A central wing-engine based six degree of freedom restraint device and method

Abstract

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

Description

Technical Field

[0001] This application belongs to the field of aircraft ground strength testing, and specifically relates to a six-degree-of-freedom constraint device and method based on the center wing-engine. Background Technology

[0002] In full-scale aircraft structural strength verification tests, to determine the relative position of the aircraft and control its attitude, constraints are typically applied to its six degrees of freedom to make the aircraft statically determinate. To reasonably release the degrees of freedom and ensure the structural safety of the aircraft, constraints are applied to the main load-bearing structures to meet the test requirements. Common constraint methods include: nose landing gear-engine constraint, main landing gear-engine constraint, and nose landing gear-main landing gear constraint. When the aircraft structure is used as a constraint point, the corresponding constraint locations cannot be assessed, making it impossible to simultaneously load the nose and main landing gear under test. Summary of the Invention

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

[0004] The technical solution of this 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 ensure the installation of vertical constraints on the left center wing, right center wing, and engine.

[0006] Step two: Connect the vertical constraints of the left center wing, right center wing, and engine to the corresponding positions on the aircraft, and adjust the length of the corresponding connectors to support the aircraft at the target altitude; measure the heights of the two characteristic stations at the front and rear of the fuselage and compare them with the theoretical values ​​for analysis, and adjust the length of the vertical constraint connectors to ensure that the aircraft's pitch attitude meets the test requirements; measure the heights of the two characteristic stations on the left and right center wings and compare them with the theoretical values ​​for analysis, and adjust the length of the vertical constraint connectors to ensure that the aircraft's roll attitude meets the test requirements;

[0007] Step 3: Connect the heading constraints of the left and right center wings to the heading connectors of the docking plates at both ends of the center wing of the aircraft. Adjust the length of the corresponding connectors to adjust the aircraft heading position to the target heading position. Adjust the length of the left and right connectors to adjust the yaw attitude of the aircraft to the target attitude.

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

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

[0010] As one specific implementation, a six-degree-of-freedom constraint device based on a center wing-engine configuration includes a left center wing vertical constraint, a right center wing vertical constraint, an engine vertical constraint, a left center wing directional constraint, a right center wing directional constraint, and an engine lateral constraint. The left and right center wing vertical constraints are arranged at the left and right vertical positions of the center wing, respectively. The engine vertical constraint is arranged at the engine tip vertical position. The left and right center wing directional constraints are arranged at the left and right directional positions of the center wing, respectively. The engine lateral constraint is arranged at the engine tip lateral position.

[0011] Preferably, the directional constraints of the left center wing and the right center wing are arranged in a vertically opposing manner. Each of the directional constraints includes a first connector, a first force sensor, a center wing docking plate, a second connector, a second force sensor, and ground fixing equipment. The first connector is vertically connected to the first ceiling beam. The first force sensor is vertically fixedly connected below the first connector, and the center wing docking plate is vertically fixedly connected below the first force sensor.

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

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

[0014] Preferably, both the directional constraints of the left center wing and the right center wing include a directional connector, a fourth force sensor, a fourth connector, and a first loading column; the first loading column is fixed to the ground, the fourth connector is perpendicular to the first loading column and fixedly connected to the first loading column, the fourth force sensor is fixedly connected to the end of the fourth connector away from the first loading column, and the directional connector is located on the center 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 connector, a sixth connector, a second loading column, and a third loading column; the second and third loading columns are symmetrically arranged through the engine loading joint, the fifth and sixth force sensors are respectively connected to both ends of the engine loading joint, the fifth connector is connected between the fifth force sensor and the second loading column, and the sixth connector is connected between the sixth force sensor and the third loading column.

[0016] This application presents a six-degree-of-freedom constraint device and method based on the center wing-engine. The entire aircraft has three vertical constraints, two directional constraints, and one lateral constraint, achieving six degrees of freedom constraint. The aircraft as a whole is in a statically determinate state, satisfying loading and constraint requirements. Compared with existing technologies, this effectively avoids situations where the test area is used as a constraint point, preventing loading on the test components, especially in landing gear testing. Furthermore, the center wing-engine constraint point is located outside the overall aircraft structure, effectively reducing the risk of interference between the test equipment and the constraint equipment. Attached Figure Description

[0017] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this 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 center wing in this application;

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

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

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

[0023] 1. Center Wing; 2. Engine; 3. Left Center Wing Vertical Constraint; 4. Right Center Wing Vertical Constraint; 5. Engine Vertical Constraint; 6. Left Center Wing Heading Constraint; 7. Right Center Wing Heading Constraint; 8. Engine Lateral Constraint; 9. First Canopy Crossbeam; 10. First Connector; 11. First Force Sensor; 12. Second Force Sensor; 13. Second Connector; 14. Ground Fixing Equipment; 15. Second Canopy Crossbeam; 16. Third Connector; 17. Third Force Sensor; 18. Left Engine Connector; 19. Right Engine Connector; 20. Heading Connector; 21. Fourth Force Sensor; 22. Fourth Connector; 23. First Loading Column; 24. Engine Loading Connector; 25. Fifth Force Sensor; 26. Sixth Force Sensor; 27. Fifth Connector; 28. Sixth Connector; 29. ​​Second Loading Column; 30. Third Loading Column; 31. Center Wing Docking Plate. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] A six-degree-of-freedom constraint device based on a central wing-engine configuration, such as Figure 1 Located on the center wing 1 and engine 2, for long-wingspan aircraft, the wing configuration typically consists of the outer wing and center wing connected by a comb joint and docking plate, with the center wing connected to the fuselage. The outer wing and center wing have easily accessible separation surfaces, and the center wing, with its higher stiffness and location in the forward and main landing gear testing areas, can serve as a constraint point for the aircraft. Connecting the mold-making jig for the outer wing to the center wing allows for better simulation of the aircraft wing's boundary conditions. Furthermore, this jig is designed with interfaces that facilitate constraint application, enabling connection to constraint equipment.

[0026] This includes vertical constraints 3 for the left center wing, 4 for the right center wing, 5 for the engine, 6 for the left center wing, 7 for the right center wing, and 8 for the engine.

[0027] Vertical constraints 3 for the left center wing and 4 for the right center wing are positioned vertically to the left and right of center wing 1, respectively. Vertical constraint 5 for the engine is positioned vertically at the tip of engine 2. Heading constraints 6 for the left center wing and 7 for the right center wing are positioned directionally to the left and right of center wing 1, respectively. Lateral constraint 8 for the engine is positioned laterally at the tip of engine 2. At this point, all six degrees of freedom of the aircraft are fully constrained, resulting in a statically determinate state.

[0028] like Figure 2 Preferably, the left center wing heading constraint 6 and the right center wing heading constraint 7 are connected by an up-down pull method. Both the left center wing heading constraint 6 and the right center wing heading constraint 7 include a first connector 10, a first force sensor 11, a center wing docking plate 31, a second connector 13, a second force sensor 12, and a ground fixing device 14. The first connector 10 is vertically connected to the first canopy beam 9. The first force sensor 11 is vertically fixedly connected to the lower part of the first connector 10, and the center wing docking plate 31 is vertically fixedly connected to the lower part of the first force sensor 11.

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

[0030] The first force sensor 11, the second force sensor 12, and the ground-fixed device 14 are electrically connected. The first force sensor 11, the second force sensor 12, and the ground-fixed device 14 can monitor and analyze the vertical constraint reaction forces on the left and right sides of the central wing in real time.

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

[0032] like Figure 4 Preferably, both the left center wing directional constraint 6 and the right center wing directional constraint 7 include a directional connector 20, a fourth force sensor 21, a fourth connector 22, and a first loading column 23. The first loading column 23 is fixed to the ground, the fourth connector 22 is perpendicular to the first loading column 23 and fixedly connected to it, the fourth force sensor 21 is fixedly connected to the end of the fourth connector 22 away from the first loading column 23, and the directional connector 20 is located on the center wing and connected to the fourth force sensor 21. The force sensor can monitor and analyze the reaction forces of the left center wing directional constraint 6 and the right center wing directional constraint 7 in real time.

[0033] like Figure 5Preferably, the engine lateral constraint 8 includes an engine loading joint 24, a fifth force sensor 25, a sixth force sensor 26, a fifth connector 27, a sixth connector 28, a second loading column 29, and a third loading column 30. They are arranged in a left-right counter-pull configuration. The second loading column 29 and the third loading column 30 are symmetrically positioned via the engine loading joint 24. The fifth force sensor 25 and the sixth force sensor 26 are connected to both ends of the engine loading joint 24, respectively. The fifth connector 27 connects the fifth force sensor 25 and the second loading column 29, and the sixth connector 28 connects the sixth force sensor 26 and the third loading column 30. The fifth force sensor 25 and the sixth force sensor 26 perform real-time monitoring and analysis of the constraint reaction forces on the left and right sides of the engine, respectively.

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

[0035] Through the above design, the aircraft has a total of 3 vertical constraints, 2 directional constraints, and 1 lateral constraint, achieving six degrees of freedom constraints. The aircraft as a whole is in a statically determinate state, which can meet the loading and constraint requirements. Compared with the existing technology, for landing gear testing, it effectively avoids the situation where the test area is used as a constraint point, causing the test part to be unable to be loaded; the center wing-engine constraint point is arranged on the outside of the overall aircraft structure, which can effectively reduce the interference risk between the test equipment and the constraint equipment.

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

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

[0038] Step two: 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 on the aircraft, adjust the length of the corresponding connectors, and support the aircraft to the target altitude; measure the height of the two characteristic stations at the front and rear of the fuselage and compare it with the theoretical value for analysis, adjust the length of the vertical constraint connectors to make the aircraft pitch attitude meet the test requirements; measure the height of the two characteristic stations on the left and right of the center wing and compare it with the theoretical value for analysis, adjust the length of the vertical constraint connectors to make the aircraft roll attitude meet 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 connectors 20 on the docking plates at both ends of the aircraft's center wing. Adjust the length of the corresponding connectors to adjust the aircraft's heading position to the target heading position. Adjust the length of the left and right connectors to adjust the aircraft's yaw attitude to the target attitude.

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

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

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

[0043] In conclusion, 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 within the protection scope of the present invention.

Claims

1. A six-degree-of-freedom constraint method based on a central wing-engine configuration, characterized in that, include: Step 1: Lift the aircraft from the ground to a certain height to meet the installation requirements 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), right center wing vertical constraint (4), and engine vertical constraint (5) to the corresponding positions on the aircraft, adjust the length of the corresponding connectors, and support the aircraft to the target altitude; measure the height of the two characteristic stations at the front and rear of the fuselage and compare it with the theoretical value for analysis, adjust the length of the vertical constraint connectors to make the aircraft pitch attitude meet the test requirements; measure the height of the two characteristic stations at the left and right of the center wing and compare it with the theoretical value for analysis, adjust the length of the vertical constraint connectors to make the aircraft roll attitude meet the test requirements; Step 3: Connect the heading constraint (6) of the left center wing and the heading constraint (7) of the right center wing to the heading connectors (20) of the docking plates at the left and right ends of the center wing of the aircraft. Adjust the length of the corresponding connectors to adjust the heading position of the aircraft to the target heading position. Adjust the length of the left and right connectors to adjust the yaw attitude of the aircraft to the target attitude. Step 4: Connect the engine lateral constraint (8) to the engine loading connector (24), adjust the length of the connector, and adjust the aircraft lateral position to the target lateral position; by adjusting the length of the fifth connector (27) and the sixth connector (28), further correct the aircraft yaw attitude to meet the test requirements; Step 5: The installation of the six-degree-of-freedom constraint based on the center wing and engine is complete.

2. A six-degree-of-freedom constraint device based on a central wing-engine, employing the method described in claim 1, characterized in that: It includes a left center wing vertical constraint (3), a right center wing vertical constraint (4), an engine vertical constraint (5), a left center wing heading constraint (6), a right center wing heading constraint (7), and an engine lateral constraint (8); the left center wing vertical constraint (3) and the right center wing vertical constraint (4) are arranged on the left and right sides of the center wing (1) in the vertical direction, the engine vertical constraint (5) is arranged on the end of the engine (2) in the vertical direction, the left center wing heading constraint (6) and the right center wing heading constraint (7) are arranged on the left and right sides of the center wing (1) in the heading direction, and the engine lateral constraint (8) is arranged on the end of the engine (2) in the lateral direction.

3. The six-degree-of-freedom constraint device based on the central wing-engine as described in claim 2, characterized in that: The left center wing heading constraint (6) and the right center wing heading constraint (7) are connected by a vertical pull method. Both the left center wing heading constraint (6) and the right center wing heading constraint (7) include a first connector (10), a first force sensor (11), a center wing docking plate (31), a second connector (13), a second force sensor (12), and a ground fixing device (14). The first connector (10) is vertically connected to the first canopy beam (9). The first force sensor (11) is vertically fixedly connected to the bottom of the first connector (10), and the center wing docking plate (31) is vertically fixedly connected to the bottom of the first force sensor (11). The second connector (13) is coaxially arranged with the first connector (10), the second force sensor (12) is located between the upper end of the second connector (13) and the central wing docking plate (31), and the ground fixing device (14) is located on the ground and connected to the lower end of the second connector (13).

4. The six-degree-of-freedom constraint device based on the central wing-engine as described in claim 2, characterized in that: The vertical constraint of the engine (5) includes a left engine connector (18), a right engine connector (19), a third connector (16), and a third force sensor (17); the upper end of the third connector (16) is fixed to the second roof beam (15), the third force sensor (17) is fixedly connected to the lower end of the third connector (16), and the left engine connector (18) and the right engine connector (19) are connected to the engine and symmetrically connected to both sides of the third force sensor (17).

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

6. The six-degree-of-freedom constraint device based on the central wing-engine as described in claim 2, characterized in that: The engine lateral constraint (8) includes an engine loading joint (24), a fifth force sensor (25), a sixth force sensor (26), a fifth connector (27), a sixth connector (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 both ends of the engine loading joint (24). The fifth connector (27) is connected between the fifth force sensor (25) and the second loading column (29). The sixth connector (28) is connected between the sixth force sensor (26) and the third loading column (30).

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