Six-degree-of-freedom restraint device and method based on central wing-engine

Abstract

The invention belongs to the field of aircraft ground strength tests, and particularly relates to a six-degree-of-freedom constraint device and method based on a central wing-engine, and the device comprises a left central wing vertical constraint, a right central wing vertical constraint, an engine vertical constraint, a left central wing course constraint, a right central wing course constraint and an engine lateral constraint. The left central wing vertical constraint and the right central wing vertical constraint are arranged at the vertical positions of the left side and the right side of the central wing; the whole aircraft has three vertical constraints, two course constraints and one lateral constraint, six-degree-of-freedom constraints are achieved, the whole aircraft is in a statically determinate state, and the loading and constraint requirements can be met. Compared with the prior art, for checking the undercarriage test condition, the situation that the checking part cannot be loaded due to the fact that the checking area serves as a constraint point is effectively avoided; the central wing-engine constraint point is arranged outside the overall structure of the aircraft, so that the interference risk of test equipment and constraint equipment can be effectively reduced.

Description

Technical Field

[0001] The present application belongs to the field of aircraft ground strength testing, and in particular relates to a six-degree-of-freedom constraint device and method based on a central wing-engine. Background Art

[0002] In the full-scale aircraft structural strength verification test, in order to determine the relative position of the aircraft and control the aircraft's attitude, corresponding constraints are usually imposed on the six degrees of freedom of the aircraft to make the aircraft as a whole statically determinate. In order to reasonably release the degrees of freedom and ensure the safety of the aircraft structure, constraints are imposed on the main load-bearing structure of the aircraft to meet the test requirements. Usually, there are the following constraints: front landing gear-engine constraint, main landing gear-engine constraint, front landing gear-main landing gear constraint. When the aircraft structure is used as a constraint point, the corresponding constraint position cannot be assessed, resulting in the inability to load the front and main landing gear test conditions to be assessed at the same time. Summary of the invention

[0003] The purpose of the present application is to provide a six-degree-of-freedom constraint device and method based on a central wing-engine, so as to solve the problem that it is currently impossible to simultaneously load the test conditions of the front and main landing gears to be assessed.

[0004] The technical solution of the present application is: a six-degree-of-freedom constraint method based on a central wing-engine, comprising:

[0005] Step 1: lift the aircraft from the ground to a certain height to meet the installation requirements of the left center wing vertical constraint, the right center wing vertical constraint and the engine vertical constraint;

[0006] Step 2: Connect the left center wing vertical constraint, the right center wing vertical constraint and the engine vertical constraint to the corresponding positions of the aircraft, adjust the length of the corresponding connectors, and support the aircraft to the target height; measure the height of the two characteristic positions at the front and rear of the fuselage, compare and analyze with the theoretical values, and adjust the length of the connector of the vertical constraint so that the pitch attitude of the aircraft meets the test requirements; measure the height of the two characteristic positions at the left / right of the center wing, compare and analyze with the theoretical values, and adjust the length of the connector of the vertical constraint so that the roll attitude of the aircraft meets the test requirements;

[0007] Step 3: Connect the left center wing heading constraint and the right center wing heading constraint to the heading joints of the left and right end docking plates of the aircraft center wing, adjust the length of the corresponding connectors, and adjust the aircraft heading position to the target heading position; adjust the aircraft yaw attitude to the target attitude by adjusting the length of the left and right connectors;

[0008] Step 4: Connect the engine lateral restraint to the engine loading joint, adjust the length of the connector, and adjust the lateral position of the aircraft to the target lateral position; by adjusting the length of the fifth connector and the sixth connector, further correct the yaw attitude of the aircraft to meet the test requirements;

[0009] Step 5: The six-degree-of-freedom constraint installation based on the central wing-engine is completed.

[0010] As a specific implementation, a six-degree-of-freedom constraint device based on a central wing and an engine includes a left central wing vertical constraint, a right central wing vertical constraint, an engine vertical constraint, a left central wing heading constraint, a right central wing heading constraint and an engine lateral constraint; the left central wing vertical constraint and the right central wing vertical constraint are arranged at the left and right vertical positions of the central wing, the engine vertical constraint is arranged at the vertical position of the engine end, the left central wing heading constraint and the right central wing heading constraint are arranged at the left and right heading positions of the central wing; the engine lateral constraint is arranged at the lateral position of the engine end.

[0011] Preferably, the left central wing heading constraint and the right central wing heading constraint adopt an upper and lower pulling method, and the left central wing heading constraint and the right central wing heading constraint both include a first connecting member, a first force sensor, a central wing docking plate, a second connecting member, a second force sensor and a ground fixing device; the first connecting member is vertically connected to the first ceiling beam; the first force sensor is vertically fixedly connected to the bottom of the first connecting member, and the central wing docking plate is vertically fixedly connected to the bottom of the first force sensor;

[0012] The second connecting member is coaxially arranged with the first connecting member, the second force sensor is arranged between the upper end of the second connecting member and the central wing docking plate, and the ground fixing device is arranged on the ground and connected to the lower end of the second connecting member.

[0013] Preferably, the engine vertical constraint includes a left engine joint, a right engine joint, a third connecting member and a third force sensor; the upper end of the third connecting member is connected and fixed to the second ceiling cross beam, the third force sensor is fixedly connected to the lower end of the third connecting member, the left engine joint and the right engine joint are connected to the engine and are symmetrically connected to both sides of the third force sensor.

[0014] Preferably, the left central wing heading constraint and the right central wing heading constraint both include a heading joint, a fourth force sensor, a fourth connecting piece and a first loading column; the first loading column is fixed on the ground, the fourth connecting piece is perpendicular to the first loading column and fixedly connected to the first loading column, the fourth force sensor is fixedly connected to an end of the fourth connecting piece away from the first loading column, and the heading joint is arranged on the central wing and connected to the fourth force sensor.

[0015] Preferably, the engine lateral constraint includes an engine loading joint, a fifth force sensor, a sixth force sensor, a fifth connecting piece, a sixth connecting piece, a second loading column and a third loading column; the second loading column and the third loading column are symmetrically arranged through the engine loading joint, the fifth force sensor and the sixth force sensor are respectively connected to the two ends of the engine loading joint, the fifth connecting piece is connected between the fifth force sensor and the second loading column, and the sixth connecting piece is connected between the sixth force sensor and the third loading column.

[0016] The six-degree-of-freedom constraint device and method based on the central wing-engine of this application has a total of 3 vertical constraints, 2 heading constraints and 1 lateral constraint for the entire aircraft, realizing six-degree-of-freedom constraints. The aircraft as a whole is in a static state, which can meet the loading and constraint requirements. Compared with the prior art, for the landing gear test, it effectively avoids the situation where the test area is used as a constraint point, resulting in the inability to load the test part; the central wing-engine constraint point is arranged outside the overall structure of the aircraft, which can effectively reduce the risk of interference between the test equipment and the constraint equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solution provided by the present application, the following is a brief introduction to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the present application.

[0018] Figure 1 This is a schematic diagram of the overall structure of this application;

[0019] Figure 2 This is a schematic diagram of the vertical constraints of the left / right central wing of this application;

[0020] Figure 3 This is a schematic diagram of the vertical constraints of the engine in this application;

[0021] Figure 4 This is a diagram of the left / right center wing heading constraints for this application;

[0022] Figure 5 This is a schematic diagram of the lateral constraint of the engine for this application.

[0023] 1. Central wing; 2. Engine; 3. Vertical constraint of left central wing; 4. Vertical constraint of right central wing; 5. Vertical constraint of engine; 6. Course constraint of left central wing; 7. Course constraint of right central wing; 8. Lateral constraint of engine; 9. First ceiling beam; 10. First connecting piece; 11. First force sensor; 12. Second force sensor; 13. Second connecting piece; 14. Ground fixing device; 15. Second ceiling beam; 16. Third connecting piece; 17. Third force sensor; 18. Left engine joint; 19. Right engine joint; 20. Course joint; 21. Fourth force sensor; 22. Fourth connecting piece; 23. First loading column; 24. Engine loading joint; 25. Fifth force sensor; 26. Sixth force sensor; 27. Fifth connecting piece; 28. Sixth connecting piece; 29. ​​Second loading column; 30. Third loading column; 31. Central wing docking plate. DETAILED DESCRIPTION

[0024] 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.

[0025] A six-degree-of-freedom restraint device based on a central wing-engine, such as Figure 1 , located on the central wing 1 and the engine 2. For long-wingspan aircraft, the wing form is usually that the outer wing and the central wing are connected to each other through a dressing joint and a docking plate, and the central wing is connected to the fuselage. Among them, the outer wing and the central wing have a separation surface that is easy to dock. The central wing has a large stiffness and is not the test and assessment area for the front and main landing gears. Therefore, it can be used as a constraint part of the aircraft. The connection between the special fixture for mold production of the outer wing and the central wing can better simulate the boundary conditions of the aircraft wing. At the same time, the special fixture is designed with an interface that can meet the constraints to facilitate the connection with the constraint equipment.

[0026] It includes left center wing vertical constraint 3, right center wing vertical constraint 4, engine vertical constraint 5, left center wing heading constraint 6, right center wing heading constraint 7 and engine lateral constraint 8.

[0027] The left central wing vertical constraint 3 and the right central wing vertical constraint 4 are arranged at the left and right vertical positions of the central wing 1, the engine vertical constraint 5 is arranged at the vertical position of the end of the engine 2, the left central wing heading constraint 6 and the right central wing heading constraint 7 are arranged at the left and right heading positions of the central wing 1; the engine lateral constraint 8 is arranged at the lateral position of the end of the engine 2. At this point, the six degrees of freedom of the aircraft as a whole are fully constrained and in a statically determinate state.

[0028] like Figure 2 Preferably, the left central wing heading constraint 6 and the right central wing heading constraint 7 adopt an up-and-down pulling method, and the left central wing heading constraint 6 and the right central wing heading constraint 7 both include a first connecting member 10, a first force sensor 11, a central wing docking plate 31, a second connecting member 13, a second force sensor 12 and a ground fixing device 14; the first connecting member 10 is vertically connected to the first ceiling beam 9; the first force sensor 11 is vertically fixedly connected to the bottom of the first connecting member 10, and the central wing docking plate 31 is vertically fixedly connected to the bottom of the first force sensor 11.

[0029] The second connecting member 13 is coaxially arranged with the first connecting member 10 , the second force sensor 12 is arranged between the upper end of the second connecting member 13 and the central wing docking plate 31 , and the ground fixing device 14 is arranged on the ground and connected to the lower end of the second connecting member 13 .

[0030] The first force sensor 11, the second force sensor 12 and the ground fixed device 14 are electrically connected, and the first force sensor 11, the second force sensor 12 and the ground fixed device 14 can monitor and analyze the vertical restraint reaction force of the left / right of the center wing in real time.

[0031] like Figure 3 Preferably, the engine vertical constraint 5 includes a left engine joint 18, a right engine joint 19, a third connecting member 16 and a third force sensor 17. The upper end of the third connecting member 16 is connected and fixed to the second ceiling crossbeam 15, the third force sensor 17 is fixedly connected to the lower end of the third connecting member 16, the left engine joint 18 and the right engine joint 19 are connected to the engine and symmetrically connected to the two sides of the third force sensor 17. The third force sensor 17 is arranged at the upper end of the left engine joint 18 and the right engine joint 19 to monitor and analyze the reaction force of the engine vertical constraint 5 in real time.

[0032] like Figure 4 Preferably, the left central wing heading constraint 6 and the right central wing heading constraint 7 each include a heading joint 20, a fourth force sensor 21, a fourth connecting piece 22 and a first loading column 23. The first loading column 23 is fixed on the ground, the fourth connecting piece 22 is perpendicular to the first loading column 23 and is fixedly connected to the first loading column 23, the fourth force sensor 21 is fixedly connected to an end of the fourth connecting piece 22 away from the first loading column 23, the heading joint 20 is arranged on the central wing and is connected to the fourth force sensor 21, and the force sensor can monitor and analyze the reaction force of the left central wing heading constraint 6 and the right central wing heading constraint 7 in real time.

[0033] like Figure 5Preferably, the engine lateral restraint 8 includes an engine loading joint 24, a fifth force sensor 25, a sixth force sensor 26, a fifth connecting piece 27, a sixth connecting piece 28, a second loading column 29 and a third loading column 30. The left-right pulling method is adopted for arrangement, the second loading column 29 and the third loading column 30 are symmetrically arranged through the engine loading joint 24, the fifth force sensor 25 and the sixth force sensor 26 are respectively connected to the two ends of the engine loading joint 24, the fifth connecting piece 27 is connected between the fifth force sensor 25 and the second loading column 29, and the sixth connecting piece 28 is connected between the sixth force sensor 26 and the third loading column 30. The fifth force sensor 25 and the sixth force sensor 26 respectively monitor and analyze the left and right restraint reaction forces of the engine in real time.

[0034] The first connecting member 10 to the sixth connecting member 28 are all telescopic connecting members, which can adjust the position of each force sensor.

[0035] Through the above design, the whole aircraft has 3 vertical constraints, 2 heading constraints and 1 lateral constraint, realizing six degrees of freedom constraint, and the aircraft as a whole is in a static state, which can meet the loading and constraint requirements. Compared with the existing technology, for the landing gear test, it effectively avoids the situation where the test area is used as a constraint point, resulting in the inability to load the test part; the central wing-engine constraint point is arranged outside the overall structure of the aircraft, which can effectively reduce the risk of interference between the test equipment and the constraint equipment.

[0036] As a specific implementation, a six-degree-of-freedom constraint method based on a central wing-engine is also included. By adopting the above device, the specific implementation steps include:

[0037] Step 1: lift the aircraft from the ground to a certain height to meet the installation of the left center wing vertical constraint 3, the right center wing vertical constraint 4 and the engine vertical constraint 5;

[0038] Step 2: Connect the left center wing vertical constraint 3, the right center wing vertical constraint 4 and the engine vertical constraint 5 to the corresponding positions of the aircraft, adjust the length of the corresponding connectors, and support the aircraft to the target height; measure the heights of the two characteristic positions at the front and rear of the fuselage, compare and analyze them with the theoretical values, and adjust the length of the connectors of the vertical constraints so that the pitch attitude of the aircraft meets the test requirements; measure the heights of the two characteristic positions at the left / right of the center wing, compare and analyze them with the theoretical values, and adjust the length of the connectors of the vertical constraints so that the roll attitude of the aircraft meets the test requirements;

[0039] Step 3: Connect the left center wing heading constraint 6 and the right center wing heading constraint 7 to the heading joints 20 of the left and right end docking plates of the center wing of the aircraft, adjust the length of the corresponding connecting pieces, and adjust the heading position of the aircraft to the target heading position; adjust the yaw attitude of the aircraft to the target attitude by adjusting the length of the left and right connecting pieces;

[0040] Step 4: Connect the engine lateral restraint 8 to the engine loading joint 24, adjust the length of the connecting piece, and adjust the lateral position of the aircraft to the target lateral position; by adjusting the length of the fifth connecting piece 27 and the sixth connecting piece 28, further correct the yaw attitude of the aircraft to meet the test requirements;

[0041] Step 5: The six-degree-of-freedom constraint installation based on the central wing-engine is completed.

[0042] Finally, it should be noted that: the drawings of the embodiments disclosed in the present invention only involve structures related to the embodiments disclosed in the present invention, and other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of the present invention can be combined with each other;

[0043] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A six-degree-of-freedom constraint method based on a central wing-engine, characterized in that: include: Step 1: lift the aircraft from the ground to a certain height to meet the installation of the left center wing vertical constraint (3), the right center wing vertical constraint (4) and the engine vertical constraint (5); Step 2: Connect the left center wing vertical constraint (3), the right center wing vertical constraint (4) and the engine vertical constraint (5) to the corresponding positions of the aircraft, adjust the length of the corresponding connecting parts, and support the aircraft to the target height; measure the height of the two characteristic positions at the front and rear of the fuselage, compare and analyze with the theoretical values, and adjust the length of the connecting parts of the vertical constraints so that the pitch attitude of the aircraft meets the test requirements; measure the height of the two characteristic positions at the left / right of the center wing, compare and analyze with the theoretical values, and adjust the length of the connecting parts of the vertical constraints so that the roll attitude of the aircraft meets the test requirements; Step 3, connect the left center wing heading constraint (6) and the right center wing heading constraint (7) to the heading joints (20) of the left and right end docking plates of the center wing of the aircraft, adjust the length of the corresponding connecting parts, and adjust the heading position of the aircraft to the target heading position; by adjusting the length of the left and right connecting parts, adjust the yaw attitude of the aircraft to the target attitude; Step 4: Connect the engine lateral restraint (8) to the engine loading joint (24), adjust the length of the connecting piece, and adjust the lateral position of the aircraft to the target lateral position; by adjusting the length of the fifth connecting piece (27) and the sixth connecting piece (28), the yaw attitude of the aircraft is further corrected to meet the test requirements; Step 5: The six-degree-of-freedom constraint installation based on the central wing-engine is completed.

2. A six-degree-of-freedom constraint device based on a central wing-engine, using the method as claimed in claim 1, characterized in that: The invention comprises a left central wing vertical constraint (3), a right central wing vertical constraint (4), an engine vertical constraint (5), a left central wing heading constraint (6), a right central wing heading constraint (7) and an engine lateral constraint (8); the left central wing vertical constraint (3) and the right central wing vertical constraint (4) are arranged at the left and right vertical positions of the central wing (1); the engine vertical constraint (5) is arranged at the vertical position of the end of the engine (2); the left central wing heading constraint (6) and the right central wing heading constraint (7) are arranged at the left and right heading positions of the central wing (1); and the engine lateral constraint (8) is arranged at the lateral position of the end of the engine (2).

3. The six-degree-of-freedom restraint device based on the central wing-engine as claimed in claim 2, characterized in that: The left central wing heading constraint (6) and the right central wing heading constraint (7) are pulled in an up-and-down manner, and both the left central wing heading constraint (6) and the right central wing heading constraint (7) comprise a first connecting member (10), a first force sensor (11), a central wing docking plate (31), a second connecting member (13), a second force sensor (12) and a ground fixing device (14); the first connecting member (10) is vertically connected to the first ceiling crossbeam (9); the first force sensor (11) is vertically fixedly connected to the bottom of the first connecting member (10), and the central wing docking plate (31) is vertically fixedly connected to the bottom of the first force sensor (11); The second connecting member (13) is coaxially arranged with the first connecting member (10), the second force sensor (12) is arranged between the upper end of the second connecting member (13) and the central wing docking plate (31), and the ground fixing device (14) is arranged on the ground and connected to the lower end of the second connecting member (13).

4. The six-degree-of-freedom restraint device based on the central wing-engine as claimed in claim 2, characterized in that: The engine vertical constraint (5) comprises a left engine joint (18), a right engine joint (19), a third connecting member (16) and a third force sensor (17); the upper end of the third connecting member (16) is connected and fixed to the second ceiling crossbeam (15), the third force sensor (17) is fixedly connected to the lower end of the third connecting member (16), and the left engine joint (18) and the right engine joint (19) are connected to the engine and symmetrically connected to two sides of the third force sensor (17).

5. The six-degree-of-freedom restraint device based on the central wing-engine as claimed in claim 2, characterized in that: The left central wing heading constraint (6) and the right central wing heading constraint (7) both comprise a heading joint (20), a fourth force sensor (21), a fourth connecting piece (22) and a first loading column (23); the first loading column (23) is fixed on the ground, the fourth connecting piece (22) is perpendicular to the first loading column (23) and is fixedly connected to the first loading column (23), the fourth force sensor (21) is fixedly connected to an end of the fourth connecting piece (22) away from the first loading column (23), and the heading joint (20) is arranged on the central wing and is connected to the fourth force sensor (21).

6. The six-degree-of-freedom restraint device based on the central wing-engine as claimed in claim 2, characterized in that: The engine lateral restraint (8) comprises an engine loading joint (24), a fifth force sensor (25), a sixth force sensor (26), a fifth connecting piece (27), a sixth connecting piece (28), a second loading column (29) and a third loading column (30); the second loading column (29) and the third loading column (30) are symmetrically arranged through the engine loading joint (24); the fifth force sensor (25) and the sixth force sensor (26) are respectively connected to two ends of the engine loading joint (24); the fifth connecting piece (27) is connected between the fifth force sensor (25) and the second loading column (29); and the sixth connecting piece (28) is connected between the sixth force sensor (26) and the third loading column (30).

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