Aircraft movement mechanism hinge corrosion and wear test device and test method under marine service environment

Abstract

The application provides a kind of aircraft movement mechanism hinge corrosion wear test device under marine service environment, including drive module, test hinge, test piece clamp, load loading module, high-precision position sensor, test bench and corrosion salt fog test box.The test device can simulate the real situation of aircraft movement mechanism hinge "ground parking corrosion-air load wear-ground parking corrosion", reproduce the corrosion wear damage process and characteristics of aircraft movement mechanism hinge under marine service environment.The test device provided by the application can simulate the real corrosion-wear damage process of aircraft movement mechanism hinge in a short time, accurately calculate the size of the wear of the test hinge and the change of the friction coefficient in the test process, to study the influence of the real corrosion wear environment on the aircraft movement mechanism hinge.

Description

Technical Field

[0001] This invention relates to the study of wear on aircraft motion mechanisms, specifically to a test apparatus and method for testing the corrosion and wear of aircraft motion mechanism hinges in marine service environments. Background Technology

[0002] During service in highly corrosive marine environments, aircraft hinges in their moving parts undergo corrosion and wear damage under the alternating effects of corrosion and load. Aircraft typically operate on a parking-fly-parking cycle, with ground parking accounting for the majority of their service time. For aircraft operating in marine environments such as coastal airports, island airports, or sea-based platforms, the ground parking environment is the dominant factor influencing the corrosion of aircraft hinges in their moving parts. Under the corrosive effects of humid air, salt spray, and acidic gases, the hinges in semi-enclosed parts of the aircraft's moving parts will experience corrosion damage. When the aircraft finishes storage and begins flight missions, its moving parts, such as landing gear, flaps and slats, and door retraction mechanisms, will undergo a certain number of operations. Under the influence of working loads and environmental loads, the wear on the hinges will increase. Over a long period, the alternating cycle of "ground parking corrosion - air load wear - ground parking corrosion" can lead to excessive clearance and friction torque in the friction pairs of the aircraft's moving parts hinges, and even jamming, affecting the normal operation of the moving parts and, in severe cases, even posing a significant threat to flight safety. The combined effects of corrosion and wear on the hinges of aircraft motion mechanisms in marine service environments need to be comprehensively considered.

[0003] However, current research on corrosion and wear primarily focuses on the mechanisms of corrosion and wear. The corrosion and load environments of aircraft motion mechanism hinges are quite complex, and existing theoretical methods are insufficient to accurately and intuitively characterize and describe their corrosion and wear damage processes and features. Studies need to be conducted in conjunction with actual corrosion-load conditions. However, due to the long service life of aircraft, typically exceeding 30 years, tracking the corrosion and wear process of motion mechanism hinges in the field is practically impossible in engineering. Therefore, laboratory corrosion and wear methods are the only option to reproduce the corrosion and wear damage processes and features of aircraft motion mechanism hinges under service conditions. Thus, conducting accelerated corrosion-wear tests on aircraft motion mechanism hinges in marine service environments in the laboratory to study the corrosion-wear phenomena that occur during service is of great significance.

[0004] Most current corrosion and wear testing devices are used for studying corrosion and wear mechanisms, primarily employing a "shaft-disc" design. These devices are unsuitable for studying the corrosion and wear of aircraft motion mechanism hinges in marine service environments. Two published patents, CN201821983607.6 ("A Swing Wear Test Stand Corrosion and Wear Solution Tank") and CN202211554016.8 ("A Test Device and Method for Corrosion and Wear of Sliding Rails in Corrosive Environments"), propose two seawater immersion corrosion and wear devices and methods. However, seawater immersion corrosion and wear differs significantly from the alternating "salt spray corrosion-wear-salt spray corrosion" experienced by aircraft motion mechanism hinges in marine service environments, making them unsuitable for corrosion and wear testing of aircraft motion mechanism hinges in real marine service environments. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a test device and test method for corrosion and wear of aircraft motion mechanism hinges in marine service environment, which can simulate the real situation of "ground parking corrosion - air load wear - ground parking corrosion" of aircraft motion mechanism hinges and reproduce the corrosion and wear damage process and characteristics of aircraft motion mechanism hinges in marine service environment.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a test device for corrosion and wear of aircraft motion mechanism hinges in marine service environment, comprising a drive module, a test hinge, a test piece fixture, a load loading module, a high-precision position sensor, and a corrosion salt spray test chamber. The drive module is connected to the test hinge in a transmission manner. The test hinge is mounted on the test piece fixture. The load loading module is mounted above the test hinge to apply load to the test hinge. The high-precision position sensor is mounted on the side of the load loading module. The corrosion salt spray test chamber provides a salt spray acidic corrosion environment for the test hinge.

[0007] The drive module includes a drive motor and a torque sensor. Both the drive motor and the torque sensor are mounted on the test bench. The output shaft of the drive motor is connected to the torque sensor, and the torque sensor is connected to the hinge under test.

[0008] The tested hinge includes a pivot, a bushing, and a limiting block. The pivot is rotatably mounted on the test piece fixture. The limiting block is sleeved on the outside of the pivot. A bushing is provided between the pivot and the limiting block. The bushing is fixed on the limiting block. The bushing is rotatably engaged with the pivot. The pivot is drively connected to the torque sensor.

[0009] The test piece fixture is fixedly installed on the test bench;

[0010] The load loading module includes a handle, a lead screw, a loading spring, and a load sensor. The loading spring is disposed inside a spring sleeve, and its two ends are respectively connected to an upper spring seat and a lower spring seat. The upper and lower spring seats are slidably disposed inside the spring sleeve. The lower spring seat is connected to a clamping plate through the load sensor. The limiting block is clamped in the clamping plate groove. The lead screw is fixedly connected to the handle, and the bottom end of the lead screw is located above the upper spring seat.

[0011] Preferably, the output end of the drive motor is connected to the input end of the torque sensor via a first coupling, the output end of the torque sensor is coaxially connected to the rotating shaft via a second coupling, the drive motor is fixedly mounted on the test bench via a first support, and the torque sensor is fixedly mounted on the test bench via a second support.

[0012] Preferably, the test piece fixture includes a left support bearing, a right support bearing, a connecting plate, and a third support. The third support is fixedly installed on the test bench, and the connecting plate is fixedly installed on the third support. The left support bearing and the right support bearing are installed on the connecting plate, and a rotating shaft is installed inside the left support bearing and the right support bearing.

[0013] Preferably, the load loading module further includes a fourth support, a fifth support, and a nut seat. The fourth support is fixedly mounted on the connecting plate, the fifth support is fixedly connected to the fourth support, the high-precision position sensor is mounted on the fourth support, the spring sleeve is fixedly mounted inside the fourth support, and the nut seat is fixedly mounted on the fifth support. The lead screw passes through the nut seat and connects to the upper spring seat. The nut seat has a threaded through hole that mates with the lead screw. Rotating the handle moves the lead screw downward within the nut seat. The downward movement of the lead screw acts on the upper spring seat, causing the upper spring seat, the loading spring, and the lower spring seat to move downward. At this time, the load sensor and the clamping plate are subjected to a downward force, which is transmitted to the hinge under test. Under the action of the reaction force, the loading spring is compressed. Throughout the process, the load sensor records the magnitude of the feedback force in real time. The magnitude of the force measured by the load sensor is approximated as the external load borne by the hinge under test. By appropriately controlling the angle of the rotating handle, the displacement of the lead screw can be achieved, thereby controlling the magnitude of the load applied in the test. Combined with the feedback from the load sensor, the magnitude of the external load borne by the hinge under test can be controlled. When the drive motor and the tested hinge rotate at a constant speed, a high-precision position sensor measures the distance from them to the clamping plate. Wear between the shaft and the bushing causes an increase in their clearance. Under the external action of the loading spring, the height of the limiting block relative to the test platform changes, which in turn changes the height of the clamping plate relative to the test platform. Consequently, the distance from the clamping plate to the high-precision position sensor also changes. The change in the distance from the high-precision position sensor to the clamping plate is used to characterize the change in the hinge clearance.

[0014] A method for testing corrosion and wear of aircraft motion mechanism hinges in marine service environments includes the following steps:

[0015] S1. Obtain the aircraft's service status, including non-missionary and mission states. Based on the aircraft's service status and the environmental spectrum of the service area, compile an accelerated corrosion test spectrum for the tested hinges. The ground-based corrosion time of the aircraft's motion mechanism hinges is much longer than the air-load wear time. The ground-based environment is the dominant factor influencing the corrosion of the aircraft's motion mechanism hinges. Therefore, assuming that corrosion during flight is ignored, the aircraft's motion mechanism hinges in the marine service environment can be considered as an alternating cycle of "ground-based corrosion - air-load wear - ground-based corrosion." Determine the accelerated corrosion-wear alternating load test spectrum based on the actual environment of the aircraft's motion load.

[0016] S2. When conducting corrosion and wear tests on the hinges of aircraft motion mechanisms, the actual operating environment and load levels should be simulated. According to the hinge load levels defined in S106, five sets of accelerated corrosion-wear tests under identical conditions should be conducted for each load level. Based on the actual hinge usage time to be simulated, the number of accelerated corrosion-wear cycles required for each set of tests should be calculated, following the established test spectrum until the experimental requirements are met. Each cycle of the hinge corrosion and wear test includes: accelerated corrosion salt spray test and load wear test.

[0017] S3. Based on the test data of each group of test hinges obtained from the records, calculate the wear degree and friction coefficient changes of each group of test hinges under the alternating corrosion-wear conditions.

[0018] Preferably, step S1 specifically includes the following steps:

[0019] S101. Determine the annual environmental spectrum of the aircraft's service area, which includes detailed data on the annual temperature and relative humidity of the service area.

[0020] S102. Convert the exposure time of different dimensions and relative humidity in the environmental spectrum to the exposure time of standard humid air. The standard humid air temperature is 40℃ and the relative humidity is 90%. The annual exposure time of standard air is... ;

[0021] S103. The test is conducted in a corrosion salt spray test chamber. The salt spray test uses a NaCl solution with a mass fraction of A%, and dilute H2SO4 is added to make the pH of the test solution B. The temperature inside the corrosion salt spray test chamber is 40℃, and the relative humidity is 90% during spraying.

[0022] S104. Determine the acceleration coefficient for accelerated corrosion testing. Outdoor standard humid air exposure time And the salt spray exposure time of the accelerated corrosion solution determined in S103 Relationship satisfaction ;

[0023] S105. Determine the load-wear test spectrum: Under marine service conditions, the aircraft flies a sorties per year, with an average of b actuations of the motion mechanism per flight, and c rotations of the hinge per actuation. The tested hinge is tested on a wear testing machine. The secondary rotational wear test simulates the wear condition of the hinge of the motion mechanism under air load after one year of service.

[0024] S106. Determine the actual load level borne by the hinge. Based on different aircraft motion mechanisms, determine the load level range of the hinge to be studied. According to the load range, divide the load applied in the load wear test into 5 levels.

[0025] S107. Determine the accelerated corrosion-wear test spectrum: Using three months of the aircraft's actual service life as a test cycle, conduct a set of accelerated corrosion-wear tests for each load level. First, conduct an accelerated corrosion test on the hinge equivalent to three months of actual service life. Then, place the tested hinge on the test equipment for an equivalent wear test, with the number of wear cycles being [number missing]. Each cycle of accelerated corrosion-wear testing includes: Accelerated corrosion salt spray test and Each cycle of the accelerated corrosion-wear test includes the following: Accelerated corrosion salt spray test and The load wear test was conducted.

[0026] Preferably, step S3 specifically includes the following steps:

[0027] S301. During each test, the drive motor is kept rotating at a constant speed. The torque sensor and the high-precision position sensor are used to record the torque of the hinge under test rotating at a constant speed and the distance from the high-precision position sensor to the plate.

[0028] S302. Calculate the friction coefficient between the shaft and bushing using the torque during uniform rotation of the tested hinge. Since the load level for each test group is known, i.e., the radial force F borne by the tested hinge during the test, and the torque T of the hinge's uniform rotation is provided by the motor, the friction coefficient f can be obtained. The calculation formula is as follows:

[0029] ;

[0030] In the formula, T is the torque when the tested hinge rotates at a constant speed, D is the radius of the shaft, and F is the applied load force.

[0031] S303. Calculate the change in clearance between the shaft and bushing due to wear using the distance L1 from the high-precision position sensor to the clamping plate. Before the test begins, first record the initial distance L0 measured by the high-precision position sensor to the clamping plate. As the test progresses, under the interaction of accelerated corrosion and load wear, the wear between the tested hinge and the bushing causes the clearance between the tested hinge to increase, which in turn causes the height of the clamping plate relative to the test bench to decrease. The distance from the high-precision position sensor to the clamping plate is the change in the clearance between the tested hinge and the bushing. The change in clearance is used to characterize the degree of wear of the tested hinge.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] This invention provides a device that can simulate the real-world corrosion-wear cycle of aircraft motion mechanism hinges under marine service conditions, reproducing the corrosion and wear damage process and characteristics of these hinges. The experimental method includes: developing an accelerated corrosion-wear load test spectrum for the tested hinge based on the service environment; cyclically executing the developed load test spectrum until predetermined conditions are met; and calculating the changes in wear and friction coefficient of the tested hinge under alternating corrosion and wear conditions based on the experimental data. The experimental device and method provided by this invention can simulate the real corrosion-wear damage process of aircraft motion mechanism hinges in a short time, accurately calculating the magnitude of wear and the change in friction coefficient of the tested hinge during the test, thereby studying the impact of real corrosion and wear environments on aircraft motion mechanism hinges.

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the overall isometric structure of the experimental device of the present invention.

[0036] Figure 2 This is a schematic diagram of the structure of the test hinge and the test piece fixture in the test device of the present invention.

[0037] Figure 3 This is a schematic diagram of the loading module in the experimental device of the present invention.

[0038] Figure 4 This is a partial structural diagram of the spring sleeve portion in the experimental device of the present invention.

[0039] Figure 5 This is a schematic diagram of the connection structure between the drive module and the test bench in the test device of the present invention.

[0040] Figure 6 This is a schematic diagram of the accelerated corrosion-wear test spectrum flow in the test method of this invention.

[0041] Figure 7This is a schematic diagram showing the change in the gap between the rotating shaft and the bushing during use of the device in this invention.

[0042] Explanation of reference numerals in the attached figures:

[0043] Detailed Implementation Example 1

[0044] like Figures 1 to 5 As shown, this embodiment provides a corrosion and wear testing device for aircraft motion mechanism hinges in marine service environments, including a drive module, a test hinge, a test piece fixture, a load loading module, a high-precision position sensor 25, and a corrosion salt spray test chamber. The drive module is connected to the test hinge in a transmission manner, the test hinge is mounted on the test piece fixture, the load loading module is mounted above the test hinge to apply a load to the test hinge, the high-precision position sensor 25 is mounted on the side of the load loading module, and the corrosion salt spray test chamber provides a salt spray acidic corrosion environment for the test hinge.

[0045] The drive module includes a drive motor 1 and a torque sensor 3. Both the drive motor 1 and the torque sensor 3 are mounted on the test bench 26. The output shaft of the drive motor 1 is connected to the torque sensor 3 in a transmission connection, and the torque sensor 3 is connected to the hinge under test in a transmission connection.

[0046] The tested hinge includes a rotating shaft 7, a bushing 8, and a limiting block 9. The rotating shaft 7 is rotatably mounted on the test piece fixture. The limiting block 9 is sleeved on the outside of the rotating shaft 7. The bushing 8 is provided between the rotating shaft 7 and the limiting block 9. The bushing 8 is fixed on the limiting block 9. The bushing 8 is rotatably engaged with the rotating shaft 7. The rotating shaft 7 is connected to the torque sensor 3 in a transmission manner.

[0047] The test piece fixture is fixedly installed on the test bench 26;

[0048] The load loading module includes a handle 10, a lead screw 11, a loading spring 14, and a load sensor 17. The loading spring 14 is disposed inside a spring sleeve 16, and its two ends are respectively connected to an upper spring seat 13 and a lower spring seat 15. The upper spring seat 13 and the lower spring seat 15 are slidably disposed inside the spring sleeve 16. The lower spring seat 15 is connected to a clamping plate 18 through the load sensor 17. The limiting block 9 is clamped in the groove of the clamping plate 18. The lead screw 11 is fixedly connected to the handle 10, and the bottom end of the lead screw 11 is located above the upper spring seat 13 and contacts the upper spring seat 13.

[0049] In this embodiment, the output end of the drive motor 1 is connected to the input end of the torque sensor 3 through the first coupling 2, and the output end of the torque sensor 3 is coaxially connected to the rotating shaft 7 through the second coupling 4. The drive motor 1 is fixedly mounted on the test bench 26 through the first support 5, and the torque sensor 3 is fixedly mounted on the test bench 26 through the second support 6.

[0050] In this embodiment, the test piece fixture includes a left support bearing 21, a right support bearing 22, a connecting plate 23, and a third support 24. The third support 24 is fixedly installed on the test bench 26, and the connecting plate 23 is fixedly installed on the third support 24. The left support bearing 21 and the right support bearing 22 are installed on the connecting plate 23, and the rotating shaft 7 is installed inside the left support bearing 21 and the right support bearing 22.

[0051] In this embodiment, the load loading module further includes a fourth support 19, a fifth support 20, and a nut seat 12. The fourth support 19 is fixedly installed on the connecting plate 23, the fifth support 20 is fixedly connected to the fourth support 19, the high-precision position sensor 25 is installed on the fourth support 19, the spring sleeve 16 is fixedly installed inside the fourth support 19, the nut seat 12 is fixedly installed on the fifth support 20, the lead screw 11 passes through the nut seat 12 and connects to the upper spring seat 13, and the nut seat 12 has a threaded through hole that is threaded to engage with the lead screw 11. Rotating the handle 10 moves the lead screw 11 downward within the nut seat 12. This downward movement of the lead screw 11 acts on the upper spring seat 13, causing the upper spring seat 13, loading spring 14, and lower spring seat 15 to move downward as well. At this time, the load sensor 17 and the clamping plate 18 experience a downward force, which is transmitted to the hinge under test. Under the action of the reaction force, the loading spring 14 is compressed. Throughout the process, the load sensor 17 records the magnitude of the feedback force in real time. The magnitude of the force measured by the load sensor 17 is approximated as the external load borne by the hinge under test. By appropriately controlling the angle of rotating the handle 10, the displacement of the lead screw 11 can be achieved, thereby controlling the magnitude of the applied load. Combined with the feedback from the load sensor 17, the magnitude of the external load borne by the hinge under test is controlled. When the drive motor 1 and the hinge under test rotate at a constant speed, the high-precision position sensor 25 measures the distance from the drive motor 1 to the clamping plate 18. Wear between the rotating shaft 7 and the bushing 8 will increase their clearance. Under the external load of the loading spring 14, the height of the limiting block 9 relative to the test table 26 will change, and consequently the height of the clamping plate 18 relative to the test table 26 will change. The distance from the clamping plate 18 to the high-precision position sensor 25 will also change. The change in the distance from the high-precision position sensor 25 to the clamping plate 18 is used to characterize the change in the clearance of the tested hinge. Example 2

[0052] Using the aircraft motion mechanism hinge corrosion and wear testing device disclosed in Example 1 under marine service environment, this example provides a method for testing the corrosion and wear of aircraft motion mechanism hinges under marine service environment, including the following steps:

[0053] S1. Obtain the aircraft's service status, including both non-mission and mission states. Based on the aircraft's service status and the environmental spectrum of the service area, compile an accelerated corrosion test spectrum for the tested hinges. The ground-based corrosion time of the aircraft's motion mechanism hinges is significantly longer than the air-load wear time. The ground-based environment is the dominant factor influencing the corrosion of the aircraft's motion mechanism hinges. Therefore, assuming that corrosion during flight is ignored, the aircraft's motion mechanism hinges in the marine service environment can be considered as an alternating cycle of "ground-based corrosion - air-load wear - ground-based corrosion." Determine the accelerated corrosion-wear alternating load test spectrum based on the actual environment of the aircraft's motion load.

[0054] The specific operating steps for S1 are as follows:

[0055] S101. Determine the annual environmental spectrum of the aircraft's service area, which includes detailed data on the annual temperature and relative humidity of the service area.

[0056] S102. Convert the exposure time of different dimensions and relative humidity in the environmental spectrum to the exposure time of standard humid air. The standard humid air temperature is 40℃ and the relative humidity is 90%. The annual exposure time of standard air is... When the tested hinge is made of aluminum alloy, the conversion factor is shown in Table 1:

[0057] Table 1. Conversion factor between humid air and standard humid air when the tested hinge is made of aluminum alloy.

[0058]

[0059] For example, if an aluminum alloy is exposed to humid air at 30°C and 90% relative humidity for 10 hours, it is equivalent to being exposed to standard humid air (at 40°C and 90% relative humidity) for 10 × 0.299 = 2.99 hours.

[0060] S103. The tested hinge was subjected to a corrosion salt spray test chamber. The salt spray test used a NaCl solution with a mass fraction of A%, and an appropriate amount of dilute H2SO4 was added to make the pH of the test solution B. The temperature inside the corrosion salt spray test chamber was 40℃, and the relative humidity was 90% during spraying.

[0061] S104. Determine the acceleration coefficient for accelerated corrosion testing. Outdoor standard humid air exposure time And the salt spray exposure time of the accelerated corrosion solution determined in S103 Relationship satisfaction ;

[0062] The formula for calculating the acceleration coefficient is: ;

[0063] in, The conversion factor for a salt spray test using A% NaCl solution at 40°C and 90% humidity, relative to standard humid air at 40°C and 90% humidity. The conversion factor for salt spray testing using H2SO4 at pH=B at 40°C and 90% humidity relative to standard humid air at 40°C and 90% humidity. , The conversion table is shown in Table 2:

[0064] Table 2 Conversion Table

[0065] ,

[0066] Table 3 Conversion Table

[0067] ,

[0068] Taking a 5% NaCl solution as an example, with the addition of an appropriate amount of dilute H₂SO₄ to achieve a pH of 4, according to the table, , The acceleration coefficient was calculated. That is, using this solution to conduct an accelerated corrosion salt spray test in a salt spray chamber for 1 hour is equivalent to 13.04 hours of exposure to standard humid air at a temperature of 40°C and a relative humidity of 90%.

[0069] S105. Determine the load-wear test spectrum: Under marine service conditions, the aircraft flies a sorties per year, with an average of b actuations of the motion mechanism per flight, and c rotations of the hinge per actuation. The tested hinge is tested on a wear testing machine. The secondary rotational wear test simulates the wear condition of the hinge of the motion mechanism under air load after one year of service.

[0070] S106. Determine the actual load level borne by the tested hinge. Based on different aircraft motion mechanisms, determine the load level range of the hinge to be studied. According to the load range, divide the load applied in the load wear test into 5 levels.

[0071] S107. Determine the accelerated corrosion-wear test spectrum of the tested hinge: Using three months of the aircraft's actual service life as a test cycle, conduct a set of accelerated corrosion-wear tests for each load level. First, conduct an accelerated corrosion test on the hinge equivalent to three months of actual service time. Then, place the tested hinge on the test equipment for an equivalent wear test, with the number of wear cycles being [number missing]. Each cycle of accelerated corrosion-wear testing includes: Accelerated corrosion salt spray test and Each cycle of the accelerated corrosion-wear test includes the following: Accelerated corrosion salt spray test and The load wear test was conducted.

[0072] S2. When conducting corrosion and wear tests on aircraft motion mechanism hinges, the actual operating environment and load levels should be simulated. According to the hinge load levels defined in S106, five sets of accelerated corrosion-wear tests under identical conditions should be performed for each load level. Based on the actual hinge usage time to be simulated, the number of accelerated corrosion-wear cycles required for each set of tests should be calculated, following the established test spectrum until the experimental requirements are met. Each cycle of hinge corrosion and wear testing includes: accelerated corrosion salt spray test and load wear test.

[0073] S3. Based on the test data of each group of test hinges obtained from the records, calculate the wear degree and friction coefficient changes of each group of test hinges under the alternating corrosion-wear conditions.

[0074] In this embodiment, since five load levels of testing are to be conducted, five sets of accelerated corrosion-wear tests are performed on the same samples under the same conditions for each load level. Five bushings 8 and rotating shafts 7 of the same size are selected as 25 sets of test hinges, and the dimensions of bushings 8 and rotating shafts 7 correspond to the actual dimensions of the key hinges of the hatch mechanism.

[0075] In this embodiment, the specific method for preparing the test solution is as follows:

[0076] Preparation method of S1031 and NaCl solution: The conductivity should not exceed [a certain value] at a temperature of 25℃. Dissolve solid NaCl in distilled or deionized water to prepare a NaCl solution with a mass fraction of A%.

[0077] S1032. Add dilute H2SO4: Add dilute H2SO4 to the NaCl solution prepared in S1031, measure the pH value of the solution with a pH test reagent, or use precision pH test paper with a measurement accuracy of no more than 0.3 to test it, so that the pH value of the NaCl solution reaches B.

[0078] S1033. Filter the solution obtained from S1032 to remove undissolved solid impurities.

[0079] In this embodiment, the tested hinges were processed as follows: Five sets of test pieces were processed. After careful cleaning, the tested hinges were immediately put into testing. They were thoroughly cleaned using a hydrocarbon compound with a suitable organic solvent boiling point between 60°C and 120°C. After cleaning, they were dried, and the dimensions of the hinge shaft 7 and bushing 8 were measured. The diameters of the hinge shaft 7 in the five sets of tested hinges were as follows: The inner diameters of the bushings are respectively Five sets of tested hinges were placed inside a corrosion salt spray test chamber. One set of tested hinges was placed in the middle of the chamber, and the other four sets were placed at the four corners of the chamber.

[0080] In this embodiment, step S3 specifically includes the following steps:

[0081] S301, Conducted in the laboratory During the salt spray test, the spraying must not be interrupted. The test results can be visually inspected periodically before the test is concluded. After the salt spray test, remove the sample using a special tool, taking care not to damage the corrosion products on the hinge contact surface during removal. Mount the tested hinge, which has undergone the salt spray test, onto the test fixture as quickly as possible, avoiding prolonged exposure of the hinge to air.

[0082] S302. After each test group is completed, the hinge of that group is removed and placed in a salt spray test chamber for another salt spray test. The corrosion and wear products of the sample are not treated during the entire test. This process is repeated c times as described in S301. Figure 6 As shown, until the test requirements of the set test are met, during each test, the drive motor 1 is kept rotating at a constant speed. The torque sensor 3 and the high-precision position sensor 25 are used to record the torque of the test hinge when it rotates at a constant speed and the distance from the high-precision position sensor 25 to the card plate 18.

[0083] S302. Calculate the friction coefficient between shaft 7 and bushing 8 using the torque during uniform rotation of the tested hinge. Since the load level for each test group is known, i.e., the radial force F borne by the tested hinge during the test, and the torque of uniform rotation of the tested hinge is provided by the motor, the friction coefficient f can be obtained. The calculation formula is as follows:

[0084] ;

[0085] In the formula, T is the torque of the tested hinge rotating at a constant speed, D is the radius of the shaft 7, and F is the applied load force. To reduce experimental error, the friction coefficients calculated from five sets of test pieces are used. The average value is taken as the test value of the friction coefficient under this load condition;

[0086] S303. Calculate the change in clearance between the rotating shaft 7 and the bushing 8 due to wear using the distance L1 from the high-precision position sensor 25 to the clamping plate 18. Before the test begins, first record the initial distance L0 measured by the high-precision position sensor 25 to the clamping plate 18. As the test progresses, under the interaction of accelerated corrosion and load wear, the wear between the tested hinge and the bushing 8 causes the clearance between the tested hinge to increase. Since the axis of the rotating shaft 7 is the same as the axis of the drive shaft of the drive motor 1, the axis of the rotating shaft 7 remains unchanged, and thus the height of the clamping plate relative to the test bench will decrease. Figure 7 As shown. The change in distance between the high-precision position sensor and the card plate. , This refers to the change in the clearance of the kinematic pair of the tested hinge, which is used to characterize the degree of wear of the tested hinge.

[0087] In this embodiment, to reduce experimental error, the gap change was calculated using five sets of test specimens. The average value is used as the characterization value of the wear degree under the load condition. The test value of the wear amount in each cycle is recorded. The change of hinge clearance is observed throughout the test. The influence of the service time of the aircraft motion mechanism hinge on the wear degree under a given load in marine service environment is studied.

[0088] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention in any way. Any simple modifications, alterations, and equivalent changes made to the above embodiments based on the inventive essence shall still fall within the protection scope of the present invention.

Claims

1. A test apparatus for corrosion and wear of aircraft motion mechanism hinges under marine service conditions, characterized in that, The device includes a drive module, a test hinge, a test piece fixture, a load loading module, a high-precision position sensor (25), and a corrosion salt spray test chamber. The drive module is connected to the test hinge via a transmission. The test hinge is mounted on the test piece fixture. The load loading module is mounted above the test hinge to apply a load to the test hinge. The high-precision position sensor (25) is mounted on the side of the load loading module. The corrosion salt spray test chamber provides a salt spray acidic corrosion environment for the test hinge. The drive module includes a drive motor (1) and a torque sensor (3). Both the drive motor (1) and the torque sensor (3) are mounted on the test bench (26). The output shaft of the drive motor (1) is connected to the torque sensor (3) in a transmission connection. The torque sensor (3) is connected to the hinge under test in a transmission connection. The tested hinge includes a rotating shaft (7), a bushing (8), and a limiting block (9). The rotating shaft (7) is rotatably mounted on the test piece fixture. The limiting block (9) is sleeved on the outside of the rotating shaft (7). A bushing (8) is provided between the rotating shaft (7) and the limiting block (9). The bushing (8) is fixed on the limiting block (9). The bushing (8) is rotatably engaged with the rotating shaft (7). The rotating shaft (7) is connected to the torque sensor (3) in a transmission connection. The test piece fixture is fixedly installed on the test bench (26); The load loading module includes a handle (10), a lead screw (11), a loading spring (14), and a load sensor (17). The loading spring (14) is disposed inside a spring sleeve (16). The two ends of the loading spring (14) are connected to an upper spring seat (13) and a lower spring seat (15), respectively. The upper spring seat (13) and the lower spring seat (15) are slidably disposed inside the spring sleeve (16). The lower spring seat (15) is connected to a clamping plate (18) through the load sensor (17). The limiting block (9) is clamped in the groove of the clamping plate (18). The lead screw (11) is fixedly connected to the handle (10). The bottom end of the lead screw (11) is located above the upper spring seat (13).

2. The corrosion and wear testing device for aircraft motion mechanism hinges in a marine service environment according to claim 1, characterized in that, The output end of the drive motor (1) is connected to the input end of the torque sensor (3) through the first coupling (2), and the output end of the torque sensor (3) is coaxially connected to the rotating shaft (7) through the second coupling (4). The drive motor (1) is fixedly installed on the test bench (26) through the first support (5), and the torque sensor (3) is fixedly installed on the test bench (26) through the second support (6).

3. The corrosion and wear testing device for aircraft motion mechanism hinges under marine service environment according to claim 1, characterized in that, The test fixture includes a left support bearing (21), a right support bearing (22), a connecting plate (23), and a third support (24). The third support (24) is fixedly installed on the test bench (26). The connecting plate (23) is fixedly installed on the third support (24). The left support bearing (21) and the right support bearing (22) are installed on the connecting plate (23). The rotating shaft (7) is installed inside the left support bearing (21) and the right support bearing (22).

4. The corrosion and wear testing device for aircraft motion mechanism hinges in a marine service environment according to claim 3, characterized in that, The load loading module also includes a fourth support (19), a fifth support (20), and a nut seat (12). The fourth support (19) is fixedly installed on the connecting plate (23), the fifth support (20) is fixedly connected to the fourth support (19), the high-precision position sensor (25) is installed on the fourth support (19), the spring sleeve (16) is fixedly installed inside the fourth support (19), the nut seat (12) is fixedly installed on the fifth support (20), the lead screw (11) passes through the nut seat (12) and connects to the upper spring seat (13), and the nut seat (12) has a threaded through hole that is threaded to engage with the lead screw (11).

5. A method for conducting corrosion and wear tests on aircraft motion mechanism hinges in marine service environments using the testing apparatus for corrosion and wear testing of aircraft motion mechanism hinges in marine service environments as described in any one of claims 1-4, characterized in that, Includes the following steps: S1. Obtain the aircraft service status, compile the accelerated corrosion test spectrum of the tested hinge based on the aircraft service status and the environmental spectrum of the service area, and determine the accelerated corrosion-wear alternating load test spectrum based on the actual environment of the aircraft motion load. S2. According to the hinge load level, conduct multiple sets of accelerated corrosion-wear tests under the same conditions at each load level, and perform the test cyclically according to the accelerated corrosion-wear alternating load test spectrum until the test requirements are met. S3. Based on the test data of each group of test hinges obtained from the records, calculate the wear degree and friction coefficient changes of each group of test hinges under the alternating corrosion-wear conditions.

6. The test method according to claim 5, characterized in that, S1 specifically includes the following steps: S101. Determine the annual environmental spectrum of the aircraft's service area, which includes detailed data on the annual temperature and relative humidity of the service area. S102. Convert the exposure time of different dimensions and relative humidity in the environmental spectrum to the exposure time of standard humid air. The standard humid air temperature is 40℃ and the relative humidity is 90%. The annual exposure time of standard air is... ; S103. The tested hinge was tested in a corrosion salt spray test chamber. The salt spray test used a NaCl solution with a mass fraction of A%, and dilute H2SO4 was added to make the pH of the test solution B. The temperature inside the corrosion salt spray test chamber was 40℃, and the relative humidity was 90% during spraying. S104. Determine the acceleration coefficient for accelerated corrosion testing. Outdoor standard humid air exposure time And the salt spray exposure time of the accelerated corrosion solution determined in S103 Relationship satisfaction ; S105. Determine the load wear test spectrum: In the marine service environment, the number of aircraft flights per year is a flights / year, the average number of actuations of the motion mechanism per flight is b times, and the hinge rotates c times per actuation. S106. Determine the actual load level borne by the tested hinge. Based on different aircraft motion mechanisms, determine the load level range of the hinge to be studied. According to the load range, divide the load applied in the load wear test into 5 levels. S107. Determine the accelerated corrosion-wear test spectrum: Using three months as a test cycle for the aircraft's actual service life, conduct a set of accelerated corrosion-wear tests for each load level. Each cycle of accelerated corrosion-wear tests includes: Accelerated corrosion salt spray test and The load wear test was conducted.

7. The test method according to claim 5 or 6, characterized in that, S3 specifically includes the following steps: S301. During each test, the drive motor (1) is kept rotating at a constant speed. The torque sensor (3) and the high-precision position sensor (25) are used to record the torque of the hinge under test rotating at a constant speed and the distance from the high-precision position sensor (25) to the card plate (18), respectively. S302. Calculate the friction coefficient between the shaft (7) and bushing (8) using the torque when the tested hinge rotates at a constant speed. The friction coefficient f is obtained by the following formula: ； In the formula, T is the torque when the hinge rotates at a constant speed, D is the radius of the shaft (7), and F is the applied load force; S303. The distance change from the high-precision position sensor (25) to the card plate (18) is used to calculate the gap change between the hinge shaft (7) and the bushing (8) due to wear, and the gap change is used to characterize the wear degree of the tested hinge.

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