Method for testing mechanical bearing and medium transportation performance of aircraft structural member

Abstract

The invention relates to a mechanical bearing and medium transportation performance testing method for an aircraft structural member, belongs to the technical field of aviation structural member performance testing, and solves the problems that in the prior art, a method for simultaneously testing mechanical bearing and medium transportation performance lacks, a coupling test between fluid and mechanics cannot be carried out at the same time, and the testing efficiency is low. And the test result is not accurate. According to the method, the mechanical bearing function and the medium transportation function of the aircraft structural component are subjected to coupling testing, the mechanical bearing performance and the medium transportation performance of the aircraft structural component can be tested at the same time, the coupling effect between fluid and mechanics can be considered, a real use scene is simulated, and the testing result is more accurate; the test steps are simple and the test cost is low; the aircraft structural member obtained through testing is excellent in mechanical bearing performance and medium transportation performance.

Description

Technical Field

[0001] The present application belongs to the technical field of aviation structural component performance testing, and in particular, relates to a method for testing the mechanical bearing and medium transport performance of aircraft structural components. Background Art

[0002] Good load-bearing performance of aircraft structural parts is of great significance to ensure the durability and safety of equipment. At the same time, with the rapid development of aerospace, electronics and electrical fields, various industries urgently need to solve the problem of heat dissipation of equipment. Arranging flow channels and using cooling water to dissipate heat from equipment is currently a commonly used heat dissipation method. With the significant increase in the demand for material saving and weight reduction and the substantial increase in the compactness of equipment, the available space is gradually reduced, and load-bearing and transport integrated structural parts have received widespread attention. Testing the load-bearing and medium transport performance of the integrated structure is a necessary way to determine whether the structural parts can meet the functional and performance requirements of the aircraft.

[0003] It is very important for a device to have both good mechanical bearing performance and medium transport performance. Usually, the mechanical bearing and medium transport performance tests are carried out independently, which cannot fully simulate the actual working conditions and the test results are inaccurate.

[0004] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Summary of the invention

[0005] The purpose of this application is to provide a method for testing the mechanical bearing and medium transport performance of aircraft structural parts, so as to solve the problems in the prior art of lack of a method for simultaneously testing mechanical bearing and medium transport performance, inability to simultaneously perform coupling tests between fluid and mechanics, and inaccurate test results.

[0006] The technical solution of this application is:

[0007] A method for testing the mechanical bearing and medium transport performance of an aircraft structural component, comprising:

[0008] Step 1, determine the aircraft structure to be tested;

[0009] Step 2: split the aircraft structure to be tested into at least one test piece, determine the loading position of the load loading point of the test piece, and set a strain gauge on the test piece;

[0010] Step 3, determining a path for the cooling medium to flow in the test piece;

[0011] Step 4, respectively performing an internal pipeline flow resistance test, an internal pressure bearing capacity assessment test, a mechanical bearing performance assessment test, and an internal pressure bearing and mechanical bearing coupling test on the test piece to obtain test data;

[0012] Step 5: According to the test data, obtain the load-strain curve of the aircraft structure to be tested and the cooling medium flow rate variation curve under the coupling effect of internal pressure and mechanical bearing.

[0013] In at least one embodiment of the present application, in step 1, determining the aircraft structure to be tested includes:

[0014] Step 11, determining the structure of the preset aircraft structural parts;

[0015] Step 12: obtaining the aircraft structure to be tested based on the preset aircraft structure and the aircraft structure topology optimization model.

[0016] In at least one embodiment of the present application, the predetermined aircraft structure comprises a load-bearing structure and a transport pipeline, and the transport pipeline comprises a supply flow channel and a collection flow channel.

[0017] In at least one embodiment of the present application, in step 12, obtaining the aircraft structure to be tested based on the preset aircraft structure and the aircraft structure topology optimization model includes:

[0018] Step 121, extracting the load borne by the aircraft load-bearing frame from the total aircraft load;

[0019] Step 122, obtaining cooling medium flow demand;

[0020] Step 123: Based on the load borne by the aircraft load-bearing frame and the cooling medium flow rate requirement, the aircraft structural component topology optimization model is used to optimize the preset aircraft structural component to obtain the aircraft structural component to be tested.

[0021] In at least one embodiment of the present application, in step 4, performing an internal pipeline flow resistance test on the test piece includes:

[0022] dividing the passage of the test piece into a plurality of loops;

[0023] Pass the cooling medium into multiple circuits separately to keep the flow rate stable during measurement;

[0024] Record flow, pressure, temperature and velocity in multiple circuits.

[0025] In at least one embodiment of the present application, in step 4, the internal pressure bearing capacity assessment test of the test piece includes:

[0026] dividing the passage of the test piece into a plurality of loops;

[0027] Connect multiple circuits accurately and seal them well;

[0028] Multiple circuits are pressurized step by step through the cooling medium;

[0029] The strain data of the strain gauge on the test piece is recorded.

[0030] In at least one embodiment of the present application, in step 4, the test piece is subjected to a mechanical bearing performance assessment test, including:

[0031] Applying horizontal thrust step by step at the loading position of the load application point of the test piece;

[0032] The strain data of the strain gauge on the test piece is recorded.

[0033] In at least one embodiment of the present application, in step 4, the test piece is subjected to an internal pressure bearing and mechanical bearing coupling test, including:

[0034] Dividing the passage of the test piece into a plurality of loops, introducing a cooling medium into the plurality of loops, and gradually pressurizing the plurality of loops by the cooling medium;

[0035] Applying horizontal thrust step by step at the loading position of the load application point of the test piece;

[0036] The strain data of the strain gauge on the test piece is recorded.

[0037] The invention has at least the following beneficial technical effects:

[0038] The method for testing the mechanical bearing and medium transport performance of aircraft structural parts of the present application can realize the simultaneous testing of the mechanical bearing and medium transport performance of aircraft structural parts, can take into account the coupling effect between fluid and mechanics, simulate real usage scenarios, and the test results are more accurate; the test steps are simple and the test cost is low; the mechanical bearing and medium transport performance of the aircraft structural parts obtained after the test are excellent. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic diagram of a front side frame of the aircraft structure to be tested according to the present invention;

[0040] Figure 2 is a schematic diagram of a back side frame of an aircraft structure to be tested according to the present invention;

[0041] Figure 3 It is a schematic diagram of the front side of a test piece of the aircraft structure to be tested according to the present invention;

[0042] Figure 4 is a schematic diagram of the back side of a test piece of an aircraft structure to be tested according to the present invention;

[0043] Figure 5 A schematic diagram of multiple passages of a test piece of an aircraft structure to be tested according to the present invention;

[0044] Figure 6 is a schematic diagram of multiple circuits of a test piece of an aircraft structure to be tested according to the present invention;

[0045] Figure 7 It is a coordinate schematic diagram of the front side of the test piece of the aircraft structure to be tested according to the present invention.

[0046] in:

[0047] 1. Front side frame, 2. Second supply channel, 3. First supply channel, 4. Front side ribs, 5. First supply channel inlet, 6. Second supply channel inlet, 7. First supply channel outlet, 8. First collecting channel inlet, 9. Back side frame, 10. First collecting channel, 11. Second collecting channel, 12. Back side ribs, 13. Second collecting channel outlet, 14. First collecting channel outlet, 15. Second collecting channel inlet, 16. Second supply channel outlet, 17. First load loading point, 18. Second load loading point, 701. First supply channel outlet I, 702. First supply channel outlet II, 703. First supply channel outlet III, 704. First supply channel outlet IV, 1501. Second collecting channel inlet I, 1502. Second collecting channel inlet II, 1503 Second collecting channel inlet III, 1504. Second collecting channel inlet IV. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment 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 embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0049] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the scope of protection of the present application.

[0050] The following is combined with Figures 1 to 7This application is described in further detail.

[0051] The present application provides a method for testing the mechanical bearing and medium transport performance of aircraft structural parts, and the specific steps are as follows:

[0052] Step 1, determine the aircraft structure to be tested;

[0053] Step 2: split the aircraft structure to be tested into at least one test piece, determine the loading position of the load loading point of the test piece, and set a strain gauge on the test piece;

[0054] Step 3, determining a flow path of the cooling medium in the test piece;

[0055] Step 4: Conduct internal pipeline flow resistance test, internal pressure bearing capacity assessment test, mechanical bearing performance assessment test and internal pressure bearing and mechanical bearing coupling test on the test piece to obtain test data;

[0056] Step 5: Based on the test data, obtain the load-strain curve of the aircraft structure to be tested, and the cooling medium flow rate change curve under the coupling effect of internal pressure and mechanical bearing.

[0057] In a preferred embodiment of the present application, in step 1, determining the aircraft structure to be tested, the specific steps are:

[0058] Step 11: Determine the structure of a preset aircraft structural component, wherein the preset aircraft structural component includes a load-bearing structure and a transport pipeline, and the transport pipeline includes a supply flow channel and a collection flow channel.

[0059] Furthermore, the bearing structure includes a front side frame 1 and a back side frame 9; the transport pipeline includes a supply channel and a collecting channel; the supply channel is arranged on the front side frame 1 for supplying the cooling medium, and the collecting channel is arranged on the back side frame 9 for collecting the cooling medium.

[0060] Further, see Figure 1 and Figure 3 The front side frame 1 includes a first belly frame, a first front side surface and a second front side surface with the same shape; the first front side surface and the second front side surface have the same shape, including a front side surface bottom surface, a front side surface upper curved surface and a front side surface lower curved surface; the front side surface bottom edges of the two front side surfaces are butted together to form the front side frame 1; the outer surface of the front side frame 1 is provided with a second supply flow channel 2, a first supply flow channel 3, a front side rib 4, a first supply flow channel inlet 5, a second supply flow channel inlet 6, a first supply flow channel outlet 7 and a first collection flow channel inlet 8;

[0061] Further, see Figure 2 and Figure 4The dorsal frame 9 includes a second belly frame, a first dorsal side surface and a second dorsal side surface with the same shape; the first dorsal side surface and the second dorsal side surface have the same shape, including a dorsal side bottom surface, a dorsal side upper curved surface and a dorsal side lower curved surface; the dorsal side bottom edges of the two dorsal side surfaces are butted together to form the dorsal frame 9; the outer surface of the dorsal frame 9 is provided with a first collecting flow channel 10, a second collecting flow channel 11, a dorsal side rib 12, a second collecting flow channel outlet 13, a first collecting flow channel outlet 14, a second collecting flow channel inlet 15 and a second supply flow channel outlet 16.

[0062] It can be understood that the front side is the side in the same direction as the heading of the aircraft, and the back side is the side in the opposite direction to the heading of the aircraft.

[0063] Further, see Figure 1 and Figure 2 The front side frame 1 and the back side frame 9 have the same shape, and the outer shape is composed of curves with different upper and lower curvatures, which are symmetrical. The front side frame 1 and the back side frame 9 are symmetrically fitted to form a preset aircraft structure.

[0064] Further, see Figure 1 and Figure 2 The first supply channel 3 and the second collection channel 11 are respectively arranged at the upper positions of the front side frame 1 and the back side frame 9; the first supply channel 3 and the second collection channel 11 have the same shape, and the first supply channel 3 and the second collection channel 11 are arranged at corresponding positions on the front side frame 1 and the back side frame 9, and are located in the same position area on the bearing structure;

[0065] Furthermore, the second supply channel 2 is arranged on the first front side surface of the front side frame 1, and the first collecting channel 10 is arranged on the first back side surface. The second supply channel 2 and the first collecting channel 10 have corresponding setting positions on the front side frame 1 and the back side frame 9, and are located in the same position area on the bearing structure. The second supply channel 2 and the first collecting channel 10 have the same shape.

[0066] Further, see Figure 1-Figure 2 The first supply channel 3 and the second collecting channel 11 are both provided with two primary branch channels, and each primary branch channel is provided with two secondary branch channels. The configuration presents the characteristics of "one divided into four" and "four divided into eight", and has good uniform medium transportation and load-bearing performance.

[0067] Furthermore, the second supply channel 2 and the first supply channel 3 transport the cooling medium of the two regions respectively; the first supply channel inlet 5 and the second supply channel inlet 6 are used to achieve uniform distribution of the cooling medium of the two regions. The first collection channel inlet 8 is located on the front side of the aircraft structure; the second supply channel outlet 16 is located on the back side of the aircraft structure.

[0068] When in use, the cooling medium flows in from the first supply channel inlet 5 and the second supply channel inlet 6, flows through the first supply channel 3 and the second supply channel 2 respectively, and then flows out from the first supply channel outlet 7 and the second supply channel outlet 16 to the radiators arranged on both sides;

[0069] Then the cooling medium flows in from the second collecting flow channel inlet 15 and the first collecting flow channel inlet 8 , flows through the second collecting flow channel 11 and the first collecting flow channel 10 respectively, and merges into the second collecting flow channel outlet 13 and the first collecting flow channel outlet 14 .

[0070] That is, the cooling medium supply process is: the first passage is: the first supply channel inlet 5 to the first supply channel 3 to the first supply channel outlet 7; the second passage is: the second supply channel inlet 6 to the second supply channel 2 to the second supply channel outlet 16.

[0071] The cooling medium recovery process is as follows: the third passage is from the first collecting channel inlet 8 to the first collecting channel 10 to the first collecting channel outlet 14; the fourth passage is from the second collecting channel inlet 15 to the second collecting channel 11 to the second collecting channel outlet 13 and the first collecting channel outlet 14.

[0072] Furthermore, the aircraft structural component is an aircraft load-bearing frame.

[0073] Step 12: Based on the preset aircraft structure and the aircraft structure topology optimization model, the aircraft structure to be tested is obtained. The specific steps are as follows:

[0074] Step 121, extracting the load borne by the aircraft load-bearing frame from the whole aircraft load as a mechanical load input;

[0075] Step 122: Obtain cooling medium flow requirement.

[0076] In this embodiment, the cooling medium flow rate requirement is 14 L / min.

[0077] Furthermore, according to the requirements of medium transport function and load-bearing capacity, the main load-bearing frame of the fuselage adopts aircraft structural parts.

[0078] Step 123: Based on the load borne by the aircraft load-bearing frame and the cooling medium flow rate requirement, the aircraft structural component topology optimization model is used to optimize the preset aircraft structural component to obtain the aircraft structural component to be tested.

[0079] Furthermore, the aircraft structural component topology optimization model includes a rib topology optimization model and a flow channel topology optimization model.

[0080] Furthermore, the front side ribs 4 and the back side ribs 12 are optimized and determined according to the rib topology optimization model, and the expression is:

[0081]

[0082] Minimize C=∫ D H(φ S (x))f·udV

[0083] st

[0084]

[0085] Where D represents the total set of design variables of the ribs; represents the design variable vector set of the j-th reinforcement; Represents the design variable vector set of the nth rib; n is the total number of ribs; T represents matrix transpose; x represents the coordinate vector at the unit node x in the design domain; C represents the rib optimization objective function; H(.) represents the Heaviside function; φ S (.) represents the topological description function of the rib; f represents the function acting on the Neumann boundary Γ t The body force on the topology; u represents the displacement field matrix; V represents the volume of the design domain; q represents the penalty index value required by the topological description function; represents the fourth-order isotropic elastic tensor of the preset aircraft structural material; ε(.) represents the second-order linear strain tensor; v represents the test function defined in the design domain; S' represents the test function domain; It is represented as the set of possible values ​​of the trial function; V represents the upper limit threshold of the volume constraint; represents the set of all design variables; represents the prescribed displacement on the Dirichlet boundary, which is the zero matrix here; Γ u represents the Dirichlet boundary; D represents the lower limit of all design variables; represents the upper limits for all design variables.

[0086] Furthermore, the second supply channel 2, the first supply channel 3, the first collecting channel 10 and the second collecting channel 11 are expressed as follows according to the channel topology optimization model:

[0087]

[0088] st

[0089]

[0090] Where D' represents the total set of design variables for the flow channel and ribs; represents the variable vector set associated with the i-th flow channel; represents the variable vector set related to the nm-th flow channel, where the total number of flow channels and ribs is m, and the number of ribs is n; T represents matrix transpose; represents the design variable vector of the j-th rib component; represents the design variable vector set of the mth rib; x represents the coordinate vector of the unit node in the design domain; C mix represents the mixed objective function, which is obtained by weighting the total elastic strain energy of the structure and the standard deviation of the flow rate at several flow channel outlets; H(.) represents the Heaviside function; φ S (.) represents the topological description function of the rib; f represents the function acting on the Neumann boundary Γ t The body force on the topology; u represents the displacement field matrix; V represents the volume of the design domain; q represents the penalty index value required by the topological description function; represents the fourth-order isotropic elastic tensor of the preset aircraft structural material; ε(.) represents the second-order linear strain tensor; v represents the test function defined in the design domain; S' represents the test function domain; represents the set of possible values ​​of the trial function; It is expressed as the upper threshold of volume constraint; represents the set of all design variables; represents the prescribed displacement on the Dirichlet boundary, which is the zero matrix here; Γ u represents the Dirichlet boundary; D represents the lower limit of all design variables; represents the upper limit of all design variables; a represents the weight coefficient of the total elastic strain energy of the structure; b represents the weight coefficient of the standard deviation of the flow rate at the outlet of several flow channels; v i represents the outlet flow velocity of the i-th flow channel; vave represents the mean outlet flow velocity of all flow channels.

[0091] Furthermore, the design constraints include loads borne by the aircraft structure and cooling medium flow requirements.

[0092] In step 2, see Figure 7 , split the aircraft structure to be tested into two left and right test pieces along their respective side bottom surfaces, and test the test piece provided with the second supply flow channel 5 and the first collection flow channel 10; determine the loading position of the load loading point of the test piece, and attach strain gauges to the test piece;

[0093] Furthermore, two load application points are set; strain gauges are attached to the ribs and web of the test piece.

[0094] Further, see Figure 7Taking the front side frame 1 as an example, the intersection of the bottom surface of the front side and the lower curved surface of the front side is the origin, and the bottom surface of the front side is the y-axis; the direction perpendicular to the bottom surface of the front side by the intersection of the upper curved surface of the front side and the lower curved surface of the front side is the x-axis; the coordinates of the first load loading point 17 are (x1, y1), and the coordinates of the second load loading point 18 are (x2, y2).

[0095] Furthermore, the loading positions of the two load loading points are determined according to the actual loading positions of the engineering structure.

[0096] Step 3: Determine four paths through which the cooling medium flows in the test piece.

[0097] Specifically, see Figure 3 and Figure 4 The first supply channel outlet 7 includes a first supply channel outlet I 701, a first supply channel outlet II 702, a first supply channel outlet III 703 and a first supply channel outlet IV 704; the second collecting channel inlet 15 includes a second collecting channel inlet I 1501, a second collecting channel inlet II 1502, a second collecting channel inlet III 1503 and a second collecting channel inlet IV 1504.

[0098] When using, see Figure 5 and Figure 6 , the cooling medium flows in from the first supply channel inlet 5, flows through the first supply channel 3 respectively, and then flows out from the first supply channel outlet I 701, the first supply channel outlet II 702, the first supply channel outlet III 703 and the first supply channel outlet IV 704 to the splitter, and then flows from the splitter to the first collecting channel inlet 8, and then flows through the first collecting channel 10, flows into the first collecting channel outlet 14, and finally enters the cooling medium box;

[0099] The cooling medium flows in from the second supply channel inlet 6, flows through the second supply channel 2, flows into the second supply channel outlet 16, enters the splitter, and then flows from the splitter into the second collecting channel inlet I 1501, the second collecting channel inlet II 1502, the second collecting channel inlet III 1503, and the second collecting channel inlet IV 1504, then flows through the second collecting channel 11, flows into the second collecting channel outlet 13, and finally enters the cooling medium box;

[0100] See attached Figure 5 , the four pathways are pathway 1, pathway 2, pathway 3, and pathway 4;

[0101] Wherein, passage 1 is the first supply channel inlet 5 flowing into the first supply channel outlet I 701, the first supply channel outlet II 702, the first supply channel outlet III 703 and the first supply channel outlet IV 704 respectively;

[0102] Passage 2 flows from the second supply flow channel inlet 6 to the second supply flow channel outlet 16;

[0103] Passage 3 flows from the second collecting channel inlet Ⅰ1501, the second collecting channel inlet Ⅱ1502, the second collecting channel inlet Ⅲ1503 and the second collecting channel inlet Ⅳ1504 into the second collecting channel outlet 13;

[0104] Passage 4 flows from the first collecting channel inlet 8 into the first collecting channel outlet 14 .

[0105] Step 4: Conduct internal pipeline flow resistance test, internal pressure bearing capacity assessment test, mechanical bearing performance assessment test and internal pressure bearing and mechanical bearing coupling test on the test piece to obtain test data;

[0106] Specifically, see Figure 3-Figure 5 The specific steps for conducting the internal pipeline flow resistance test on the test piece are as follows:

[0107] (1) Passage 1 and passage 4 form loop 1, and passage 2 and passage 3 form loop 2, ensuring that the transport pipelines are connected accurately and sealed properly; the pump body supplies pressure to loop 1 and loop 2 twice, and the cooling medium enters loop 1 and loop 2 from passage 1 and passage 2 respectively;

[0108] (2) Close the ball valve of passage 2 or the ball valve of passage 1 through the pump body control cabinet to ensure that the flow rate of the first supply channel inlet 5 and the second supply channel inlet 6 is stable at half of the cooling medium flow rate requirement when measured respectively, preferably, 7L / min, to keep the cooling medium flowing in the transport pipeline; record the flow rate, pressure, temperature and flow rate of the first supply channel outlet I701, the first supply channel outlet II702, the first supply channel outlet III703 and the first supply channel outlet IV704, and the second supply channel outlet 16.

[0109] Specifically, see Figure 3-Figure 5 The specific steps for conducting the internal pressure bearing capacity test on the test piece are as follows:

[0110] (1) Path 1 and Path 4 form loop 1, and Path 2 and Path 3 form loop 2;

[0111] (2) Ensure that the transport pipeline connections are accurate and sealed;

[0112] (3) The cooling medium in the closed transport pipeline is pressurized through the pump body.

[0113] Pre-experimental stage: the pressure load is increased step by step according to 5% of the test pressure load, and the pressure load is increased to 40% and the strain of the strain gauge is measured step by step; the pre-experimental stage is repeated twice to obtain the test data of the two pre-experimental stages.

[0114] Check the repeatability and validity of the test data from the above two preliminary test stages, so that the strain value error of the strain gauge measured each time is less than 5%. If the repeatability is unqualified, check the test process until it meets the requirements.

[0115] Formal trial stage:

[0116] The first formal test phase: load the test pressure step by step by 5% to 67% of the test pressure, maintain the load for 30 seconds, measure the strain step by step, and unload to 0 after completion; check the test piece after unloading, if there is any damage, return to step 1 to re-determine the aircraft structure to be tested; check the repeatability and validity of the test data after the test, if it is unqualified, check the test process until it meets the requirements.

[0117] The second formal test phase: load the test pressure load step by step by 5%, and then load it step by step by 3% after loading it to 67%, load it to 100% of the test pressure load, maintain the load for 30 seconds, measure the strain step by step, and then unload it to 0; after unloading, check the test piece, if there is any damage, return to step 1 to re-determine the aircraft structure to be tested; after the test, check the repeatability and validity of the test data, if it is unqualified, check the test process until it meets the requirements.

[0118] Specifically, see Figure 7 The specific steps for conducting mechanical bearing performance test on the test piece are as follows:

[0119] (1) Ensure that the loading position of the test piece and the load application point are correct and well aligned. The hydraulic cylinder pushes the connecting rod to apply horizontal thrust to the two loading points of the test piece through the single-ear and double-ear pin connection.

[0120] (2) Pre-experimental stage: Load the test piece step by step according to the 5% test load until the load reaches 40% and measure the strain of the strain gauge step by step; after completing the record, unload and check the stress condition of the test piece and the loading equipment, and repeat the test twice.

[0121] (3) Check the repeatability and validity of the test data from the two preliminary test stages, so that the strain value error of the strain gauge measured each time is less than 5%. If the repeatability is unsatisfactory, check the test process until it meets the requirements.

[0122] (4) Formal trial stage:

[0123] The first formal test phase: increase the horizontal thrust load step by step by 5% of the test pressure load, load to 67% of the test pressure load, maintain the load for 30 seconds, measure the strain step by step, and unload to 0 after completion; check the test piece after unloading, if there is any damage, return to step 1 to re-determine the aircraft structure to be tested; check the repeatability and validity of the test data after the test, if it is unqualified, check the test process until it meets the requirements.

[0124] The second formal test phase: increase the horizontal thrust load step by step by 5% of the test pressure load, and then increase the horizontal thrust load step by step by 3% of the test pressure load after loading to 67% of the test pressure load, load to 100% of the test pressure load, maintain the load for 30 seconds, measure the strain step by step, and then unload to 0; check the test piece after unloading, if there is any damage, return to step 1 to re-determine the aircraft structure to be tested; check the repeatability and validity of the test data after the test, if it is unqualified, check the test process until it meets the requirements.

[0125] Specifically, see Figure 6 The specific steps for conducting the internal pressure bearing and mechanical bearing coupling test on the test piece are as follows:

[0126] The first formal test phase: the pump body flow system (main body) and the mechanical loading system (the hydraulic cylinder pushes the connecting rod to apply horizontal thrust to the two loading points of the test piece through the single-ear and double-ear pin connection) are loaded step by step at 5% of the test load at the same time, loaded to 67% of the test load, and maintained for 30 seconds. The strain is measured and recorded step by step, and unloaded to 0 after completion; after unloading, check the test piece. If there is any damage, return to step 1 to re-determine the aircraft structure to be tested; after the test, check the repeatability and validity of the test data. If it is unqualified, check the test process until it meets the requirements.

[0127] The second formal test phase: increase the horizontal thrust load step by step by 5% of the test pressure load, and then increase the horizontal thrust load step by step by 3% of the test pressure load after loading to 67% of the test pressure load, load to 100% of the test pressure load, maintain the load for 30 seconds, measure the strain step by step, and then unload to 0; check the test piece after unloading, if there is any damage, return to step 1 to re-determine the aircraft structure to be tested; check the repeatability and validity of the test data after the test, if it is unqualified, check the test process until it meets the requirements.

[0128] Finally, in step 5, the load-strain curve of the cooling medium aircraft structure and the cooling medium flow rate variation curve under the coupling effect of internal pressure and mechanical bearing are calculated based on the test data obtained in step 4.

[0129] The method for testing the mechanical bearing and medium transport performance of aircraft structural parts of the present application couples the mechanical bearing and medium transport functions of aircraft structural parts to test them simultaneously, and can take into account the coupling effect between fluid and mechanics, simulate real usage scenarios, and provide more accurate test results; the test steps are simple and the test cost is low; the mechanical bearing and medium transport performance of the aircraft structural parts obtained through testing are excellent.

[0130] 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 testing the mechanical bearing and medium transport performance of aircraft structural parts, characterized in that: include: Step 1, determine the aircraft structure to be tested; Step 2: split the aircraft structure to be tested into at least one test piece, determine the loading position of the load loading point of the test piece, and set a strain gauge on the test piece; Step 3, determining a path for the cooling medium to flow in the test piece; Step 4, respectively performing an internal pipeline flow resistance test, an internal pressure bearing capacity assessment test, a mechanical bearing performance assessment test, and an internal pressure bearing and mechanical bearing coupling test on the test piece to obtain test data; Step 5: According to the test data, obtain the load-strain curve of the aircraft structure to be tested and the cooling medium flow rate variation curve under the coupling effect of internal pressure and mechanical bearing.

2. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to claim 1, characterized in that: In step 1, the aircraft structure to be tested is determined, including: Step 11, determining the structure of the preset aircraft structural parts; Step 12: obtaining the aircraft structure to be tested based on the preset aircraft structure and the aircraft structure topology optimization model.

3. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to claim 2, characterized in that: The preset aircraft structure comprises a bearing structure and a transport pipeline, and the transport pipeline comprises a supply flow channel and a collection flow channel.

4. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to claim 2, characterized in that: In step 12, the aircraft structure to be tested is obtained based on the preset aircraft structure and the aircraft structure topology optimization model, including: Step 121, extracting the load borne by the aircraft load-bearing frame from the total aircraft load; Step 122, obtaining cooling medium flow demand; Step 123: Based on the load borne by the aircraft load-bearing frame and the cooling medium flow rate requirement, the aircraft structural component topology optimization model is used to optimize the preset aircraft structural component to obtain the aircraft structural component to be tested.

5. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to any one of claims 1 to 4, characterized in that: In step 4, the test piece is subjected to an internal pipeline flow resistance test, including: dividing the passage of the test piece into a plurality of loops; Pass the cooling medium into multiple circuits separately to keep the flow rate stable during measurement; Record flow, pressure, temperature and velocity in multiple circuits.

6. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to any one of claims 1 to 4, characterized in that: In step 4, the test piece is subjected to an internal pressure bearing capacity assessment test, including: dividing the passage of the test piece into a plurality of loops; Connect multiple circuits accurately and seal them well; Multiple circuits are pressurized step by step through the cooling medium; The strain data of the strain gauge on the test piece is recorded.

7. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to any one of claims 1 to 4, characterized in that: In step 4, the test piece is subjected to a mechanical bearing performance assessment test, including: Applying horizontal thrust step by step at the loading position of the load application point of the test piece; The strain data of the strain gauge on the test piece is recorded.

8. The method for testing the mechanical bearing and medium transport performance of aircraft structural parts according to any one of claims 1 to 4, characterized in that: In step 4, the test piece is subjected to an internal pressure bearing and mechanical bearing coupling test, including: Dividing the passage of the test piece into a plurality of loops, introducing a cooling medium into the plurality of loops, and gradually pressurizing the plurality of loops by the cooling medium; Applying horizontal thrust step by step at the loading position of the load application point of the test piece; The strain data of the strain gauge on the test piece is recorded.

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