Dynamic and static test equipment for aircraft parts

Abstract

The invention belongs to the technical field of small wind tunnel tests, and particularly discloses a dynamic and static test device for aircraft components, which comprises an automatic tightening mechanism, a slip locking mechanism, an air inducing mechanism, an attitude feedback assembly and a main base, and is characterized in that the air inducing mechanism is arranged on the main base, the slip locking mechanism is arranged on the air inducing mechanism, and the attitude feedback assembly is arranged on the main base. The posture feedback assembly is arranged on the automatic tightening mechanism. The invention provides a binding device capable of automatically changing tightening force. Different from an active tightening device driven by a motor, the mechanism is simple and stable in structure, and can automatically tighten the wind tunnel when the wind tunnel is started. Moreover, the tightening degree of the scheme is positively correlated with the wind speed in the wind tunnel, so that the tightening degree can be automatically adjusted according to the wind speed requirement, the tightest state is prevented from being kept for a long time, and the problems of damage to a shell and a paint surface and the like are avoided.

Description

Technical Field

[0001] The invention belongs to the technical field of small wind tunnel tests, and in particular relates to dynamic and static testing equipment for aircraft components. Background Art

[0002] During the flight of an aircraft, the flight attitude of the aircraft is mainly controlled by multiple wings with adjustable angles. The same principle applies to small unmanned aerial vehicles. Small drones, model aircraft and other aircraft also need to simulate flight in small wind tunnels during the research and development, trial and testing stages. However, the current small wind tunnels are generally simple in structure and function, and it is difficult to meet the functional requirements of monitoring the elevator drive adjustment effect.

[0003] Since the outer shells of small aircraft are mostly made of smooth plastic materials, a large binding pressure is required to provide sufficient friction for stable fixation, otherwise they are easily blown and slipped by airflow; and the conventional binding and fixing structure also makes the installation and disassembly of the aircraft more troublesome.

[0004] Moreover, since the tail end of a wind tunnel is generally open, the installation and disassembly of the aircraft are carried out at the tail end, while the test is carried out in the middle. The current displacement adjustment mechanism requires complex steps such as sliding, locking, and unlocking. Not only is the structure complex, but it also requires many manual steps and is cumbersome. Summary of the Invention

[0005] In response to the above situation and to overcome the shortcomings of the prior art, the present invention provides a dynamic and static testing device for aircraft components. In order to overcome the technical contradiction of the straps having to be tightened (to provide sufficient friction to ensure a secure binding) and loosened (to facilitate assembly and disassembly of the aircraft), the present invention proposes a binding device that can automatically change the tightening force. Unlike motor-driven active tightening devices, this mechanism has a simple and stable structure and can automatically tighten when the wind tunnel is started.

[0006] Moreover, since the tightening degree of this solution is positively correlated with the wind speed in the wind tunnel, the tightening degree can be automatically adjusted according to the wind speed requirements, avoiding maintaining the tightest state for a long time and avoiding problems such as damage to the outer shell.

[0007] Most electric tightening mechanisms control the tightening degree by the rotation angle of the motor. However, the strap will inevitably be stretched over time, which will result in the tightening degree of the strap becoming worse and worse at the same motor drive angle. This solution does not have this problem. Even if the strap is stretched and deformed, this solution can still maintain the ideal tightening force.

[0008] In addition, the present invention can also achieve a series of complex driving effects such as propulsion, positioning, locking, unlocking, and exit of the aircraft body through a single step of pushing and pulling the push-pull rod.

[0009] The technical solution adopted by the present invention is as follows: The present invention proposes a dynamic and static testing equipment for aircraft components, including an automatic tightening mechanism, a sliding locking mechanism, an air induction mechanism, an attitude feedback component and a main base, the air induction mechanism is arranged on the main base, the sliding locking mechanism is arranged on the air induction mechanism, and the attitude feedback component is arranged on the automatic tightening mechanism.

[0010] Furthermore, the automatic tightening mechanism includes a negative pressure drive component, a pulling and tensioning component and a tensioning rope component. The negative pressure drive component is arranged on the air-inducing mechanism, the pulling and tensioning component is slidably arranged on the sliding locking mechanism, and the tensioning rope assembly is arranged at one end of the air-inducing mechanism.

[0011] Preferably, the negative pressure drive assembly includes an air intake cylinder, the air intake cylinder is provided on the air induction mechanism, a driving piston is slidably engaged in the air intake cylinder, an air hole is provided on the driving piston, a spring base is provided at one end of the air intake cylinder, and a preload spring is provided between the spring base and the driving piston; As a further preferred embodiment of the present invention, the pulling and tensioning assembly includes a hollow lifting rod and a flat strap, the hollow lifting rod is arranged on a sliding locking mechanism, the flat strap wraps the aircraft body and is slidably arranged in the hollow lifting rod, and the tensioning rope assembly is arranged between the flat strap and the driving piston.

[0012] The airflow when the induced draft mechanism is activated can generate negative pressure in the air intake cylinder and automatically push the drive piston to slide, thereby tightening the flat straps; thereby achieving the technical effect of automatically tightening the flat straps during the test, and the tightening degree of the flat straps is positively correlated with the air flow velocity in the wind tunnel body.

[0013] The flat straps automatically tighten during the test and automatically relax after the test, which can overcome the technical contradiction that the flat straps need to be tightened (to provide sufficient friction to ensure a secure binding) but cannot be tightened (to facilitate disassembly and assembly of the aircraft).

[0014] The degree of tightening of the flat strap is positively correlated with the airflow velocity in the wind tunnel body, achieving the technical effect of automatically adjusting the degree of tightening according to the wind speed requirements, avoiding maintaining the tightest state for a long time and avoiding problems such as damage to the shell and paint surface.

[0015] The tightening mode of this solution is based on the tightening force rather than the position of the tensioning mechanism. Therefore, even if the flat strap is stretched and deformed after long-term use, this solution can still maintain the original tightening force.

[0016] Preferably, the tensioning rope assembly includes a steering fork frame, a steering wheel and a linkage rope, the steering fork frame is arranged at one end of the air induced mechanism, the steering wheel is rotatably arranged in the steering fork frame, the two ends of the linkage rope are respectively arranged on the flat strap and the driving piston, and the linkage rope passes around the steering wheel and is in rolling contact with the steering wheel.

[0017] As a further preferred embodiment of the present invention, the attitude feedback assembly includes a sensor bracket and a pitch sensor. The sensor bracket is arranged on both sides of the hollow lifting rod, and the pitch sensor is arranged on the sensor bracket. The pressure indications of the two pitch sensors can feedback the pitch attitude of the aircraft body.

[0018] The pressure reading changes of the two pitch sensors can be used to feedback the attitude changes of the aircraft body, and the reading changes of the force sensor can be used to feedback the upward or downward trend changes of the aircraft body.

[0019] Furthermore, the air-inducing mechanism includes a wind tunnel body, which is arranged on the main base, and the steering fork is arranged at one end of the wind tunnel body. The sliding locking mechanism includes a guide assembly and a locking assembly, the guide assembly is arranged in the wind tunnel body, and the locking assembly is arranged on the guide assembly.

[0020] Preferably, the guide assembly includes a T-shaped sliding rail, a T-shaped slider and a force sensor. The T-shaped sliding rail is arranged on the inner top wall of the wind tunnel body, the T-shaped slider is engaged and slidably arranged in the T-shaped sliding rail, the force sensor is arranged on the T-shaped slider, and the hollow lifting rod is arranged on the force sensor. The longitudinal force exerted on the aircraft body can be fed back through the indication of the force sensor.

[0021] As a further preference of the present invention, the locking assembly includes an elastic lock and a push-pull rod, the elastic lock is symmetrically arranged on both sides of the T-shaped slider, the T-shaped slider is provided with a pull rod slot, the push-pull rod is engaged and slidably arranged in the pull rod slot, one end of the push-pull rod is provided with a tightening portion that cooperates with the elastic lock, the other end of the push-pull rod is provided with a handle portion, and the middle position of the push-pull rod is provided with a avoidance groove.

[0022] The push of the push-pull rod can not only send the aircraft body into the middle of the wind tunnel body and automatically lock its position, but also the limit column at the end of the T-shaped sliding guide rail can prevent the T-shaped slider from sliding out of the T-shaped sliding guide rail; when disassembling, you only need to pull the push-pull rod to unlock the elastic lock first, and then slide the T-shaped slider to the other end of the T-shaped sliding guide rail to disassemble and assemble the aircraft body.

[0023] Furthermore, the air induction mechanism also includes an air induction pipe, the wind tunnel body is provided with an air induction cover, and the air induction pipe is arranged between the air induction cover and the driving piston.

[0024] Preferably, the air induction mechanism further includes an air induction component, and the air induction component includes an air induction plate, which is engaged with the other end of the wind tunnel body, and duct fans are evenly distributed in an annular manner on the air induction plate.

[0025] As a further preferred embodiment of the present invention, the wind tunnel body is made of a transparent material, and smoke pipes are evenly distributed in a ring shape on the induced draft plate, so that the airflow path in the wind tunnel body can be displayed through the smoke in the smoke pipes.

[0026] The beneficial effects achieved by the present invention using the above structure are as follows: (1) When the air induction mechanism is activated, the air flow can generate negative pressure in the air inlet and automatically push the driving piston to slide, thereby tightening the flat strap. This achieves the technical effect of automatically tightening the flat strap during the test, and the degree of tightening of the flat strap is positively correlated with the air flow velocity in the wind tunnel body.

[0027] (2) The flat straps are automatically tightened during the test and automatically loosened after the test, which can overcome the technical contradiction that the flat straps need to be tightened (to provide sufficient friction to ensure a firm binding) but cannot be tightened (to facilitate the disassembly and assembly of the aircraft).

[0028] (3) The degree of tightening of the flat strap is positively correlated with the air flow velocity in the wind tunnel body, achieving the technical effect of automatically adjusting the degree of tightening according to the wind speed, avoiding maintaining the tightest state for a long time, and avoiding problems such as damage to the shell and paint surface.

[0029] (4) The tightening mode of this solution is based on the tightening force rather than the position of the tensioning mechanism. Therefore, even if the flat strap is stretched and deformed after long-term use, this solution can still maintain the original tightening force.

[0030] (5) The pressure readings of the two pitch sensors can be used to provide feedback on the attitude changes of the aircraft body, and the readings of the force sensors can be used to provide feedback on the upward or downward trend of the aircraft body.

[0031] (6) The push of the push-pull rod can not only send the aircraft body into the middle of the wind tunnel body and automatically lock its position, but also prevent the T-shaped slider from sliding out of the T-shaped sliding guide rail through the limit column at the end of the T-shaped sliding guide rail; when disassembling, it is only necessary to pull the push-pull rod to unlock the elastic lock first, and then slide the T-shaped slider to the other end of the T-shaped sliding guide rail to disassemble and assemble the aircraft body. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A three-dimensional diagram of a dynamic and static testing device for aircraft components proposed by the present invention; Figure 2 This is a front view of a dynamic and static testing device for aircraft components proposed by the present invention; Figure 3 for Figure 2 A cross-sectional view along the cutting line AA; Figure 4 for Figure 3 A cross-sectional view along the cutting line BB; Figure 5 for Figure 2 A cross-sectional view along the cutting line CC; Figure 6 A schematic diagram of a half-section structure of a dynamic and static test equipment for aircraft components proposed by the present invention; Figure 7 for Figure 3 A partial enlarged view of point Ⅰ in the middle; Figure 8 for Figure 4 A partial enlarged view of the middle II; Figure 9 for Figure 5 A partial enlarged view of point III in the middle; Figure 10 for Figure 6 A partial enlarged view of point IV in the middle.

[0033] Among them, 1. Automatic tightening mechanism, 2. Sliding locking mechanism, 3. Induced air mechanism, 4. Attitude feedback assembly, 5. Main base, 6. Aircraft body, 7. Negative pressure drive assembly, 8. Pull-out tension assembly, 9. Tension rope assembly, 10. Air intake cylinder, 11. Drive piston, 12. Spring base, 13. Preload spring, 14. Hollow lifting rod, 15. Flat strap, 16. Steering fork, 17. Steering wheel, 18. Linkage rope, 19. Air hole, 20. Guide Components, 21. Locking assembly, 22. T-shaped sliding guide rail, 23. T-shaped slider, 24. Force sensor, 25. Elastic lock, 26. Push-pull rod, 27. Pull rod slide, 28. Bound part, 29. Avoidance groove, 30. Handle part, 31. Wind tunnel body, 32. Induced draft assembly, 33. Induced draft duct, 34. Induced draft disc, 35. Ducted fan, 36. Smoke duct, 37. Sensor bracket, 38. Pitch sensor, 39. Elevator part, 40. Induced draft cover.

[0034] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments; based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0036] In the description of the present invention, it should be understood that terms such as "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0037] like Figures 1 to 10 As shown, the present invention proposes a dynamic and static testing equipment for aircraft components, including an automatic tightening mechanism 1, a sliding locking mechanism 2, an air induction mechanism 3, an attitude feedback component 4 and a main base 5. The air induction mechanism 3 is arranged on the main base 5, the sliding locking mechanism 2 is arranged on the air induction mechanism 3, and the attitude feedback component 4 is arranged on the automatic tightening mechanism 1.

[0038] The automatic tightening mechanism 1 includes a negative pressure drive component 7, a pulling and tensioning component 8 and a tensioning rope component 9. The negative pressure drive component 7 is arranged on the air-inducing mechanism 3, the pulling and tensioning component 8 is slidably arranged on the sliding locking mechanism 2, and the tensioning rope component 9 is arranged at one end of the air-inducing mechanism 3.

[0039] The negative pressure drive assembly 7 includes an air intake cylinder 10, which is arranged on the air induction mechanism 3. A driving piston 11 is slidably engaged with the air intake cylinder 10, and an air hole 19 is provided on the driving piston 11. A spring base 12 is provided at one end of the air intake cylinder 10, and a preload spring 13 is provided between the spring base 12 and the driving piston 11. The pulling and tensioning assembly 8 includes a hollow lifting rod 14 and a flat strap 15. The hollow lifting rod 14 is arranged on the sliding locking mechanism 2. The flat strap 15 wraps the aircraft body 6 and is slidably arranged in the hollow lifting rod 14. The tensioning rope assembly 9 is arranged between the flat strap 15 and the driving piston 11.

[0040] The air flow when the air induction mechanism 3 is started can generate negative pressure in the air inlet cylinder 10 and automatically push the driving piston 11 to slide, thereby tightening the flat strap 15; thereby achieving the technical effect of automatically tightening the flat strap 15 during the test, and the tightening degree of the flat strap 15 is positively correlated with the air flow velocity in the wind tunnel body 31.

[0041] The flat strap 15 is automatically tightened during the test and automatically loosened after the test, which can overcome the technical contradiction that the flat strap 15 needs to be tightened (providing sufficient friction to ensure a firm binding) but cannot be tightened (facilitating disassembly and assembly of the aircraft).

[0042] The tightening degree of the flat strap 15 is positively correlated with the air flow velocity in the wind tunnel body 31, achieving the technical effect of automatically adjusting the tightening degree according to the wind speed requirements, avoiding maintaining the tightest state for a long time, and avoiding problems such as damage to the shell and paint surface.

[0043] The tightening mode of this solution is based on the tightening force rather than the position of the tensioning mechanism. Therefore, even if the flat strap 15 is stretched and deformed after long-term use, this solution can still maintain the original tightening force.

[0044] The tensioning rope assembly 9 includes a steering fork frame 16, a steering wheel 17 and a linkage rope 18. The steering fork frame 16 is arranged at one end of the air induced mechanism 3. The steering wheel 17 is rotatably arranged in the steering fork frame 16. The two ends of the linkage rope 18 are respectively arranged on the flat strap 15 and the driving piston 11. The linkage rope 18 passes around the steering wheel 17 and is in rolling contact with the steering wheel 17.

[0045] The attitude feedback assembly 4 includes a sensor bracket 37 and a pitch sensor 38. The sensor bracket 37 is arranged on both sides of the hollow lifting rod 14, and the pitch sensor 38 is arranged on the sensor bracket 37. The pressure readings of the two pitch sensors 38 can feedback the pitch attitude of the aircraft body 6.

[0046] The pressure reading changes of the two pitch sensors 38 can be used to feed back the attitude changes of the aircraft body 6 , and the reading changes of the force sensor 24 can be used to feed back the upward or downward trend changes of the aircraft body 6 .

[0047] The air induction mechanism 3 includes a wind tunnel body 31, which is arranged on the main base 5, and the steering fork frame 16 is arranged at one end of the wind tunnel body 31. The sliding locking mechanism 2 includes a guide assembly 20 and a locking assembly 21, the guide assembly 20 is arranged in the wind tunnel body 31, and the locking assembly 21 is arranged on the guide assembly 20.

[0048] The guide assembly 20 includes a T-shaped sliding rail 22, a T-shaped slider 23 and a force sensor 24. The T-shaped sliding rail 22 is arranged on the inner top wall of the wind tunnel body 31, the T-shaped slider 23 is engaged and slidably arranged in the T-shaped sliding rail 22, the force sensor 24 is arranged on the T-shaped slider 23, and the hollow lifting rod 14 is arranged on the force sensor 24. The indication of the force sensor 24 can feedback the longitudinal force exerted on the aircraft body 6.

[0049] The locking assembly 21 includes an elastic lock buckle 25 and a push-pull rod 26. The elastic lock buckle 25 is symmetrically arranged on both sides of the T-shaped slider 23. The T-shaped slider 23 is provided with a pull rod slot 27. The push-pull rod 26 is engaged and slidably arranged in the pull rod slot 27. One end of the push-pull rod 26 is provided with a gathering portion 28 that cooperates with the elastic lock buckle 25. The other end of the push-pull rod 26 is provided with a handle portion 30. The middle position of the push-pull rod 26 is provided with a avoidance groove 29.

[0050] The push of the push-pull rod 26 can not only send the aircraft body 6 into the middle of the wind tunnel body 31 and automatically lock its position, but also the limit column at the end of the T-shaped sliding guide rail 22 can prevent the T-shaped slider 23 from sliding out of the T-shaped sliding guide rail 22; when disassembling, it is only necessary to pull the push-pull rod 26 to first unlock the elastic lock 25, and then slide the T-shaped slider 23 to the other end of the T-shaped sliding guide rail 22 to disassemble and assemble the aircraft body 6.

[0051] The air induction mechanism 3 further includes an air induction pipe 33 . An air induction cover 40 is provided on the wind tunnel body 31 . The air induction pipe 33 is provided between the air induction cover 40 and the driving piston 11 .

[0052] The induced air mechanism 3 further includes an induced air component 32 , which includes an induced air plate 34 . The induced air plate 34 is engaged with the other end of the wind tunnel body 31 , and duct fans 35 are evenly distributed in an annular pattern on the induced air plate 34 .

[0053] The wind tunnel body 31 is made of a transparent material, and smoke pipes 36 are evenly distributed in a ring shape on the air induced plate 34. The smoke in the smoke pipes 36 can show the airflow path in the wind tunnel body 31.

[0054] In specific use, in the initial state, the T-shaped slider 23 is located at the end position of the T-shaped sliding guide rail 22 near the tail end of the wind tunnel body 31. At this time, the flat strap 15 is pulled out from the hollow lifting rod 14. Then, after the aircraft body 6 is passed through the flat strap 15 to a suitable position, the flat strap 15 is retracted into the hollow lifting rod 14 by pulling the linkage rope 18. Due to the friction caused by the sliding of the flat strap 15 in the hollow lifting rod 14, even if the linkage rope 18 is released at this time, the weight of the aircraft body 6 is not enough to pull the flat strap 15 out. Then, by pushing the push-pull rod 26, the T-shaped slider 23 slides from one end of the T-shaped sliding guide rail 22 toward the other end until the elastic lock buckle 25 pops out of the sliding groove of the T-shaped sliding guide rail 22, and the push-pull rod 26 just hits the limit block at the end of the T-shaped sliding guide rail 22. At this time, the T-shaped slider 23 is positioned and locked. From then on, as long as a sufficiently large pulling force is not applied to the push-pull rod 26, the T-shaped slider 23 will not slide. During the above process, the linkage rope 18 gradually changes from loose to tight, and eventually pulls the drive piston 11 to produce a certain degree of displacement, and compresses the preload spring 13 to a certain extent; in this state, the elastic force of the preload spring 13 is transmitted to the flat strap 15 through the linkage rope 18, thereby completing the pre-fixation of the aircraft body 6.

[0055] The ducted fan 35 is then activated, and external air first enters the air inlet cylinder 10. The thrust of the air striking the drive piston 11 causes the drive piston 11 to move away from the spring base 12. The air then flows through the air hole 19 and the air duct 33 into the air hood 40, and then through the ducted fan 35 into the wind tunnel body 31. In this state, the relative motion between the airflow in the wind tunnel body 31 and the aircraft body 6 can simulate the state of the aircraft body 6 during flight; The faster the airflow velocity in the wind tunnel body 31, the easier it is for the aircraft body 6 to loosen. However, at the same time, the thrust of the airflow on the driving piston 11 is also greater. The driving piston 11 is simultaneously subjected to the thrust of the airflow and the elastic force of the preload spring 13. The superposition of these two forces can tighten the flat strap 15 via the linkage rope 18. The degree of tightening of the flat strap 15 is positively correlated with the airflow velocity in the wind tunnel body 31. The higher the degree of tightening of the flat straps 15 is, the greater the friction between the flat straps 15 and the aircraft body 6 is.

[0056] Then the aircraft body 6 can be tested. By actively controlling the swing of the elevator portion 39, the force applied to the aircraft body 6 can be changed, thereby simulating various control modes in actual flight. The reading of the force sensor 24 can provide feedback on the upward and downward trends of the aircraft body 6, because the aircraft body 6 cannot actually rise and fall; if the reading of the force sensor 24 after disassembling the aircraft body 6 is taken as the origin, and the upward direction is the positive direction, then when the aircraft body 6 has an upward trend, the force direction of the force sensor 24 is upward, and the larger the reading, the greater the upward thrust; then when the aircraft body 6 has a downward trend, the force direction of the force sensor 24 is downward, and the larger the reading, the greater the downward thrust.

[0057] The pitch sensor 38 can retract when compressed, and the greater the retraction amplitude, the greater the pressure exerted, and the larger the reading. The readings of the two pitch sensors 38 can be used to feedback the pitch state of the aircraft body 6. When the readings of the two pitch sensors 38 are equal, it indicates that the aircraft body 6 is in a horizontal state. When the reading of the pitch sensor 38 at the nose is greater than the reading of the pitch sensor 38 at the tail, it indicates that the aircraft body 6 is in a pitch attitude with the nose higher than the tail, and the greater the difference, the greater the angle between the fuselage and the horizontal angle. When the reading of the pitch sensor 38 at the nose is less than the reading of the pitch sensor 38 at the tail, it indicates that the aircraft body 6 is in a pitch attitude with the nose lower than the tail, and the greater the difference, the greater the angle between the fuselage and the horizontal angle.

[0058] After the test is completed, pull the handle part 30 with greater force. First, the push-pull rod 26 will slide in the pull rod slide groove 27 until the contraction part 28 presses against the elastic lock buckle 25. When continuing to pull, the contraction part 28 will cause the elastic lock buckle 25 to elastically deform toward the middle position, thereby releasing the engagement relationship between the elastic lock buckle 25 and the end of the T-shaped sliding guide rail 22; after unlocking is completed, continue to pull the handle part 30, and the push-pull rod 26 and the T-shaped slider 23 together with the aircraft body 6 can be pulled out as a whole to the position at the end of the wind tunnel body 31. At this time, the flat strap 15 has also become loose, and the aircraft body 6 can be disassembled.

[0059] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0060] The present invention and its embodiments are described above. Such description is not restrictive. The drawings show only one embodiment of the present invention, and the actual structure is not limited thereto. In short, if a person skilled in the art is inspired by the above, and does not deviate from the purpose of the present invention, without inventive design, a structure and embodiment similar to the technical solution should fall within the scope of protection of the present invention.

Claims

1. A dynamic and static testing equipment for aircraft components, characterized by: It comprises an automatic tightening mechanism (1), a sliding locking mechanism (2), an air induction mechanism (3), a posture feedback component (4) and a main base (5), wherein the air induction mechanism (3) is arranged on the main base (5), the sliding locking mechanism (2) is arranged on the air induction mechanism (3), and the posture feedback component (4) is arranged on the automatic tightening mechanism (1); The automatic tightening mechanism (1) comprises a negative pressure driving component (7), a pulling and tensioning component (8) and a tensioning rope component (9), wherein the negative pressure driving component (7) is arranged on the air inducing mechanism (3), the pulling and tensioning component (8) is slidably arranged on the sliding locking mechanism (2), and the tensioning rope component (9) is arranged at one end of the air inducing mechanism (3); The negative pressure drive assembly (7) includes an air intake cylinder (10), the air intake cylinder (10) is provided on the air induction mechanism (3), a driving piston (11) is slidably engaged in the air intake cylinder (10), an air hole (19) is provided on the driving piston (11), a spring base (12) is provided at one end of the air intake cylinder (10), and a preload spring (13) is provided between the spring base (12) and the driving piston (11); The pulling and tensioning assembly (8) comprises a hollow hoisting rod (14) and a flat strap (15), wherein the hollow hoisting rod (14) is arranged on the sliding locking mechanism (2), the flat strap (15) wraps the aircraft body (6) and is slidably arranged in the hollow hoisting rod (14), and the tensioning rope assembly (9) is arranged between the flat strap (15) and the driving piston (11).

2. The dynamic and static testing equipment for aircraft components according to claim 1, characterized in that: The tensioning rope assembly (9) comprises a steering fork frame (16), a steering wheel (17) and a linkage rope (18); the steering fork frame (16) is arranged at one end of the air induction mechanism (3); the steering wheel (17) is rotatably arranged in the steering fork frame (16); the two ends of the linkage rope (18) are respectively arranged on the flat strap (15) and the driving piston (11); the linkage rope (18) passes around the steering wheel (17) and is in rolling contact with the steering wheel (17).

3. The dynamic and static testing equipment for aircraft components according to claim 1, characterized in that: The attitude feedback assembly (4) includes a sensor bracket (37) and a pitch sensor (38), wherein the sensor bracket (37) is arranged on both sides of the hollow hanging rod (14), and the pitch sensor (38) is arranged on the sensor bracket (37). The pitch attitude of the aircraft body (6) can be fed back through the pressure readings of the two pitch sensors (38).

4. The dynamic and static testing equipment for aircraft components according to claim 2, characterized in that: The air induction mechanism (3) includes a wind tunnel body (31), the wind tunnel body (31) is arranged on the main base (5), the steering fork (16) is arranged at one end of the wind tunnel body (31), and the sliding locking mechanism (2) includes a guide component (20) and a locking component (21), the guide component (20) is arranged in the wind tunnel body (31), and the locking component (21) is arranged on the guide component (20).

5. The dynamic and static testing equipment for aircraft components according to claim 4, characterized in that: The guide assembly (20) includes a T-shaped sliding guide rail (22), a T-shaped slider (23) and a force sensor (24), wherein the T-shaped sliding guide rail (22) is arranged on the inner top wall of the wind tunnel body (31), the T-shaped slider (23) is engaged and slidably arranged in the T-shaped sliding guide rail (22), the force sensor (24) is arranged on the T-shaped slider (23), and the hollow lifting rod (14) is arranged on the force sensor (24), and the longitudinal force applied to the aircraft body (6) can be fed back through the indication of the force sensor (24).

6. The dynamic and static testing equipment for aircraft components according to claim 5, characterized in that: The locking assembly (21) includes an elastic lock buckle (25) and a push-pull rod (26), wherein the elastic lock buckle (25) is symmetrically arranged on both sides of the T-shaped slider (23), the T-shaped slider (23) is provided with a pull rod slot (27), the push-pull rod (26) is engaged and slidably arranged in the pull rod slot (27), one end of the push-pull rod (26) is provided with a contraction portion (28) that cooperates with the elastic lock buckle (25), the other end of the push-pull rod (26) is provided with a handle portion (30), and the middle position of the push-pull rod (26) is provided with a avoidance groove (29).

7. The dynamic and static testing equipment for aircraft components according to claim 6, characterized in that: The air induction mechanism (3) further comprises an air induction pipe (33); an air induction cover (40) is provided on the wind tunnel body (31); and the air induction pipe (33) is provided between the air induction cover (40) and the driving piston (11).

8. The dynamic and static testing equipment for aircraft components according to claim 7, characterized in that: The air induction mechanism (3) further includes an air induction component (32), the air induction component (32) including an air induction plate (34), the air induction plate (34) being engaged with the other end of the wind tunnel body (31), and duct fans (35) being evenly distributed in an annular pattern on the air induction plate (34).

9. The dynamic and static testing equipment for aircraft components according to claim 8, characterized in that: The wind tunnel body (31) is made of a transparent material, and smoke pipes (36) are evenly distributed in a ring shape on the air induction plate (34). The smoke in the smoke pipes (36) can display the airflow path in the wind tunnel body (31).

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