Full-machine static testing machine supporting method

Abstract

The invention belongs to the technical field of aviation aircraft ground tests, and relates to a full-aircraft static testing machine support method, which comprises the following steps: when a nose landing gear load condition test is carried out, respectively carrying out course displacement constraint and vertical displacement constraint on a left main landing gear and a right main landing gear of an aircraft; lateral displacement constraint is conducted on a left main landing gear or a right main landing gear of the aircraft, and meanwhile vertical displacement constraint is conducted on a specified reinforcing frame on the aircraft body; when a full-aircraft working condition test is carried out, course displacement constraint and vertical displacement constraint are respectively carried out on a left main undercarriage and a right main undercarriage of an aircraft, vertical displacement constraint and lateral displacement constraint are carried out on a nose undercarriage of the aircraft, and meanwhile lateral displacement constraint is carried out on a specified reinforcing frame on a fuselage. The method is simple in operation, easy to implement, accurate in measurement and low in cost.

Description

Technical Field

[0001] The present application belongs to the technical field of ground testing of aviation vehicles, and in particular, relates to a method for supporting a full-aircraft static testing machine. Background Art

[0002] Before the first flight of an aircraft, a full-aircraft static test is generally required to verify the structural strength of the aircraft. When conducting a full-aircraft static test, a certain support method must be selected to constrain the aircraft. At present, most aircraft have a three-point landing gear layout. When conducting a full-aircraft static test, a three-point static support method for the landing gear is adopted, specifically to constrain the heading displacement of the left main landing gear and the right main landing gear; constrain the lateral displacement of the left main landing gear or the right main landing gear; constrain the vertical displacement of the front landing gear, the left main landing gear, and the right main landing gear. The main disadvantages of this support method are: 1. It cannot meet the front load condition test; 2. For aircraft with landing gear arranged under the wing, the landing gear is far away from the central wing. Under this support method, the wing is greatly deformed after being loaded, and the lateral rigid displacement of the landing gear is obvious after the wing deformation.

[0003] In the prior art, a Chinese invention patent with application number 201010114217.7 provides a method for supporting the static test of the front fuselage of a light aircraft, which uses clamps to constrain the two frame sections of the rear fuselage of the aircraft. The disadvantage of this constraint method is that it constrains the lateral, vertical and torsional directions of the aircraft at the same time, fails to decouple the three constraint states, and cannot accurately measure the support reaction force at the clamp constraint in real time. Summary of the invention

[0004] In order to solve the above problems, the present application provides a full-aircraft static test machine support method, which is applied to an aircraft with a landing gear arranged under the wing. The method mainly includes:

[0005] When the front landing gear load condition test is carried out, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the left main landing gear or the right main landing gear of the aircraft is subjected to lateral displacement constraints, and the designated reinforcement frame on the fuselage is subjected to vertical displacement constraints;

[0006] When conducting the full aircraft working condition test, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the front landing gear of the aircraft is subjected to vertical displacement constraints and lateral displacement constraints, and at the same time, the designated reinforcement frame on the fuselage is subjected to lateral displacement constraints.

[0007] Preferably, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage or lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the load applying mechanism is connected by arranging adhesive tape along the circumference of the designated reinforcement frame.

[0008] Preferably, constraining the vertical displacement of the designated reinforcement frame on the fuselage includes arranging adhesive tapes at the upper and lower parts of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of upper and lower pulling.

[0009] Preferably, constraining the lateral displacement of the designated reinforcement frame on the fuselage includes arranging adhesive tapes on the left and right sides of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of left-right pulling.

[0010] Preferably, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage or lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the number of tapes to be affixed is calculated according to the size of the tensile load in accordance with the requirement that a single piece of tape bears no more than 2000N.

[0011] Preferably, when the number of the adhesive tapes exceeds a preset value, the tensile load is distributed to each adhesive tape by adding one or more I-shaped levers.

[0012] Preferably, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage, the load values ​​applied by the upper and lower actuators are measured in real time, and the vertical constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the upper and lower actuators.

[0013] Preferably, when lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the load values ​​applied by the left and right actuators are measured in real time, and the lateral constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the left and right actuators.

[0014] The application is simple to operate, easy to implement, accurate in measurement and low in cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a side view of a preferred embodiment of the whole aircraft static test machine support method of the present application when conducting a front landing gear load condition test.

[0016] Figure 2 This application Figure 1 Rear view of the illustrated embodiment.

[0017] Figure 3 It is a schematic diagram of vertical displacement constraint and lateral displacement constraint for the designated reinforcement frame on the fuselage. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail in combination with the drawings in the implementation of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and cannot be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in combination with the drawings.

[0019] The present application provides a whole-aircraft static test machine support method, which is applied to an aircraft with a landing gear arranged under the wing. The method mainly includes:

[0020] When the front landing gear load condition test is carried out, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the left main landing gear or the right main landing gear of the aircraft is subjected to lateral displacement constraints, and the designated reinforcement frame on the fuselage is subjected to vertical displacement constraints;

[0021] When conducting the full aircraft working condition test, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the front landing gear of the aircraft is subjected to vertical displacement constraints and lateral displacement constraints, and at the same time, the designated reinforcement frame on the fuselage is subjected to lateral displacement constraints.

[0022] For the first case, the present application can also be applied to aircraft with landing gear arranged under the fuselage, referring to Figure 1 and Figure 2 , applicable to the front landing gear load condition test. When conducting the front landing gear load condition test, because the test part is the front fuselage of the aircraft and the front landing gear needs to be loaded, it cannot be constrained. Therefore, this application adopts the support method of main landing gear constraint + fuselage frame vertical constraint, specifically: constrain the heading displacement and vertical displacement of the aircraft's left main landing gear and right main landing gear, and then select one of the left main landing gear or the right main landing gear for lateral displacement constraint, and select a reinforcement frame on the fuselage to constrain its vertical displacement.

[0023] For the second case, it is suitable to conduct full-aircraft working condition tests on aircraft with underwing landing gear. For aircraft with underwing landing gear, the landing gear is arranged under the wing, far away from the central wing, and the wing deforms greatly after being loaded (close to 1000mm). After the wing is deformed, the lateral rigid displacement of the landing gear is obvious. When the traditional landing gear is statically supported at three points, the lateral support is set on the landing gear. At this time, the lateral rigid displacement of the fuselage structure is obvious. When the aircraft deviates from the symmetry plane as a whole, loading errors are caused at all loading points, and lateral loads are generated at the same time. This error is all accumulated at the lateral support of the landing gear. As the total load increases, the lateral reaction force increases synchronously, which in turn affects the test results of the wing, especially the test results of the wing on the side of the lateral constraint, and ultimately affects the accuracy of the full-aircraft test. To this end, this application adopts a support method of front landing gear and main landing gear constraints + fuselage frame lateral constraints, specifically: constraining the vertical displacement and lateral displacement of the front landing gear, constraining the heading displacement and vertical displacement of the left main landing gear and the right main landing gear, and selecting a reinforced frame on the fuselage to constrain its lateral displacement.

[0024] In some optional embodiments, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage or lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the load applying mechanism is connected by arranging adhesive tape along the circumference of the designated reinforcement frame.

[0025] refer to Figure 1 , Figure 2 and Figure 3 The designated reinforcement frame is generally the reinforcement frame located on the rear side of the fuselage, such as frame 25. Then, tape is pasted on the outer side of the skin at the 25 frame section of the aircraft along the designated position of the frame circumference. The actuator is used for loading to form a tensile load at the fuselage frame section to achieve the purpose of restraining the vertical displacement of the aircraft fuselage.

[0026] In some optional embodiments, constraining the vertical displacement of a designated reinforcement frame on the fuselage includes arranging adhesive tapes at the upper and lower parts of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of upper and lower pulling.

[0027] In this embodiment, reference Figure 3 At the frame section, adhesive tape is symmetrically pasted on the outer side of the skin along the left and right symmetric planes of the frame to form a tensile load at the fuselage frame section to achieve the purpose of restraining the vertical displacement of the aircraft fuselage.

[0028] In some optional embodiments, constraining the lateral displacement of a designated reinforcement frame on the fuselage includes arranging adhesive tape on the left and right sides of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of left-right pulling.

[0029] In this embodiment, reference Figure 3At the frame section, adhesive tape is symmetrically pasted on the outer side of the skin along the upper and lower symmetric planes of the frame to form a tensile load at the fuselage frame section to achieve the purpose of restraining the lateral displacement of the aircraft fuselage.

[0030] In some optional embodiments, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage or lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the number of tapes to be affixed is calculated based on the size of the tensile load in accordance with the requirement that a single piece of tape bears no more than 2000N.

[0031] In some optional embodiments, when the number of the adhesive tapes exceeds a preset value, the tensile load is distributed to each adhesive tape by adding one or more I-shaped levers.

[0032] Generally speaking, when pasting tape, the principle is that the load of a single tape should not exceed 2000N. The number of tapes to be pasted is calculated according to the size of the tensile load. If the tensile load is large and the number of tapes pasted is large, a multi-level lever can be assembled, and the lever is an I-beam; the appropriate loading actuator is selected according to the load size. For example, 8 pieces of tape are pasted symmetrically along the left and right sides of the frame ring on the upper and lower parts of the 25 frame for loading. The upper load is 1.5 tons, the lower load is 1.1 tons, and the vertical constraint reaction force is an upward load of 0.4 tons. These 8 pieces of tape form a 2-level lever, and the maximum output load of the loading actuator selected according to the load is 2 tons.

[0033] In some optional embodiments, when vertical displacement constraint is applied to a designated reinforcement frame on the fuselage, the load values ​​applied by the upper and lower actuators are measured in real time, and the vertical constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the upper and lower actuators.

[0034] In some optional embodiments, when lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, the load values ​​applied by the left and right actuators are measured in real time, and the lateral constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the left and right actuators.

[0035] When the present application conducts a front landing gear load condition test, the heading displacement and vertical displacement of the left main landing gear and the right main landing gear are constrained, the lateral displacement of the left main landing gear or the right main landing gear is constrained, and a reinforcement frame is selected on the fuselage to constrain its vertical displacement, thereby solving the problem that a typical three-point statically determinate support method of the landing gear cannot meet the requirements of the front landing gear load test.

[0036] For aircraft with underwing landing gear, when the whole-aircraft load condition is carried out, the vertical and lateral displacements of the front landing gear are constrained, the heading displacements and vertical displacements of the left and right main take-offs are constrained, and a reinforcement frame is selected on the fuselage to constrain its lateral displacement. This effectively solves the problem that after the large deformation of the wing in the whole-aircraft static test of the aircraft with underwing landing gear layout, the landing gear produces significant lateral rigid body displacement, which causes the fuselage to deviate from the symmetry plane, thereby generating a large loading error.

[0037] The present application uses adhesive tape to stick at the fuselage frame section, uses an actuator to load, and forms a tensile load at the fuselage frame section to achieve the purpose of restraining the displacement of the aircraft fuselage in a certain direction. Its advantages are mainly as follows: sticking the adhesive tape is easy to operate and has low cost; the adhesive tape loading is relatively flexible, and it only restrains the displacement of the aircraft in a specific direction without affecting the displacement of the aircraft in other directions, so that the test constraint state is clear and definite; the use of an actuator to load to generate a tensile load can control the constraint reaction force in real time and accurately through the load difference of the actuators on both sides.

[0038] In summary, the present application is a test machine support method that is simple to operate, easy to implement, accurate in measurement, and low in cost, and has great scientific research application value.

[0039] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for supporting a full-aircraft static test machine, applied to an aircraft with underwing landing gear, characterized in that: The method includes: When the front landing gear load condition test is carried out, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the left main landing gear or the right main landing gear of the aircraft is subjected to lateral displacement constraints, and the designated reinforcement frame on the fuselage is subjected to vertical displacement constraints; When conducting the full aircraft working condition test, the left main landing gear and the right main landing gear of the aircraft are respectively subjected to directional displacement constraints and vertical displacement constraints, the front landing gear of the aircraft is subjected to vertical displacement constraints and lateral displacement constraints, and at the same time, the designated reinforcement frame on the fuselage is subjected to lateral displacement constraints.

2. The whole machine static testing machine support method according to claim 1, characterized in that: When a vertical displacement constraint is applied to a designated reinforcement frame on the fuselage or a lateral displacement constraint is applied to a designated reinforcement frame on the fuselage, a load applying mechanism is connected by arranging adhesive tape along the circumference of the designated reinforcement frame.

3. The whole machine static testing machine support method according to claim 2, characterized in that: The vertical displacement constraint of the designated reinforcement frame on the fuselage includes arranging adhesive tapes at the upper and lower parts of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of upper and lower pulling.

4. The whole machine static testing machine support method according to claim 2, characterized in that: The lateral displacement constraint of the designated reinforcement frame on the fuselage includes arranging adhesive tapes on the left and right sides of the designated reinforcement frame along the axis of the designated reinforcement frame to constrain the vertical displacement in the form of left-right pulling.

5. The whole machine static testing machine support method according to claim 3 or 4, characterized in that: When performing vertical displacement constraints on designated reinforcement frames on the fuselage or lateral displacement constraints on designated reinforcement frames on the fuselage, the number of tapes to be affixed shall be calculated based on the size of the tensile load, in accordance with the requirement that the load of a single piece of tape shall not exceed 2000N.

6. The whole machine static testing machine support method according to claim 5, characterized in that: When the number of the adhesive tapes exceeds a preset value, the tensile load is distributed to each adhesive tape by adding one or more I-shaped levers.

7. The whole machine static testing machine support method as claimed in claim 3, characterized in that: When the vertical displacement constraint is applied to the designated reinforcement frame on the fuselage, the load values ​​applied by the upper and lower actuators are measured in real time, and the vertical constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the upper and lower actuators.

8. The whole machine static testing machine support method according to claim 4, characterized in that: When the lateral displacement constraint is applied to the designated reinforcement frame on the fuselage, the load values ​​applied by the left and right actuators are measured in real time, and the lateral constraint reaction force of the aircraft fuselage is controlled according to the load difference applied by the left and right actuators.

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