the electromagnetic buffer head joint is provided with wound energized coils and springs, and the speed of the moving frame is controlled by adjusting the current passing through the coil.

[0020] Furthermore, the electromagnetic buffer head is composed of a plurality of buffer units closely arranged around the track, and the structure of the buffer unit from the inside to the outside with the track as the center is the buffer head north pole, the buffer spring and the buffer head south pole, the buffer head north pole is connected to the bottom of the buffer head south pole to form a U-shaped magnet mechanism, and the buffer spring is installed at the bottom of the groove of the U-shaped magnet mechanism.

[0021] Furthermore, the curve shape of each pair of the tracks is the same or different, and one or any combination of the following can be selected: a straight line, a parabola, a circular arc, and a hyperbola.

[0022] Furthermore, the track also includes a pair of spare tracks for takeoff tests, and the spare tracks are composed of two beams that are parallel to each other, have the same structure and are installed in the same way. The top ends of the beams are respectively fixed to the tops of the two columns of the support columns, and the bottom ends of the beams continue to extend in the horizontal direction to form a horizontal section of the spare track.

[0023] In a second aspect of the present invention, a fixed-wing aircraft take-off and landing safety assessment test method is provided.

[0024] Select the track according to the test conditions;

[0025] Control the state and width of the motion frame and telescopic rotation system to adapt it to the test conditions of the aircraft under test and the width of the aircraft's wingspan;

[0026] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0027] Select the test type of the aircraft under test;

[0028] If it is a collision test, the motion frame is controlled to drive the aircraft under test to reach the test speed under the test conditions, and the aircraft moves downward along the track. The aircraft under test leaves the motion frame, and the test data is collected, and the test ends;

[0029] If it is a take-off test, move upward along the track, control the motion frame and the engine of the aircraft under test so that the motion frame and the aircraft under test keep moving at the same speed, collect test data, and the test ends.

[0030] Furthermore, the collision test includes the following steps:

[0031] Select the track according to the pitch angle requirements in the test conditions;

[0032] According to the roll angle requirement in the test conditions, the telescopic rotation system is controlled to rotate around the rotation axis to the roll angle requirement; according to the wingspan width of the aircraft under test, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavity is slightly larger than the width of the aircraft wingspan;

[0033] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0034] According to the test speed of the test conditions, the motion frame is controlled to slide upward along the track to the required height, and the motion frame drives the aircraft under test to slide downward along the track at the acceleration required for the test;

[0035] When the moving frame moves downward to the bottom of the track, the aircraft under test and the moving frame reach the test speed of the test conditions, the current in the energized coil is controlled to brake the moving frame, and the aircraft under test separates from the moving frame and moves downward at the test speed required for the test, and the test data after the collision is collected to complete the collision test.

[0036] Furthermore, the take-off test includes the following steps:

[0037] Select the backup track according to the test conditions;

[0038] According to the wingspan width of the aircraft being tested, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavities is slightly larger than the width of the aircraft wingspan;

[0039] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0040] The aircraft under test is powered by its own engine to fly upward along the spare track, and the motion frame and the aircraft under test are controlled to move at the same speed to collect test data of the aircraft under test. After the data collection is completed, the engine of the aircraft under test is turned off, and the roller brake is used at the same time. The aircraft under test and the motion frame move downward along the spare track at the same speed until they stop, completing the takeoff test.

[0041] Compared with the prior art, the present invention has the following beneficial effects:

[0042] 1. The test equipment provided by the present invention can adapt to the testing of fixed-wing aircraft with different wingspans within a certain range. The width of the motion frame of the aircraft carrier under test can be freely adjusted as needed, which can increase the coverage of the test object.

[0043] 2. The present invention can also simulate a fixed-wing aircraft to perform take-off and landing tests at different pitch angles and roll angles, and to hit the ground in a collision test. The pitch angle and roll angle before the aircraft hits the ground can be set according to test requirements, so as to more realistically simulate the collision conditions of the tested aircraft.

[0044] 3. The present invention is provided with a magnetic sleeve cavity using the magnetic levitation principle to connect the motion frame and the aircraft under test. There is no friction when the aircraft under test is released, and the posture of the aircraft under test after release is not affected.

[0045] 4. The present invention combines the spring damper and electromagnetic braking principles to set up a braking structure, which can effectively reduce the wear of parts and components and extend the service life of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0047] Figure 1 An overall schematic diagram of a fixed-wing aircraft take-off and landing safety assessment test equipment provided by the present invention;

[0048] Figure 2 A schematic diagram of the structure of a motion frame provided by the present invention;

[0049] Figure 3 For the present invention Figure 2 The main view;

[0050] Figure 4 A schematic diagram of a contact system between a motion frame and a track provided by the present invention;

[0051] Figure 5 A schematic diagram of a magnetic sleeve cavity provided by the present invention after being sleeved into a wing;

[0052] Figure 6 For the present invention Figure 5 Side view of

[0053] Figure 7 A force analysis diagram of a magnetic sleeve provided by the present invention during the acceleration process after being sleeved into a wing;

[0054] Figure 8 A schematic diagram of the structure of an electromagnetic buffer head provided by the present invention;

[0055] Fig. 9 For the present invention Figure 8 A top cross-sectional view of

[0056] Fig.10 A schematic diagram of a motion frame provided by the present invention after posture adjustment;

[0057] Fig.11 A schematic diagram of a takeoff test condition provided by the present invention;

[0058] In the figure: 1-support column; 2-track; 3-moving frame; 4-electromagnetic buffer head; 5-buffer ramp; 6-telescopic sleeve rod; 7-frame plate; 8-rotating shaft; 9-frame track contact system; 10-telescopic rotation system; 12-telescopic rotation beam; 13-magnetic sleeve cavity; 14-slidable frame; 15-roller; 16-sliding support; 17-end frame plate; 18-electromagnetic shell; 19-thrust spring; 20-electromagnetic buffer head joint; 21-buffer head north pole; 22-buffer head south pole; 23-buffer spring; 24-telescopic column; 25-wing end; 26-spare track; 27-opening and closing side. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] A fixed-wing aircraft take-off and landing safety assessment test equipment can simulate a fixed-wing aircraft hitting the ground in different postures, such as Figure 1 As shown, including:

[0061] Support column 1 is a pair of columns that are parallel to each other, perpendicular to the ground and fixed to the ground, and is located at the leftmost end of the ground runway of the test equipment;

[0062] Tracks 2 are provided in several pairs, each pair of tracks 2 is composed of two beams parallel to each other, with the same structure and the same installation method, the top of each pair of tracks 2 is respectively fixed to the top of the two columns of the support column 1, the bottom of each pair of tracks 2 is fixed to the ground, and the angles between each pair of tracks 2 and the ground are different;

[0063] An electromagnetic buffer head 4, located at the bottom end of each beam constituting each pair of rails 2, connected to the ground for generating an electromagnetic braking effect;

[0064] A moving frame 3, wherein both ends of the moving frame 3 are provided with hollow channels that can slide left and right to allow the track 2 to pass through, and a moving frame 3 is straddled on each pair of tracks 2 for carrying the aircraft under test, and both ends of the moving frame 3 are respectively sleeved on the beams of the track 2 to slide up and down along the track 2;

[0065] An electromagnetic buffer head connector 20 is provided at the socket point on the moving frame 3 and the track 2 in the downward direction, which is used to cooperate with the electromagnetic buffer head 4 when powered on, so that when the moving frame 3 carrying the aircraft under test moves to the bottom end of the track 2 under test conditions, the moving frame 3 is braked, and the aircraft under test detaches from the moving frame 3 under the test conditions to continue the test.

[0066] In addition, the length of the ground runway is longer than the longest set of tracks, which is used for braking the aircraft under test; a buffer ramp 5 is provided at the rightmost end of the ground runway of the test equipment, which is a flat slope with a certain height. The road surface material is the same as that of the runway, which enhances the stability of the aircraft under test moving on the road surface and is used to stop the aircraft under test.

[0067] The fixed-wing aircraft take-off and landing safety assessment test equipment provided by the present invention can select different runways according to the test pitch angle conditions, and use the motion frame 3 to carry the aircraft under test to move synchronously along the track 2. When the motion frame 3 moves to the bottom of the track 2, the motion frame 3 stops due to the electromagnetic effect generated by the cooperation of the electromagnetic buffer head joint 20 and the electromagnetic buffer head 4. The aircraft under test breaks away from the motion frame 3 and collides with the ground under the test conditions to complete the experiment, which effectively reduces the damage degree of the motion frame 3 and extends the service life of the test equipment.

[0068] In a possible embodiment of the present invention, the support column 1 is 80m high, the total length of the test device ground runway is 800m, and there is a 20m high buffer ramp 5 at the end of the runway, i.e., the rightmost end of the test ground runway. The track 2 includes 4 groups of tracks, and the angles between them and the ground are 30°, 25°, 20°, and 15°, respectively.

[0069] In the present invention, a telescopic rotation system 10 is provided inside the motion frame 3 for carrying the aircraft under test and simulating the roll angle state of the test condition. Since the wingspan widths of the aircraft under test are different, in order to expand the test scope, the width of the portion of the motion frame 3 between the tracks 2 is adjustable, and the width of the telescopic rotation system 10 is telescopic. The specific widths of the telescopic rotation system 10 and the motion frame 3 are synchronously adaptively adjusted according to the wingspan width of the aircraft under test. Specifically, a plurality of telescopic sleeve rods 6 are provided inside the telescopic rotation system 10 and the motion frame 3 for width adjustment.

[0070] The width of the telescopic rotation system 10 and the motion frame 3 is adjustable, which can adapt to the test of fixed-wing aircraft with different wingspan widths within a certain range, and increase the coverage of the test object, as described in detail as follows:

[0071] like Figure 2-3 As shown, hollow channels that can slide left and right are provided below both ends of the moving frame 3 to allow the track 2 to pass through. A number of frame plates 7 and two end frame plates 17 are provided in the moving frame 3. The end frame plates 17 are frame plates located above the track 2 at the ends of both sides of the moving frame 3.

[0072] The frame plate is the load-bearing body of the motion frame 3, and is a high-strength plate with a certain thickness. The geometric dimensions of each frame plate are determined according to the needs, and each frame plate is connected by a telescopic sleeve rod 6 or other components; wherein the telescopic sleeve rod 6 can be extended and fixed along the length direction, and is mainly used to change the width of the motion frame 3 to adapt to the aircraft under test with different wingspans. The same number of telescopic sleeve rods 6 are symmetrically connected to both sides of each high-strength plate, and all the telescopic sleeve rods 6 on each high-strength plate are adaptively extended and retracted according to the width requirements.

[0073] The telescopic rotation system 10 is located between a pair of rails 2 provided on the motion frame 3, i.e., between two end frame plates 17. It is the main structural member connecting the motion frame 3 with the aircraft under test, and is used to carry the aircraft under test. It also includes a number of telescopic sleeve rods 6, and is adaptively adjusted with the motion frame 3 to carry the aircraft under test. During the test, according to the wingspan width of the aircraft under test, the width of the telescopic rotation system 10 and the motion frame 3 is synchronously adjusted through the telescopic movement of the telescopic sleeve rods 6 to be slightly larger than the wingspan width of the aircraft under test.

[0074] In this embodiment, the telescopic rotation system 10 is movably connected in the motion frame 3, and can be rotated and fixed at the test roll angle in the motion frame 3. The two side ends of the telescopic rotation system 10 are respectively hinged in the motion frame 3 parallel to the direction of the track 2, and the other upper end of the telescopic rotation system 10 adjacent to the motion frame 3 is movably connected in the motion frame 3 through a rotation shaft 8, one end of the rotation shaft 8 is fixed in the motion frame 3, and the other end is movably connected to the telescopic rotation system 10, and the rotation shaft 8 drives the telescopic rotation system 10 to rotate and fix to simulate the roll angle state of the test condition.

[0075] Specifically, the telescopic rotation system 10 is connected to the motion frame 3 by a telescopic rotation beam 12 and a rotation shaft 8, and the rotation shaft 8 is connected between the frame plate 7 located in the middle of the motion frame 3 and the telescopic rotation system 10, one end of which is fixed to the middle position of the side of the frame plate 7 located in the middle of the motion frame 3, and the other end is movably connected to the telescopic rotation system 10, and the rotation shaft 8 can rotate around Figure 2 The central axis of the moving frame 3 can be rotated and fixed at an angle, and can be rotated by ±90° along an axis located in the center of the frame plate 7 in the middle part of the moving frame 3 and perpendicular to the ground.

[0076] The two ends of the telescopic rotation system 10 are hinged to the end frame plates 17 on both sides through the telescopic rotation beam 12; the telescopic rotation beam 12 can be telescoped and fixed along the length direction, one end of the telescopic rotation beam 12 is hinged to the telescopic rotation system 10, and the other end is hinged to the end frame plate 17, that is, the telescopic rotation beam 12 can be rotated and fixed around the hinges on both sides; combined with the rotation shaft 8 and the telescopic rotation beam 12, the telescopic rotation system 10 can rotate in the motion frame 3 between the rails 2, simulating the roll angle state required for the test of the aircraft under test. The aircraft under test is in the same roll angle state in the telescopic rotation system 10, ensuring the conditions required for the test.

[0077] In the present invention, each set of tracks 2 has a different angle with the ground, which can simulate the pitch angle required by the aircraft under test, and the telescopic rotation system 10 can simulate the required roll angle; the test equipment provided by the present invention can set the height, pitch angle and roll angle of the aircraft before it hits the ground according to the test needs, so as to more realistically simulate the impact condition of the aircraft under test.

[0078] like Figure 4 As shown, the moving frame 3 is connected to the track 2 through the frame track contact system 9, and the hollow, left-right slidable channel is located inside the frame track contact system 9 for allowing the track 2 to pass through. The frame track contact system 9 is installed on the bottom surface of the moving frame 3 to drive the moving frame 3 to slide along the track 2 in the up and down directions with adjustable speed.

[0079] A sliding support 16 installed on the moving frame 3 is provided in the frame track contact system 9, and a slidable frame 14 is fixedly connected below the sliding support 16. The hollow, left-right slidable channel is located at the center of the slidable frame 14 for allowing the track 2 to pass through. A plurality of sets of speed-adjustable rollers 15 are symmetrically installed on the center of the slidable frame 14, and the rollers 15 are tangent to the track 2. The slidable frame 14 drives the frame track contact system 9 and the moving frame 3 to slide left-right and up-down along the track 2.

[0080] As an embodiment of the present invention, the sliding support 16 can be fixed on the moving frame 3, so that the slidable frame 14 drives the frame rail contact system 9 and the moving frame 3 to slide left and right and up and down along the track 2.

[0081] As another embodiment of the present invention, in order to further expand the width adjustment range of the moving frame 3, the sliding support 16 is fixed to the moving frame 3 through an adjustable structure such as bolts. When the width adjustment of the moving frame 3 exceeds the left and right adjustable range of the internal channel of the sliding frame 14, the sliding support 16 is moved left and right on the moving frame 3 as a whole through the adjustable structure to meet the width adjustment requirement and then fixed to the moving frame 3, thereby ensuring that the sliding support 16 drives the moving frame 3 to continue to slide up and down along the track 2.

[0082] In this embodiment, the cross section of the track 2 is square, and 4 groups of rollers 15 are arranged on the four sides of the track 2. The rollers 15 are tangent to the four sides of the track 2, and their rotating shafts are on the slidable frame 14. The rollers 15 are all connected and controlled by the motor. The rotation speed and acceleration of the rollers 15 can be controlled by the motor according to the test needs. The sliding support 16 is used to connect the slidable frame 14 below it and the end frame plate 17. At the same time, the slidable frame 14 can slide left and right along the track 2 to match the change in the width of the moving frame 3, and drive the moving frame 3 to slide on the track 2. The shortest telescopic width of the moving frame 3 must be greater than the distance between the two tracks 2 below it. The width telescopic movement of the moving frame 3 is preferably symmetrically telescopic with multiple frame plates symmetrically centered on the rotating shaft 8 to avoid excessive telescopic expansion of the frame plate 7 at one end, and excessive force on the sliding support 16 to damage the sliding support 16 and affect the normal progress of the test.

[0083] In the present invention, the telescopic rotation system 10 uses the principle of magnetic levitation to carry the aircraft under test by adjusting the magnetic field strength. The ends of the telescopic rotation system 10 are symmetrically and movably connected with a magnetic sleeve cavity 13 that can generate an electromagnetic field inside to accommodate the wing end of the aircraft under test. The distance between the magnetic sleeve cavities is adjusted as the width of the telescopic rotation system 10 is adjusted, and the wing end is kept in a suspended state under the magnetic force in the magnetic sleeve cavity 13. The magnetic sleeve cavity 13 includes an electromagnetic shell 18 and a thrust spring 19. The electromagnetic shell 18 is a rectangular shell structure, one side of which is an open side, and the two sides adjacent to the open side and the two sides are opposite sides are open and closed side 27, and the remaining three sides are closed side; the thrust spring 19 is located on the inner side of the two open and closed side 27, and is used to balance the inertial force of the aircraft under test under acceleration conditions. The inner wall of the closed side is provided with a plurality of electromagnetic coils to generate magnetic force on the surface of the wing end of the aircraft under test.

[0084] The magnetic sleeve cavity 13 is a component of the motion frame 3 that carries the aircraft under test. The inner measurement size can accommodate the wing end of the aircraft under test. The inner wall contains a number of electromagnetic coils, and the electromagnetic field strength can be changed, so that the wing end of the aircraft under test is suspended in the magnetic sleeve cavity 13 under the action of magnetic force. The two magnetic sleeve cavities 13 are symmetrically installed under the frame plate of the telescopic rotation system 10 through telescopic columns 24 with the rotation axis 8 as the center. The telescopic columns 24 can be telescopic and fixed along the length direction, and can be adjusted to adapt to various heights of the aircraft under test through the length of the telescopic columns 24.

[0085] like Figure 5-6 As shown, Figure 5 The front view of the magnetic sleeve cavity 13 provided in this embodiment after being inserted into the wing can be regarded as Fig.10 The enlarged portion of the dotted line frame of the middle magnetic sleeve cavity 13 is shown in FIG. Figure 6 A side view of the magnetic sleeve provided in this embodiment after being inserted into the wing.

[0086] Specifically, the electromagnetic housing 18 is a rectangular parallelepiped shell, one side of which is an open side, and the two sides adjacent to the open side and the two sides are opposite sides, and the two sides are open and close sides 27, and the inner wall of the open and close side 27 is provided with a thrust spring 19, and the remaining three sides are closed sides, and the inner wall of the closed side is provided with an electromagnetic coil, and the wing end 25 of the aircraft to be tested enters and exits from the open and close side of the electromagnetic housing, and the internal size can accommodate the wing end 25 of the aircraft to be tested. A number of electromagnetic coils are provided on the inner wall of the magnetic sleeve cavity 13 to change the electromagnetic field strength, so that the wing end 25 of the aircraft to be tested is suspended in the magnetic sleeve cavity 13 under the action of magnetic force, and when the motion frame starts to move, the aircraft to be tested will move forward together with the motion frame under the constraint of the magnetic sleeve cavity. Before the wing end 25 enters, the opening and closing side is opened, and after the wing end 25 enters, the opening and closing side is closed. Because the moving frame will accelerate and brake in both the upward and downward sliding directions during the takeoff and recovery processes of the takeoff test, the opening and closing side can be used to ensure that the aircraft under test will not "slip out" during the braking process.

[0087] Figure 7 The force analysis diagram of the magnetic sleeve provided in this embodiment during the collision acceleration process after being inserted into the wing. During the acceleration process of the collision test, the aircraft under test will eventually break away from the motion frame, so Figure 7 The right side opening and closing type side 27 in the middle is in an open state to reduce equipment damage. As shown in the figure, the metal wing reaches a force balance under the magnetic force generated by the upper and lower surfaces of the electromagnetic shell, and can be suspended in the sleeve cavity.

[0088] In a possible embodiment of the present invention, the pitch angle of the measured aircraft is -20°, that is, Figure 7 The middle angle α is 20°. At the same time, the motion frame 3 drives the aircraft under test to accelerate, the acceleration is a, and the direction is also -20°. Figure 7 As shown, the wing end 25 is taken as the research object, and the wing end 25 is subjected to gravity mg and the electromagnetic repulsion force F given by the upper surface of the electromagnetic housing 18. 上 , the electromagnetic repulsion force F given by the lower surface of the electromagnetic housing 18 下 , the thrust Fn given by the thrust spring 19, the inertia ma, from the geometric conditions, it can be known that the gravity mg and the electromagnetic repulsion F given by the upper surface of the electromagnetic housing 18 上 The angle between them is 20°, along the direction of the inertial force ma and F 下 The forces in these two directions are orthogonally decomposed to obtain the force balance equations of the wing tip 25:

[0089]

[0090] From the above formula, we can see that under acceleration, a component of gravity mg plus the spring thrust F nIt can balance the inertial force ma, and the electromagnetic repulsion F between the upper and lower surfaces 上 、F 下 It is only related to the other component of gravity, so during the test, it is only necessary to adjust the magnetic field strength generated by the electromagnetic shell 18 to stabilize the wing in the magnetic sleeve cavity.

[0091] The present invention adopts a magnetic sleeve cavity based on the magnetic levitation principle to fix the aircraft under test in the motion frame 3. There is no friction when the aircraft under test is released, and the posture of the aircraft under test after release is not affected.

[0092] In addition, the electromagnetic buffer head joint 20 in the present invention is a rectangular cylindrical structure, and the track 2 passes through it. The cylinder wall of the electromagnetic buffer head joint 20 is distributed with wound energized coils and springs. The current passing through the coil can be adjusted to control the speed of the moving frame 3, and the movement speed of the moving frame 3 on the track 2 can be reduced.

[0093] In conjunction with the structure of the electromagnetic buffer head connector 20, the present invention provides a design concept for an electromagnetic buffer head 4, such as Figure 8 As shown, the electromagnetic buffer head 4 is composed of a plurality of buffer units closely arranged around the track 2. The buffer unit is centered on the track 2 and the structure from the inside to the outside is the buffer head north pole 21, the buffer spring 23 and the buffer head south pole 22. The buffer head north pole 21 is connected to the bottom of the buffer head south pole 22 to form a U-shaped magnet mechanism. The buffer spring 23 is installed at the bottom of the groove of the U-shaped magnet mechanism to form a buffer unit with magnetic force and elastic force acting together. In the U-shaped magnet mechanism, the distance between the buffer head north pole 21 and the buffer head south pole 22 needs to be greater than the thickness of the electromagnetic buffer head joint 20, so that the electromagnetic buffer head joint 20 can be inserted into the gap formed by the buffer head north pole 21 and the buffer head south pole 22 without contact.

[0094] Fig. 9 There are four groups of arrows with different directions in the figure, indicating the directions of the magnetic field formed between the buffer head south pole 22 and the buffer head north pole 21 .

[0095] The electromagnetic buffer head connector 20 is located at the exit of the track 2 at the bottom of the moving frame 3. A wound energized coil is distributed in the cylinder wall of the electromagnetic buffer head connector 20. The current passing through the coil can be adjusted as needed. The electromagnetic buffer head connector 20 needs to be connected with the Figure 1 When the moving frame 3 moves to the bottom of the track 2, the electromagnetic buffer head connector 20 that generates electromagnetic effect through current cooperates with the electromagnetic buffer head 4 to brake the moving frame 3.

[0096] In a possible embodiment, the total length of the energized coil contained in the electromagnetic buffer head connector 20 is L meters, the current in the coil is I, and the magnetic field strength formed between the buffer head south pole 22 and the buffer head north pole 21 is B. According to Ampere's law and Newton's second law, it can be obtained that:

[0097]

[0098] The first equation in the above formula is the magnitude of the Ampere force F, which is determined by the magnetic field strength B, the coil length L, and the coil current I; the second equation is Newton's second law, and the acceleration a of the object is determined by the external force F and the mass m. It can be seen that the motion frame with a mass of m can be decelerated under the action of the buffer head magnetic field, and the deceleration acceleration is a=(BIL) / m. If you want to control the deceleration effect, you can achieve it by adjusting the current I in the energized coil.

[0099] The electromagnetic buffer head connector 20 and the electromagnetic buffer head 4 cooperate with each other, and utilize a spring damper and a braking buffer system based on the electromagnetic braking principle, so that the moving frame can be stopped quickly without affecting the operation of the aircraft under test, effectively reducing the wear of components and extending the service life of the equipment.

[0100] In a possible embodiment of the present invention, the track 2 also includes a pair of spare tracks 26 for takeoff tests. The spare tracks 26 are composed of two beams that are parallel to each other, have the same structure and are installed in the same way. The top ends of the beams are respectively fixed to the tops of the two columns of the support column 1, and the bottom ends of the beams continue to extend in the horizontal direction to form a horizontal section of the spare track.

[0101] In other embodiments of the present invention, the track 2 contains at least 4 groups of tracks, and the curve shape of each group of tracks can be the same or different, and can be one or any of a straight line, a parabola, a circular arc, a hyperbola, and the angle between the end of each group of tracks and the ground is also different, and can be tangent or at other angles.

[0102] In a second aspect of the present invention, a test method based on a fixed-wing aircraft take-off and landing safety assessment test device is provided, and the method steps are as follows:

[0103] Select the track according to the test conditions;

[0104] Control the state and width of the motion frame to adapt it to the test conditions of the aircraft under test and the width of the aircraft's wingspan;

[0105] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0106] Select the test type of the aircraft under test;

[0107] If it is a collision test, the motion frame is controlled to drive the aircraft under test to reach the test speed under the test conditions, and the aircraft moves downward along the track. The aircraft under test leaves the motion frame, and the test data is collected, and the test ends;

[0108] If it is a take-off test, move upward along the track, control the motion frame and the engine of the aircraft under test so that the motion frame and the aircraft under test keep moving at the same speed, collect test data, and the test ends.

[0109] In the present invention, the specific steps of the collision test are as follows:

[0110] Select a suitable track according to the pitch angle requirements in the test conditions;

[0111] According to the roll angle requirement in the test conditions, the telescopic rotation system is controlled to rotate around the rotation axis to the roll angle requirement; according to the wingspan width of the aircraft under test, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavity is slightly larger than the width of the aircraft wingspan;

[0112] The process of placing the aircraft under test into the magnetic sleeve cavity is as follows: open the two opening and closing sides, wait for the aircraft under test to slide into the magnetic sleeve cavity, such as Figure 7 In the state shown, the opening and closing side on the left is closed, and the opening and closing side on the right remains open.

[0113] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0114] According to the test speed of the test conditions, the motion frame is controlled to slide upward along the track to the required height, and the motion frame drives the aircraft under test to slide downward along the track at the acceleration required for the test;

[0115] When the moving frame moves downward to the bottom of the track, the aircraft under test and the moving frame reach the test speed of the test conditions, the current in the energized coil is controlled to brake the moving frame, and the aircraft under test separates from the moving frame and moves downward at the test speed required for the test, and the test data after the collision is collected to complete the collision test.

[0116] In the present invention, the specific steps of the take-off test are as follows:

[0117] Select the backup track according to the test conditions;

[0118] According to the wingspan width of the aircraft being tested, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavities is slightly larger than the width of the aircraft wingspan;

[0119] The process of placing the aircraft under test into the magnetic sleeve cavity is as follows: open the two opening and closing sides, wait for the aircraft under test to slide into the magnetic sleeve cavity, and then close the two opening and closing sides; during the takeoff and recovery process of the takeoff test, the motion frame has acceleration and braking in both the upward and downward sliding directions, and the opening and closing sides can be used to ensure that the aircraft under test will not "slip out" during the braking process;

[0120] Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity;

[0121] In the upward direction of the track, the aircraft under test uses its own engine to provide power for flight, and the motion frame and the aircraft under test are controlled to keep moving at the same speed, and the test data of the aircraft under test is collected. After the data collection is completed, the engine of the aircraft under test is turned off, and the roller brake is used at the same time. When the speed drops to zero, the aircraft under test and the motion frame move downward at the same speed along the track. After reaching the horizontal section of the track, the roller brake is used again to complete the takeoff test.

[0122] In one possible embodiment, Fig.10 The figure shows a schematic diagram of a motion frame provided by the present invention after attitude adjustment. The wingspan of the aircraft to be tested is 12m, the height is 3m, and the test condition is a falling condition with a pitch angle of 20°, a roll angle of 30°, and a horizontal speed of 20m / s. Therefore, the telescopic rotation system 10 is rotated 30° clockwise around the rotation axis 8 from the horizontal position, and the length of the telescopic rotation system 10 and the multiple telescopic sleeve rods 6 in the motion frame 3 are adjusted so that the distance between the magnetic sleeve cavities 13 is slightly larger than the wingspan of the aircraft. During the test, the pair of tracks 2 with an angle of 20° to the ground is selected. The aircraft to be tested is first fixed together with the motion frame 3. The aircraft to be tested is fixed on the motion frame 3 to a height of 17m from the ground. The motor that controls the speed of the roller 15 is started so that the motion frame 3 and the aircraft move together at a speed of 4m / s. 2 The moving frame 3 slides along the track 2 with an acceleration of , and finally when the moving frame 3 moves to the bottom of the track 2, the electromagnetic buffer head connector 20 docks with the electromagnetic buffer head 4, the moving frame 3 brakes, and the aircraft under test will break away from the moving frame 3 and collide with the ground at a pitch angle of 20°, a roll angle of 30°, and a horizontal speed of 20m / s, thereby completing the test.

[0123] In a possible embodiment of the present invention, the support column is 80m high and 30m apart. The ground runway is 40m wide and 800m long. The uphill height at the end is 10m and the length is 30m. There are 7 groups of tracks, and the top ends are all fixed near the tops of the support columns. The angles with the ground are 40°, 35°, 30°, 25°, 20°, 15°, and 10°, respectively. The corresponding total track lengths are 125m, 140m, 160m, 190m, 234m, 310m, and 460m, respectively. This can realize the test of the aircraft under 7 conditions of pitch angles of 40°, 35°, 30°, 25°, 20°, 15°, and 10°.

[0124] In a possible embodiment of the present invention, the moving frame is 35 meters wide and made of metal. The frame is a symmetrical structure, and its symmetry plane coincides with the overall symmetry plane of the test equipment. Both ends of the moving frame are connected to the track, and the contact between the two is achieved by several sets of wheels. The motor can drive the frame to reach a speed of 100km / h within 5s.

[0125] In a possible embodiment of the present invention, the test equipment is used to test the take-off performance of the aircraft under test, such as Fig.11 As shown, on the spare track 26, the movement direction of the aircraft under test and the moving frame 3 is opposite to that during the collision test, and the aircraft under test is required to be fixed in the magnetic sleeve cavity 13 of the moving frame 3 so that the wings of the aircraft under test are suspended in the magnetic sleeve cavity. During the take-off test, the aircraft is powered by its own engine for the test, and the moving frame and the aircraft under test keep moving at the same speed, collecting data such as loads and torques on the fuselage and landing gear system during the aircraft take-off. After the collection is completed, the engine of the aircraft under test is turned off, and the roller brake is used at the same time. When the speed drops to zero, the aircraft under test and the moving frame move downward at the same speed along the track, and the roller brake is used again after reaching the horizontal section of the track to complete the take-off test.

[0126] The above embodiments are only exemplary embodiments of the present application and are not intended to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art may make various modifications or equivalent substitutions to the present application within the essence and protection scope of the present application, and such modifications or equivalent substitutions shall also be deemed to fall within the protection scope of the present application.

Claims

1. A fixed-wing aircraft take-off and landing safety assessment test equipment, characterized in that: include: The support column (1) is a pair of columns parallel to each other and fixed vertically on the ground, and is located at the leftmost end of the ground runway of the test equipment; The track (2) comprises a plurality of pairs, each pair of tracks (2) is composed of two beams which are parallel to each other, have the same structure and are installed in the same way, the top of each pair of tracks (2) is respectively fixed to the top of two columns of the support column (1), the bottom of each pair of tracks (2) is fixed to the ground, and the angle between each pair of tracks (2) and the ground is different; An electromagnetic buffer head (4) is located at the bottom end of each of the beams constituting the track (2); A moving frame (3), wherein both ends of the moving frame (3) are provided with hollow channels that can slide left and right to allow the track (2) to pass through, and a moving frame (3) is straddled on each pair of tracks (2) for carrying the aircraft to be tested, and both ends of the moving frame (3) are respectively sleeved on the beams of the track (2) to slide up and down along the track (2); An electromagnetic buffer head connector (20) is provided at the position of the socket connection point on the moving frame (3) and the track (2) in the downward direction, and is used to cooperate with the electromagnetic buffer head (4) in the power-on state, so that when the moving frame (3) carrying the aircraft under test moves to the bottom end of the track (2) under test conditions, the moving frame (3) is braked, and the aircraft under test is separated from the moving frame (3) under the test conditions to continue the test; The motion frame (3) is provided with a telescopic rotation system (10) for carrying the aircraft under test and simulating the rolling angle state of the test condition. The telescopic rotation system (10) is movably connected in the motion frame (3), rotates in the motion frame (3) and is fixed at a test angle. The width of the portion of the motion frame (3) between the rails (2) is adjustable, the width of the telescopic rotation system (10) is telescopic, and the specific widths of the telescopic rotation system (10) and the motion frame (3) are synchronously adaptively adjusted according to the wingspan width of the aircraft being tested; The ends of the telescopic rotation system (10) are symmetrically and movably connected to a magnetic sleeve cavity (13) capable of generating an electromagnetic field inside, for accommodating the wing end of the aircraft under test, and the distance between the two magnetic sleeve cavities is adjusted as the width of the telescopic rotation system (10) is adjusted, and the wing end is kept in a suspended state under the action of the magnetic force in the magnetic sleeve cavity (13); The magnetic sleeve cavity (13) comprises an electromagnetic shell (18) and a thrust spring (19); the electromagnetic shell (18) is a rectangular shell structure, one side of which is an open side, two side surfaces adjacent to the open side and the two side surfaces are opposite sides are open-closed side surfaces (27), and the remaining three side surfaces are closed side surfaces; the thrust spring (19) is located on the inner side of the two open-closed side surfaces (27) and is used to balance the inertial force of the aircraft under acceleration; a plurality of electromagnetic coils are provided on the inner wall of the closed side surface to generate a magnetic force on the surface of the wing end of the aircraft under test.

2. A fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The two side ends of the telescopic rotation system (10) are respectively hinged in the motion frame (3) parallel to the direction of the track (2); the upper end of the other side of the telescopic rotation system (10) adjacent to the motion frame (3) is movably connected in the motion frame (3) through a rotation shaft (8); one end of the rotation shaft (8) is fixed in the motion frame (3), and the other end is movably connected to the telescopic rotation system (10); the rotation shaft (8) drives the telescopic rotation system (10) to rotate and fix to simulate the rolling angle state of the test condition.

3. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 2, characterized in that: The telescopic rotation system (10) and the moving frame (3) are both provided with a plurality of fixed telescopic sleeve rods (6) with telescopic lengths for width adjustment.

4. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The moving frame (3) is sleeved on the track (2) via a frame track contact system (9); the hollow channel that can slide left and right is located inside the frame track contact system (9) for allowing the track (2) to pass through; the frame track contact system (9) is installed on the bottom surface of the moving frame (3) to drive the moving frame (3) to slide along the track (2) in an upward and downward direction at an adjustable speed.

5. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 4, characterized in that: A sliding support (16) mounted on the moving frame (3) is provided in the frame track contact system (9), a slidable frame (14) is fixedly connected below the sliding support (16), the hollow channel that can slide left and right is located at the center of the slidable frame (14) for allowing the track (2) to pass through, a plurality of groups of speed-adjustable rollers (15) are symmetrically mounted on the center of the slidable frame (14), the rollers (15) are tangent to the track (2), and the slidable frame (14) drives the frame track contact system (9) and the moving frame (3) to slide left and right and up and down along the track (2).

6. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The electromagnetic buffer head joint (20) is a rectangular cylindrical structure, and the track (2) passes through the inside thereof. A wound energized coil and a spring are distributed inside the cylinder wall of the electromagnetic buffer head joint (20), and the speed of the moving frame (3) is controlled by adjusting the current passing through the coil.

7. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The electromagnetic buffer head (4) is composed of a plurality of buffer units closely arranged around the track (2); the buffer unit is composed of a buffer head north pole (21), a buffer spring (23) and a buffer head south pole (22) from the inside to the outside with the track (2) as the center; the buffer head north pole (21) is connected to the bottom of the buffer head south pole (22) to form a U-shaped magnet mechanism; the buffer spring (23) is installed at the bottom of a groove of the U-shaped magnet mechanism.

8. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The curve shapes of each pair of tracks (2) are the same or different, and are selected from one or any combination of straight line, parabola, circular arc and hyperbola.

9. The fixed-wing aircraft take-off and landing safety assessment test equipment according to claim 1, characterized in that: The track (2) also includes a pair of spare tracks (26) for takeoff tests. The spare tracks (26) are composed of two beams that are parallel to each other, have the same structure and are installed in the same way. The top ends of the beams are respectively fixed to the tops of the two columns of the support column (1), and the bottom ends of the beams continue to extend in the horizontal direction to form a horizontal section of the spare track.

10. A fixed-wing aircraft take-off and landing safety assessment test method as claimed in any one of claims 1 to 9, characterized in that: The steps include: Select the track according to the test conditions; Control the state and width of the motion frame and telescopic rotation system to adapt it to the test conditions of the aircraft under test and the width of the aircraft's wingspan; Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity; Select the test type of the aircraft under test; If it is a collision test, the motion frame is controlled to drive the aircraft under test to reach the test speed under the test conditions, and the aircraft moves downward along the track. The aircraft under test leaves the motion frame, and the test data is collected, and the test ends; If it is a take-off test, the motion frame is controlled to move upward along the track, and the motion frame and the engine of the aircraft under test are controlled so that the motion frame and the aircraft under test keep moving at the same speed, and the test data is collected, and the test ends.

11. The fixed-wing aircraft take-off and landing safety assessment test method according to claim 10, characterized in that: The collision test includes the following steps: Select the track according to the pitch angle requirements in the test conditions; According to the roll angle requirement in the test conditions, the telescopic rotation system is controlled to rotate around the rotation axis to the roll angle requirement; according to the wingspan width of the aircraft under test, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavity is slightly larger than the width of the aircraft wingspan; Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity; According to the test speed of the test conditions, the motion frame is controlled to slide upward along the track to the required height, and the motion frame drives the aircraft under test to slide downward along the track at the acceleration required for the test; When the moving frame moves downward to the bottom of the track, the aircraft under test and the moving frame reach the test speed of the test conditions, the current in the energized coil is controlled to brake the moving frame, and the aircraft under test separates from the moving frame and moves downward at the test speed required for the test, and the test data after the collision is collected to complete the collision test.

12. The fixed-wing aircraft take-off and landing safety assessment test method according to claim 11, characterized in that: The takeoff test includes the following steps: The track also includes a pair of spare tracks for takeoff testing; According to the wingspan width of the aircraft being tested, the width of the telescopic rotation system and the motion frame are synchronously adjusted until the distance between the magnetic sleeve cavities is slightly larger than the width of the aircraft wingspan; Control the magnetic field strength in the magnetic sleeve cavity so that the wing of the aircraft under test is suspended in the magnetic sleeve cavity; The aircraft under test is powered by its own engine to fly upward along the spare track, and the motion frame and the aircraft under test are controlled to move at the same speed to collect test data of the aircraft under test. After the data collection is completed, the engine of the aircraft under test is turned off, and the roller brake is used at the same time. The aircraft under test and the motion frame move downward along the spare track at the same speed until they stop, completing the takeoff test.

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