Aircraft cabin door joint optimization method, evaluation method and device

Abstract

The invention discloses an aircraft cabin door joint optimization method, evaluation method and device, and the method comprises the steps: obtaining a first coordinate and a second coordinate, and enabling the first coordinate and the second coordinate to correspond to the actual working state of a pin after the structural deformation of a cabin door; the first coordinate and the second coordinate are added to the cabin door model, so that the cabin door model can conveniently and accurately output the predicted load between the connecting piece and the cabin door joint. The predicted load is used for representing the friction torque between the pin and the cabin door joint in the current state, the predicted load is compared with the actual load, and the cabin door joint when the predicted load is larger than or equal to the preset threshold value is output as a factor causing opening and closing clamping stagnation of the cabin door; therefore, a worker can conveniently know the relation between the current cabin door joint and the cabin door opening and closing clamping stagnation, and a theoretical reference can be further provided for subsequent workers to optimize the layout mode of the cabin door joint.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft door joints, and in particular to an aircraft door joint optimization method, evaluation method and device. Background Art

[0002] The aircraft is equipped with a door joint for closing the internal space. In order to ensure that the hatch opening operation can be completed smoothly in the air and on the ground, the door structure must have rotation sensitivity, among which the friction torque of the door joint is an important factor affecting the rotation sensitivity of the door. The door structure consists of three parts: the door joint, the pin and the fuselage support joint. The door joint and the fuselage support joint are hinged by inserting the pin, and there is a friction torque between the pin and the connection hole of the door joint.

[0003] When the aircraft is actually used, the parts that constitute the door structure will undergo structural deformation over time. The parts that have undergone structural deformation change the gap evenly distributed between the pins and the pin holes of the door joint. It is difficult to accurately obtain the relationship between the parts that have undergone structural deformation and the door opening and closing jamming in the prior art. Summary of the invention

[0004] The main purpose of the present application is to provide an aircraft door joint optimization method, evaluation method and device, aiming to solve the technical problem in the prior art that it is difficult to accurately obtain the relationship between the parts after structural deformation and the door opening and closing jam.

[0005] To achieve the above objectives, the present application provides an aircraft door joint evaluation method, the method comprising:

[0006] Acquire a first coordinate and a second coordinate; wherein the first coordinate corresponds to the position of the connection hole of the door joint, and the second coordinate corresponds to the position of the connection hole of the fuselage support joint;

[0007] The first coordinate and the second coordinate are added to a preset door model, and the door model outputs a predicted load; wherein the door model at least includes the door joint and the fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; the predicted load at least includes a friction torque between the door joint and the connector;

[0008] comparing the predicted load with a preset actual load;

[0009] When the ratio of the predicted load to the actual load is greater than or equal to a preset threshold, the door joint is output as an influencing factor causing the door to be stuck.

[0010] Optionally, obtaining the first coordinate and the second coordinate includes:

[0011] Acquire a first reference coordinate, a second reference coordinate, a third reference coordinate, and a fourth reference coordinate; wherein the first reference coordinate corresponds to the coordinate of the center of a circle on one side of the connection hole of the door joint, the second reference coordinate corresponds to the coordinate of the center of a circle on the other side of the connection hole of the door joint, the third reference coordinate corresponds to the coordinate of the center of a circle on one side of the connection hole of the fuselage support joint, and the fourth reference coordinate corresponds to the coordinate of the center of a circle on the other side of the connection hole of the fuselage support joint;

[0012] The first coordinate is obtained according to the first reference coordinate and the second reference coordinate, and the second coordinate is obtained according to the third reference coordinate and the fourth reference coordinate.

[0013] Optionally, obtaining the first coordinate according to the first reference coordinate and the second reference coordinate includes:

[0014] Obtain an average value of the first reference coordinate and the second reference coordinate to obtain a first coordinate;

[0015] Correspondingly, obtaining the second coordinate according to the third reference coordinate and the fourth reference coordinate includes:

[0016] An average value of the third reference coordinate and the fourth reference coordinate is obtained to obtain a second coordinate.

[0017] Optionally, after acquiring the first coordinate and the second coordinate, the method further includes:

[0018] Acquire a third coordinate and a fourth coordinate; wherein the third coordinate corresponds to the axial position of the door joint connection hole, and the fourth coordinate corresponds to the axial position of the fuselage support joint connection hole;

[0019] Obtain a first offset according to the first coordinate and the third coordinate;

[0020] Obtain a second offset according to the second coordinate and the fourth coordinate;

[0021] The first offset and the second offset are both added to the door model.

[0022] Optionally, after obtaining the second offset according to the second coordinate and the fourth coordinate, the method further includes:

[0023] Subtract the first offset from the second offset to obtain a reference offset;

[0024] The reference offset is added to the door model.

[0025] Optionally, before comparing the predicted load with a preset actual load, the method further includes:

[0026] Obtaining the gravity load of the hatch door corresponding to the hatch door joint;

[0027] Obtaining a reference angle of the door; wherein the reference angle corresponds to a minimum angle at which the door remains open;

[0028] An actual load is obtained according to the gravity load and the reference angle.

[0029] Optionally, obtaining the gravity load of the door corresponding to the door joint includes:

[0030] obtaining the gravity of the hatch;

[0031] Obtaining the gravity arm of the hatch; wherein the gravity arm corresponds to the distance between the center of gravity of the hatch and the axis of the hatch joint connection hole;

[0032] The gravity load is obtained according to the gravity and the gravity arm.

[0033] Optionally, before adding the first coordinate and the second coordinate to a preset door model, the method further includes:

[0034] Establishing a reference coordinate system; wherein any one coordinate axis of the reference coordinate system is parallel to the axial direction of the connecting hole of the hatch joint;

[0035] Measuring position information of the door joint and the fuselage support joint;

[0036] The door model is established according to the position information.

[0037] Optionally, after comparing the predicted load and the actual load, the method further comprises:

[0038] When the ratio of the predicted load to the actual load is less than a preset threshold, the output of the door joint is independent of the influencing factors of the door opening and closing jam.

[0039] In addition, to achieve the above-mentioned purpose, the present application also provides an aircraft door joint evaluation device, the device comprising:

[0040] A coordinate acquisition module, configured to acquire a first coordinate and a second coordinate; wherein the first coordinate corresponds to a position of a connection hole of a door joint, and the second coordinate corresponds to a position of a connection hole of a fuselage support joint;

[0041] a load acquisition module, configured to add the first coordinate and the second coordinate to a preset door model, and output a predicted load from the door model; wherein the door model at least includes the door joint and the fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; and the predicted load at least includes a friction torque between the door joint and the connector;

[0042] A load analysis module, configured to compare the predicted load with a preset actual load;

[0043] The evaluation output module is configured to output that the door joint is an influencing factor causing the door to be stuck when the ratio of the predicted load to the actual load is greater than or equal to a preset threshold.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides an aircraft door joint optimization method, which is implemented based on the aircraft door joint evaluation method described in the above technical solution, and the method includes:

[0045] When the ratio of the predicted load to the actual load is greater than or equal to a preset threshold, removing at least one door joint and the corresponding first coordinate;

[0046] adding the remaining first coordinates and second coordinates to the door model, and outputting the predicted load by the door model;

[0047] comparing the predicted load with a preset actual load;

[0048] When the ratio of the predicted load to the actual load is less than a preset threshold, the layout structure of the corresponding door joint is acquired, and the layout structure is output as an optimized structure.

[0049] An aircraft door joint optimization method, evaluation method and device are proposed in the embodiments of the present application. The evaluation method provided by the present application obtains a first coordinate and a second coordinate, and the first coordinate and the second coordinate correspond to the actual working state of the pin after the door undergoes structural deformation, thereby providing a numerical basis for the subsequent evaluation of the predicted load of the connector through the door model. The first coordinate and the second coordinate are then added to the door model, which can facilitate the door model to more accurately output the predicted load between the connector and the door joint, and the predicted load is used to characterize the friction torque between the pin and the door joint in the current state. By comparing the predicted load with the actual load, and outputting the door joint when it is greater than or equal to a preset threshold as a factor causing the door to open and close, it is convenient for the staff to know the relationship between the current door joint and the door to open and close jam, and can further provide a theoretical reference for the subsequent staff to optimize the layout of the door joint. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 A schematic diagram of a flow chart of an aircraft door joint evaluation method provided in an embodiment of the present application;

[0051] Figure 2 A schematic diagram of the overall process of the aircraft door joint evaluation method provided in an embodiment of the present application;

[0052] Figure 3 for Figure 2 A schematic diagram of a detailed process of obtaining the first coordinate and the second coordinate in FIG.

[0053] Figure 4 A schematic diagram of adding a first coordinate to a preset door model in the aircraft door joint evaluation method provided in an embodiment of the present application;

[0054] Figure 5 A schematic diagram of the structure of an aircraft door joint evaluation device provided in an embodiment of the present application;

[0055] Figure 6 A schematic diagram of the structure of an aircraft door joint optimization method provided in an embodiment of the present application.

[0056] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0057] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0058] It should be noted that all directional indications in the embodiments of the present application (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0059] In the embodiments of the present application, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0060] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing in the full text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in the field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0061] During the actual use of the aircraft, due to the action of external forces or wear during use, the door joints will undergo structural deformation, and the friction torque of the pins set between the door joints and the aircraft body support joints will deviate from the design value, which will cause the external force load applied for the normal opening and closing of the door to increase, interfering with the normal opening and closing of the door; at the same time, there is another situation of deformation of the door structure. Although the door joints are deformed, the friction torque between the corresponding door joints and the body support joints has not changed or has changed only slightly, and the door can still be opened and closed normally through the pins at the door joints.

[0062] Reference Figure 1 and Figure 2 Based on the above situation, in order to accurately obtain the relationship between the parts after structural deformation and the door opening and closing jamming, the present application provides an aircraft door joint evaluation method. The execution subject can be a computing device, such as a server, a desktop computer or a laptop computer. The method provided by the present application includes:

[0063] Step S10, obtaining the first coordinate and the second coordinate.

[0064] The first coordinate corresponds to the position of the connection hole of the door joint, and the second coordinate corresponds to the position of the connection hole of the fuselage support joint.

[0065] The number of the connecting holes at the door joint and the number of the connecting holes at the fuselage support joint are both at least one, and the connecting holes opened at the door joint and the connecting holes opened at the fuselage support joint are both used for pins to pass through, the first coordinate can be obtained by measuring the position coordinates of the connecting holes opened on the door joint, and the second coordinate can be obtained by measuring the position coordinates of the connecting holes opened on the fuselage support joint, and at the same time, the first coordinate and the second coordinate are measured based on the same reference coordinate system.

[0066] Exemplarily, a reference coordinate system is first established, and then the established reference coordinate system is used as the base coordinate system of the laser tracker. The laser tracker measures the coordinates of the connecting holes opened in the door joint and the fuselage support joint respectively, thereby obtaining the first coordinate and the second coordinate.

[0067] Step S20, adding the first coordinate and the second coordinate to a preset door model, and outputting the predicted load from the door model.

[0068] The door model may include at least a door joint and a fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; the predicted load may include at least a friction torque between the door joint and the connector.

[0069] The door model can be a finite element model constructed according to the actual size of the current door. The door model is used to facilitate the subsequent acquisition of the friction torque at the door joint under the current deformation state through finite element analysis. After the first coordinate and the second coordinate are added to the door model, the computing device constructs boundary conditions for the door model. The boundary conditions can be the application of material properties to the door model. At the same time, a connector for characterizing the pin is added to the door model. Since the connector is arranged between the first coordinate and the second coordinate, and the deformation of the door causes a deviation between the first coordinate and the second coordinate, and the friction torque between the door joint and the connector may be a factor affecting the opening and closing of the door, it is necessary to obtain the friction torque between the door joint and the connector, so as to facilitate the subsequent calculation of the relationship between the predicted load of the door joint and the actual load of the door.

[0070] Step S30, comparing the predicted load with the preset actual load.

[0071] Step S40, when the ratio of the predicted load to the actual load is greater than or equal to the preset threshold, the output door joint is the influencing factor causing the door to open and close; when the ratio of the predicted load to the actual load is less than the preset threshold, the output door joint is unrelated to the influencing factor causing the door to open and close.

[0072] The preset threshold can be used to characterize the relationship between the predicted load and the actual load. It can be data obtained through a control variable experiment and determined to be irrelevant to whether the hatch door is stuck. For example, the preset threshold is set to 5%. When the ratio of the predicted load to the actual load is less than 5%, it is determined that the friction torque of the corresponding hatch door joint is irrelevant to the opening and closing of the hatch door. In other words, even if the staff adjusts the friction load of the hatch door joint later, the problem of hatch door sticking will be difficult to solve.

[0073] The actual load can be obtained by obtaining the self-locking state when the hatch is open, that is, the hatch remains open without being subjected to external force in the self-locking state. By comparing the ratio of the predicted load to the actual load, the proportion of the predicted load to the actual load can be obtained, and it can be determined whether the hatch joint is a factor affecting the opening and closing of the hatch. If the output hatch joint is a factor affecting the opening and closing of the hatch, the staff can subsequently adjust the hatch joint to reduce the jamming of the hatch.

[0074] The evaluation method provided in this embodiment obtains the first coordinate and the second coordinate, which correspond to the actual working state of the pin after the structural deformation of the door, thereby providing a numerical basis for the subsequent evaluation of the predicted load of the connecting member through the door model. The first coordinate and the second coordinate are then added to the door model, which can facilitate the door model to more accurately output the predicted load between the connecting member and the door joint, and the predicted load is used to characterize the friction torque between the pin and the door joint in the current state. By comparing the predicted load with the actual load, and outputting the door joint when it is greater than or equal to the preset threshold as the factor causing the door opening and closing jam, it is convenient for the staff to know the relationship between the current door joint and the door opening and closing jam, and can further provide a theoretical reference for the subsequent staff to adjust the layout of the door joint.

[0075] Reference Figure 3 Based on the above embodiment, when acquiring the first coordinate and the second coordinate, the method provided by the present application includes:

[0076] Step S101, obtaining a first reference coordinate, a second reference coordinate, a third reference coordinate, and a fourth reference coordinate.

[0077] Among them, the first reference coordinate corresponds to the center coordinate of the circle on one side of the connecting hole of the door joint, the second reference coordinate corresponds to the center coordinate of the circle on the other side of the connecting hole of the door joint, the third reference coordinate corresponds to the center coordinate of the circle on one side of the connecting hole of the fuselage support joint, and the fourth reference coordinate corresponds to the center coordinate of the circle on the other side of the connecting hole of the fuselage support joint.

[0078] Step S102: obtaining a first coordinate according to the first reference coordinate and the second reference coordinate, and obtaining a second coordinate according to the third reference coordinate and the fourth reference coordinate.

[0079] The first reference coordinate and the second reference coordinate are used to characterize the coordinates of the connecting hole at the door joint, which can be obtained by laser tracker measurement. At the same time, the third reference coordinate and the fourth reference coordinate are used to characterize the coordinates of the connecting hole at the fuselage support joint, which can also be obtained by laser tracker measurement.

[0080] In order to facilitate the first coordinate to accurately represent the connection hole opened in the hatch joint, and because the connection hole opened in the hatch joint is set as a through hole, the connection hole at the hatch joint is provided with two end faces. In order to facilitate the measurement of the first coordinate of the connection hole at the hatch joint, the center coordinates of the two end faces of the connection hole at the hatch joint are measured by using a laser tracker, and the corresponding coordinate data are output as the first reference coordinate and the second reference coordinate. For example, the measured center coordinates of one end face of the connection hole at the hatch joint can be the first reference coordinate, and the center coordinates of the other end face of the corresponding connection hole can be the second reference coordinate.

[0081] When obtaining the first coordinate according to the first reference coordinate and the second reference coordinate, the method provided in the present application includes: obtaining an average value of the first reference coordinate and the second reference coordinate, and outputting the corresponding average value as the first coordinate.

[0082] For example, if a laser tracker is used to measure the coordinates of the connecting hole at the hatch joint, the axial direction of the connecting hole is based on the z-axis of the reference coordinate system, the measured first reference coordinate is (X1, Y1), and the second reference coordinate is (X2, Y2), then the corresponding first coordinate can be expressed as ((X1+X2) / 2, (Y1+Y2) / 2).

[0083] Based on the above embodiment, the method of obtaining the second coordinates in this application is the same as the method of obtaining the first coordinates, which will not be repeated here. The only difference is that the object measured by the laser tracker is the center coordinate of the end surface of the connection hole at the body support joint.

[0084] Based on the above embodiment, after obtaining the first coordinate and the second coordinate, the method provided by the present application further includes:

[0085] Step S103, obtaining the third coordinate and the fourth coordinate;

[0086] Step S104, obtaining a first offset according to the first coordinate and the third coordinate;

[0087] Step S105, obtaining a second offset according to the second coordinate and the fourth coordinate;

[0088] Step S106, adding the first offset and the second offset to the door model.

[0089] Among them, the third coordinate corresponds to the axial position of the door joint connection hole, and the fourth coordinate corresponds to the axial position of the fuselage support joint connection hole.

[0090] The third coordinate is used to characterize the axis coordinate of the connection hole at the hatch joint. Since there are at least two connection holes at the hatch joint in actual use, and the connection holes at the hatch joint are coaxially arranged, with the long-term use of the hatch, the connection holes at the hatch joint may be offset due to deformation, that is, there is a deviation between the axes of the connection holes at the hatch joint. The first offset is used to characterize the deviation of the connection holes at the hatch joint.

[0091] The fourth coordinate is used to characterize the axis coordinate of the connection hole at the body support joint. At the same time, the body support joint may also cause the connection hole to shift due to deformation. The second offset is used to characterize the deviation of the connection hole at the body support joint.

[0092] The second offset and the first offset can reduce the data processing added to the door model, can facilitate the analysis of the friction load at the pins connecting the door model, and improve the efficiency of obtaining the predicted load at the door joint.

[0093] After obtaining the second offset according to the second coordinate and the fourth coordinate, the method provided in the present application further includes: subtracting the first offset from the second offset to obtain a reference offset; and adding the reference offset to the hatch model.

[0094] A reference coordinate system is established, and the center coordinates of the front and rear hole edges of the connection hole at the hatch joint are measured by a laser tracker to ensure that a certain axis of the reference coordinate system is consistent with the axial direction of the connection hole. The average value of the center coordinates of the front and rear hole edges is taken to represent the position coordinates of the connection hole at the hatch joint. For example, when the y axis of the reference coordinate system is consistent with the axial direction of the connection hole, the coordinates of the corresponding hatch joint connection hole are expressed as (X i , Z i ), i = 1, 2, ..., n, where n is the number of hatch door joint connection holes.

[0095] For example, refer to Figure 4 , there are 5 connection holes at the door joint and the fuselage support joint, and the axis direction of the connection hole of the door joint is parallel to the y-axis of the reference coordinate system, then the coordinates of the connection holes at the door joint and the fuselage support joint are as follows Table 1 and Table 2:

[0096] Table 1 Measurement data of the connection holes at the hatch joint

[0097]

[0098]

[0099] Table 2 Measurement data of connection holes at the fuselage support joint

[0100]

[0101] When obtaining the third coordinate, if the coordinate system of the connection hole at the hatch joint is consistent with the theoretical coordinate system of the hatch, it can be considered that the deformation of the hatch joint fluctuates around the theoretical axis, and then the coordinate of the theoretical axis is taken as the third coordinate (X0, Z0);

[0102] Or if the hatch joints are symmetrically distributed, and since the deformation trend of composite hatches is generally concave and torsion, the coordinates of the middle joint can be taken as the third coordinate (X0, Z0);

[0103] Alternatively, Matlab programming can be used to solve the sum of the distances from each door joint connection hole to the reference axis of the door joint connection hole using the following formula:

[0104]

[0105] Where L is the sum of the distances from the door joint connection hole to the reference axis of the door joint connection hole, X i represents the x-coordinate of the i-th hatch joint connection hole, Z i represents the z coordinate of the i-th hatch joint connection hole; (X0, Z0) represents the third coordinate, X0∈[min(X i ), max(X i )],Z0∈[min(Z i ), max(Z i )].

[0106] By traversing the range X0∈[min(X i ), max(X i )],Z0∈[min(Z i ), max(Z i )], and take (X0, Z0) when L is the minimum value as the calculation axis.

[0107] When obtaining the first offset, the following formula is used for calculation:

[0108]

[0109] in, Indicates the first offset, (X i , Z i ) represents the coordinates of the i-th door joint connection hole, that is, the first coordinate; (X0, Z0) represents the axis coordinates of the door joint connection hole, that is, the third coordinate.

[0110] When obtaining the second offset, the following formula is used for calculation:

[0111]

[0112] in, Indicates the second offset, (Xj , Z j ) represents the coordinate of the j-th body support joint connection hole, that is, the second coordinate; (X0 ′ , Z0 ′ ) represents the axis coordinate of the connecting hole of the body support joint, that is, the fourth coordinate.

[0113] Since both the door joint and the fuselage support joint may be deformed during the actual use of the door, the reference offset can be expressed as:

[0114]

[0115] in, Indicates the reference offset; (X j , Z j ) represents the coordinate of the j-th body support joint connection hole, that is, the second coordinate; (X0 ′ , Z0 ′ ) represents the axis coordinate of the connecting hole of the body support joint, i.e., the fourth coordinate; (X i , Z i ) represents the coordinates of the i-th door joint connection hole, that is, the first coordinate; (X0, Z0) represents the axis coordinates of the door joint connection hole, that is, the third coordinate.

[0116] Exemplarily, the reference coordinate system of the laser tracker is consistent with the theoretical coordinate system of the hatch, that is, the third coordinate is equal to the fourth coordinate, and can therefore be expressed as:

[0117] (X0, Z0) = (X0 ′ , Z0 ′ ) = (569, 160)

[0118] The reference offset of the door joint can be expressed as shown in Table 3:

[0119] Table 3 Reference offset between the connection hole at the door joint and the axis of the connection hole at the door joint

[0120]

[0121] Based on the above embodiment, before comparing the predicted load with the preset actual load, the method provided by the present application further includes:

[0122] Get the gravity load of the hatch corresponding to the hatch joint;

[0123] Obtaining a reference angle of the door; wherein the reference angle corresponds to the minimum angle at which the door remains open;

[0124] Obtain the actual load based on the gravity load and the reference angle.

[0125] The actual load of the hatch joint is the friction torque of the hatch joint during use. Since it is difficult to directly calculate the friction torque of the hatch, and when the hatch opening angle is the reference angle, that is, the reason why the hatch remains stationary is that the friction torque of the hatch is equal to its own gravity load, the friction torque of the corresponding hatch can be calculated by obtaining the gravity load and reference angle of the hatch. For example, if the reference angle is 35°, it means that when the hatch opening angle is 35°, the friction torque of the hatch is balanced with its own gravity load.

[0126] Exemplarily, a method for obtaining the gravity load of a hatch door corresponding to a hatch door joint may include: obtaining the gravity of the hatch door; obtaining the gravity lever arm of the hatch door; wherein the gravity lever arm corresponds to the distance between the center of gravity of the hatch door and the axis of the hatch door joint connecting hole; and obtaining the gravity load based on the gravity and the gravity lever arm.

[0127] The gravity of the hatch is the deadweight of the hatch. By obtaining the distance between the center of gravity of the hatch and the axis of the hatch joint connection hole, the gravity load of the corresponding hatch can be calculated, so as to reduce the subsequent analysis of the predicted load at the hatch joint.

[0128] Based on the above embodiment, before adding the first coordinate and the second coordinate to the preset door model, the method provided by the present application further includes:

[0129] A reference coordinate system is established, wherein any coordinate axis of the reference coordinate system is parallel to the axial direction of the connecting hole of the door joint; position information of the door joint and the fuselage support joint is measured; and a door model is established according to the position information.

[0130] The reference coordinate system representation is used to realize the position of the measuring tool when converting the actual hatch structure into a three-dimensional model. Making any coordinate axis of the reference coordinate system parallel to the axial direction of the connecting hole of the hatch joint can reduce the amount of data for processing the first coordinate and the second coordinate, making it easier to obtain more accurate predicted loads through the hatch model later.

[0131] After adding the reference deviation value to the door model, in order to keep the door model convergent, it is necessary to add a weak stiffness spring on the side of the door model away from the axis of the door joint connection hole. Then, the radial support reaction force of the connector at the door joint is obtained by finite element calculation, and the predicted load of the corresponding door joint can be obtained based on the support reaction force.

[0132] The friction torque and resultant moment at the door joint connection hole are expressed as:

[0133]

[0134] Among them, M iIt is expressed as the friction torque of the connection hole at the hatch joint; μ is expressed as the friction coefficient; It is expressed as the resultant force of the support reaction of the connection hole at the i-th hatch joint; R is expressed as the radius of the connection hole at the hatch joint.

[0135] For example, the friction coefficient μ is 0.1, the joint hole radius R is 4 mm, and the predicted load of the connection hole at the door joint is expressed as shown in Table 4.

[0136] Table 4 Predicted loads of the connection holes at the door joints

[0137]

[0138] The actual load of the door joint obtained by the gravity load is 32N·m, and the friction torque caused by the deformation of the fuselage and the door accounts for 27% of the total friction torque, that is, the ratio of the predicted load to the actual load is greater than the preset threshold of 5%. Therefore, the output is that the corresponding deformed door joint is the influencing factor that causes the door to open and close.

[0139] In addition, refer to Figure 5 To achieve the above-mentioned purpose, the present application also provides an aircraft door joint evaluation device, and the device provided by the present application includes:

[0140] The coordinate acquisition module 510 is configured to acquire a first coordinate and a second coordinate; wherein the first coordinate corresponds to the position of the connection hole of the door joint, and the second coordinate corresponds to the position of the connection hole of the fuselage support joint.

[0141] The coordinate acquisition module 510 establishes a reference coordinate system and uses the established reference coordinate system as the base coordinate system of the laser tracker, and obtains the first coordinate and the second coordinate by receiving the coordinates of the connection holes opened in the door joint and the fuselage support joint respectively measured by the laser tracker.

[0142] The load acquisition module 520 is communicatively connected to the coordinate acquisition module 510, and the load acquisition module 520 is configured to add the first coordinate and the second coordinate to a preset door model, and output a predicted load from the door model; wherein the door model at least includes a door joint and a fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; the predicted load at least includes the friction torque between the door joint and the connector.

[0143] After the coordinate acquisition module 510 adds the first coordinate and the second coordinate to the door model, the computing device constructs boundary conditions for the door model. The boundary conditions may be to apply material properties to the door model. At the same time, a connector for characterizing the pin is added to the door model. Since the connector is arranged between the first coordinate and the second coordinate, and the deformation of the door causes a deviation between the first coordinate and the second coordinate, and the friction torque between the door joint and the connector may be a factor affecting the opening and closing of the door, the load acquisition module 520 acquires the friction torque between the door joint and the connector, thereby facilitating the subsequent calculation of the relationship between the predicted load of the door joint and the actual load of the door.

[0144] The load analysis module 530 is in communication with the load acquisition module 520 , and the load analysis module 530 is configured to compare the predicted load with a preset actual load.

[0145] The evaluation output module 540 is in communication connection with the load analysis module 530, and the evaluation output module 540 is configured to output the door joint as an influencing factor causing the door to be stuck when the ratio of the predicted load to the actual load is greater than or equal to a preset threshold.

[0146] The load analysis module 530 compares the predicted load with the corresponding preset actual load. The actual load can be obtained by obtaining the self-locking state when the hatch is open, that is, the hatch remains open without being subjected to external force in the self-locking state. By comparing the ratio of the predicted load to the actual load, the proportion of the predicted load to the actual load can be obtained, and the evaluation output module outputs whether the hatch joint is a factor affecting the opening and closing of the hatch. If the evaluation output module outputs that the hatch joint is a factor affecting the opening and closing of the hatch, the staff can subsequently adjust the hatch joint to reduce the sticking of the hatch.

[0147] Reference Figure 6 To achieve the above purpose, the present application also provides an aircraft door joint optimization method. The aircraft door joint optimization method provided by the present application is implemented based on the aircraft door joint evaluation method provided by the above technical solution. The method provided by the present application at least includes:

[0148] When the ratio of the predicted load to the actual load is greater than or equal to a preset threshold, removing at least one door joint and the corresponding first coordinate;

[0149] The remaining first coordinates and second coordinates are added to the door model, and the door model outputs the predicted load;

[0150] Compare predicted loads with preset actual loads;

[0151] When the ratio of the predicted load to the actual load is less than a preset threshold, the layout structure of the corresponding door joint is obtained, and the layout structure is output as an optimized structure.

[0152] Since the layout structure of the aircraft door joint affects the friction torque of the corresponding aircraft door, an optimized structure can be obtained by optimizing the number and position of the corresponding door joints. The optimized structure can represent the design direction of reducing the friction torque of the corresponding aircraft door joint.

[0153] For example, if the door joints numbered as joint 1 and joint 5 are cancelled, the predicted loads of the connection holes at the door joints are obtained as shown in Table 5.

[0154] Table 5 Predicted load of the connection hole at the optimized rear door joint

[0155]

[0156] Under the above conditions, the predicted load of the connection hole at the door joint is calculated to be 0.48 N·m, and the friction torque caused by the deformation of the fuselage and the door accounts for 1.5% of the total friction torque, that is, the ratio of the predicted load to the actual load is less than the preset threshold of 5%. This shows that under the connection form of the corresponding door joint, the friction torque of the door joint caused by the deformation of the fuselage and the door can be ignored, so the corresponding door joint layout is a more reasonable design form.

[0157] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for evaluating an aircraft door joint, characterized in that: The method comprises: Acquire a first coordinate and a second coordinate; wherein the first coordinate corresponds to the position of the connection hole of the door joint, and the second coordinate corresponds to the position of the connection hole of the fuselage support joint; The first coordinate and the second coordinate are added to a preset door model, and the door model outputs a predicted load; wherein the door model at least includes the door joint and the fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; the predicted load at least includes a friction torque between the door joint and the connector; comparing the predicted load with a preset actual load; When the ratio of the predicted load to the actual load is greater than or equal to a preset threshold, the door joint is output as an influencing factor causing the door to be stuck.

2. The aircraft door joint evaluation method according to claim 1, characterized in that: The obtaining of the first coordinate and the second coordinate comprises: Acquire a first reference coordinate, a second reference coordinate, a third reference coordinate, and a fourth reference coordinate; wherein the first reference coordinate corresponds to the coordinate of the center of a circle on one side of the connection hole of the door joint, the second reference coordinate corresponds to the coordinate of the center of a circle on the other side of the connection hole of the door joint, the third reference coordinate corresponds to the coordinate of the center of a circle on one side of the connection hole of the fuselage support joint, and the fourth reference coordinate corresponds to the coordinate of the center of a circle on the other side of the connection hole of the fuselage support joint; The first coordinate is obtained according to the first reference coordinate and the second reference coordinate, and the second coordinate is obtained according to the third reference coordinate and the fourth reference coordinate.

3. The aircraft door joint evaluation method according to claim 2, characterized in that: The obtaining the first coordinate according to the first reference coordinate and the second reference coordinate comprises: Obtain an average value of the first reference coordinate and the second reference coordinate to obtain a first coordinate; Correspondingly, obtaining the second coordinate according to the third reference coordinate and the fourth reference coordinate includes: An average value of the third reference coordinate and the fourth reference coordinate is obtained to obtain a second coordinate.

4. The aircraft door joint evaluation method according to claim 1, characterized in that: After acquiring the first coordinate and the second coordinate, the method further includes: Acquire a third coordinate and a fourth coordinate; wherein the third coordinate corresponds to the axial position of the door joint connection hole, and the fourth coordinate corresponds to the axial position of the fuselage support joint connection hole; Obtain a first offset according to the first coordinate and the third coordinate; Obtain a second offset according to the second coordinate and the fourth coordinate; The first offset and the second offset are both added to the door model.

5. The aircraft door joint evaluation method according to claim 4, characterized in that: After obtaining the second offset according to the second coordinate and the fourth coordinate, the method further includes: Subtract the first offset from the second offset to obtain a reference offset; The reference offset is added to the door model.

6. The aircraft door joint evaluation method according to claim 1, characterized in that: Before comparing the predicted load with the preset actual load, the method further includes: Obtaining the gravity load of the hatch door corresponding to the hatch door joint; Obtaining a reference angle of the door; wherein the reference angle corresponds to a minimum angle at which the door remains open; An actual load is obtained according to the gravity load and the reference angle.

7. The aircraft door joint evaluation method according to claim 6, characterized in that: The obtaining of the gravity load of the door corresponding to the door joint includes: obtaining the gravity of the hatch; Obtaining the gravity arm of the hatch; wherein the gravity arm corresponds to the distance between the center of gravity of the hatch and the axis of the hatch joint connection hole; The gravity load is obtained according to the gravity and the gravity arm.

8. The aircraft door joint evaluation method according to claim 1, characterized in that: Before adding the first coordinate and the second coordinate to the preset door model, the method further includes: Establishing a reference coordinate system; wherein any one coordinate axis of the reference coordinate system is parallel to the axial direction of the connecting hole of the hatch joint; Measuring position information of the door joint and the fuselage support joint; The door model is established according to the position information.

9. The aircraft door joint evaluation method according to claim 1, characterized in that: After comparing the predicted load and the actual load, the method further comprises: When the ratio of the predicted load to the actual load is less than a preset threshold, the output of the door joint is independent of the influencing factors of the door opening and closing jam.

10. An aircraft door joint evaluation device, characterized in that: The device comprises: A coordinate acquisition module (510) is configured to acquire a first coordinate and a second coordinate; wherein the first coordinate corresponds to the position of the connection hole of the door joint, and the second coordinate corresponds to the position of the connection hole of the fuselage support joint; A load acquisition module (520) is configured to add the first coordinate and the second coordinate to a preset door model, and output a predicted load from the door model; wherein the door model at least includes the door joint and the fuselage support joint, and a connector is connected between the fuselage support joint and the door joint; and the predicted load at least includes a friction torque between the door joint and the connector; A load analysis module (530) configured to compare the predicted load with a preset actual load; The evaluation output module (540) is configured to output that the door joint is an influencing factor causing the door to be stuck when the ratio of the predicted load to the actual load is greater than or equal to a preset threshold.

11. A method for optimizing an aircraft door joint, characterized in that: The method is implemented based on the aircraft door joint evaluation method according to any one of claims 1 to 9, and the method comprises: When the ratio of the predicted load to the actual load is greater than or equal to a preset threshold, removing at least one door joint and the corresponding first coordinate; adding the remaining first coordinates and second coordinates to the door model, and outputting the predicted load by the door model; comparing the predicted load with a preset actual load; When the ratio of the predicted load to the actual load is less than a preset threshold, the layout structure of the corresponding door joint is acquired, and the layout structure is output as an optimized structure.

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