A dynamic and static test equipment for aircraft components

Abstract

The application belongs to the technical field of small wind tunnel test, and particularly discloses a dynamic and static test equipment for aircraft parts, which comprises an automatic tightening mechanism, a sliding locking mechanism, a wind guiding mechanism, an attitude feedback assembly and a main base, the wind guiding mechanism is arranged on the main base, the sliding locking mechanism is arranged on the wind guiding mechanism, and the attitude feedback assembly is arranged on the automatic tightening mechanism. The application provides a binding device capable of automatically changing the tightening force; unlike the active tightening device driven by a motor, the mechanism is simple and stable, and can automatically tighten when the wind tunnel is started. Moreover, since the tightening degree of the application is positively correlated with the wind speed in the wind tunnel, the tightening degree can be automatically adjusted according to the need of the wind speed, so as to avoid keeping the most tight state for a long time and avoid damaging the shell, paint and other problems.

Description

Technical Field

[0001] This invention belongs to the field of small wind tunnel testing technology, specifically referring to a dynamic and static testing equipment for aircraft components. Background Technology

[0002] During flight, the flight attitude of an aircraft is mainly controlled by multiple adjustable wings. 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, development, testing, and evaluation stages. However, the current structure and function of small wind tunnels are generally relatively simple, making it difficult to meet the functional requirements of monitoring the elevator drive adjustment effect.

[0003] Since the outer shell of small aircraft is mostly made of smooth plastic material, a large binding pressure is required to provide enough friction to achieve stable fixation; otherwise, it is easy to be blown away and slide by airflow. In addition, conventional binding and fixing structures make the installation and disassembly of aircraft quite troublesome.

[0004] Moreover, since wind tunnels are generally open at the rear, the installation and disassembly of aircraft are carried out at the rear, while testing is conducted in the middle. Current displacement adjustment mechanisms require complex steps such as sliding, locking, and unlocking, which are not only structurally complex but also require many and cumbersome manual operations. Summary of the Invention

[0005] In view of the above situation and to overcome the defects of the prior art, the present invention provides a dynamic and static testing equipment for aircraft components. In order to overcome the technical contradiction that the straps need to be tightened (to provide sufficient friction to ensure a secure binding) and loosened (to facilitate the 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] Furthermore, since the tightness of this design is positively correlated with the wind speed inside the wind tunnel, it can automatically adjust the tightness according to the wind speed requirements, avoiding maintaining the tightest state for a long time and preventing problems such as damage to the outer shell.

[0007] Most electric tightening mechanisms control the tightening degree by rotating the motor. However, the straps will inevitably stretch over time, which will cause the tightness of the straps to decrease with the same motor drive angle. This solution does not have this problem. Even if the straps are stretched and deformed, this solution can still maintain the ideal tightening force.

[0008] In addition, the present invention can achieve a series of complex driving effects such as propulsion, positioning, locking, unlocking, and withdrawal of the aircraft body through a single step of pushing and pulling the push 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, a wind-induced mechanism, an attitude feedback component and a main base. The wind-induced mechanism is located on the main base, the sliding locking mechanism is located on the wind-induced mechanism, and the attitude feedback component is located on the automatic tightening mechanism.

[0010] Furthermore, the automatic tightening mechanism includes a negative pressure drive component, a pull-out tensioning component, and a tension rope component. The negative pressure drive component is mounted on the air-guiding mechanism, the pull-out tensioning component is slidably mounted on the sliding locking mechanism, and the tension rope component is mounted at one end of the air-guiding mechanism.

[0011] Preferably, the negative pressure drive assembly includes an air inlet cylinder, which is mounted on the air intake mechanism. A drive piston is slidably engaged in the air inlet cylinder. The drive piston has an air passage hole. A spring base is provided at one end of the air inlet cylinder. A pre-tightening spring is provided between the spring base and the drive piston.

[0012] As a further preferred embodiment of the present invention, the pull-out tensioning assembly includes a hollow lifting rod and a flat strap. The hollow lifting rod is disposed on a sliding locking mechanism, the flat strap wraps around the aircraft body and is slidably disposed in the hollow lifting rod, and the tensioning rope assembly is disposed between the flat strap and the drive piston.

[0013] The airflow generated when the induced draft mechanism is activated creates negative pressure in the air intake cylinder, which automatically pushes the drive piston to slide, thereby tightening the flat strap. This achieves the technical effect of automatically tightening the flat strap during testing, and the degree of tightening of the flat strap is positively correlated with the airflow velocity in the wind tunnel.

[0014] The flat straps automatically tighten during testing and automatically loosen after testing, which overcomes the technical contradiction that flat straps must both tighten (to provide sufficient friction to ensure a secure binding) and not tighten (to facilitate the assembly and disassembly of aircraft).

[0015] The tightness of the flat straps is positively correlated with the airflow speed in the wind tunnel, achieving the technical effect of automatically adjusting the tightness according to the wind speed requirements, avoiding the need to maintain the tightest state for a long time, and avoiding problems such as damage to the outer shell and paint.

[0016] The tightening mechanism 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.

[0017] Preferably, the tensioning rope assembly includes a steering fork frame, a steering wheel, and a linkage rope. The steering fork frame is located at one end of the air-driving mechanism, the steering wheel is rotatably located in the steering fork frame, and the two ends of the linkage rope are respectively located on the flat strap and the drive piston. The linkage rope passes around the steering wheel and rolls in contact with the steering wheel.

[0018] As a further preferred embodiment of the present invention, the attitude feedback component includes a sensor bracket and a pitch sensor. The sensor bracket is located on both sides of the hollow hoisting rod, and the pitch sensor is located on the sensor bracket. The pitch attitude of the aircraft body can be fed back through the pressure readings of the two pitch sensors.

[0019] The change in pressure readings from two pitch sensors can provide feedback on the attitude change of the aircraft itself, while the change in readings from a force sensor can provide feedback on the upward or downward trend of the aircraft itself.

[0020] Furthermore, the wind-inducing mechanism includes a wind tunnel body, which is mounted on the main base, and the steering fork is mounted on one end of the wind tunnel body. The sliding locking mechanism includes a guide component and a locking component, which are located in the wind tunnel body and mounted on the guide component.

[0021] Preferably, the guiding assembly includes a T-shaped sliding guide rail, a T-shaped slider, and a force sensor. The T-shaped sliding guide rail is disposed on the inner top wall of the wind tunnel body, the T-shaped slider is engaged and slidably disposed in the T-shaped sliding guide rail, the force sensor is disposed on the T-shaped slider, and the hollow hoisting rod is disposed on the force sensor. The longitudinal force on the aircraft body can be fed back through the reading of the force sensor.

[0022] As a further preferred embodiment of the present invention, the locking assembly includes an elastic buckle and a push-pull rod. The elastic buckle is symmetrically arranged on both sides of the T-shaped slider. The T-shaped slider is provided with a pull rod groove. The push-pull rod is engaged and slidably disposed in the pull rod groove. One end of the push-pull rod is provided with a constriction portion that cooperates with the elastic buckle. The other end of the push-pull rod is provided with a handle portion. A clearance groove is provided in the middle position of the push-pull rod.

[0023] Pushing the push-pull rod not only sends the aircraft body into the middle of the wind tunnel body and automatically locks its position, but also prevents the T-shaped slider from sliding out of the T-shaped sliding guide rail by the limiting post at the end of the T-shaped sliding guide rail. During disassembly, simply 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.

[0024] Furthermore, the air-guiding mechanism also includes an air-guiding pipe, and the wind tunnel body is provided with an air-guiding hood, with the air-guiding pipe located between the air-guiding hood and the drive piston.

[0025] Preferably, the air-expelling mechanism further includes an air-expelling component, which includes an air-expelling disc. The air-expelling disc is engaged with the other end of the wind tunnel body, and duct fans are evenly distributed in a ring on the air-expelling disc.

[0026] As a further preferred embodiment of the present invention, the wind tunnel body is made of transparent material, and smoke pipes are evenly distributed in a ring on the air intake plate, so that the airflow path in the wind tunnel body can be displayed through the smoke in the smoke pipes.

[0027] The beneficial effects achieved by the present invention using the above structure are as follows:

[0028] (1) The airflow during the start of the induced draft mechanism can generate negative pressure in the air intake cylinder and automatically push the drive piston to slide, thereby tightening the flat strap; thus achieving 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 airflow speed in the wind tunnel body.

[0029] (2) The flat straps automatically tighten during the test and automatically loosen after the test, which can overcome the technical contradiction that the flat straps must be tightened (to provide sufficient friction to ensure a firm binding) but cannot be tightened (to facilitate the assembly and disassembly of the aircraft).

[0030] (3) The tightness of the flat strap is positively correlated with the airflow speed in the wind tunnel body, realizing the technical effect of automatically adjusting the tightness according to the wind speed, avoiding the need to maintain the tightest state for a long time, and avoiding damage to the shell and paint.

[0031] (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.

[0032] (5) The attitude change of the aircraft body can be fed back by the pressure reading changes of the two pitch sensors, and the upward or downward trend of the aircraft body can be fed back by the reading changes of the force sensor.

[0033] (6) 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 rail by the limiting post at the end of the T-shaped sliding 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 rail to disassemble and assemble the aircraft body. Attached Figure Description

[0034] Figure 1 This is a perspective view of a dynamic and static testing equipment for aircraft components proposed in this invention.

[0035] Figure 2This is a front view of a dynamic and static testing equipment for aircraft components proposed in this invention.

[0036] Figure 3 for Figure 2 A cross-sectional view along the cutting line AA;

[0037] Figure 4 for Figure 3 A cross-sectional view along the cutting line BB;

[0038] Figure 5 for Figure 2 A cross-sectional view along the section line CC;

[0039] Figure 6 This is a half-section structural schematic diagram of a dynamic and static testing equipment for aircraft components proposed in this invention.

[0040] Figure 7 for Figure 3 A magnified view of a section at point I;

[0041] Figure 8 for Figure 4 Enlarged view of a section at point II;

[0042] Figure 9 for Figure 5 Enlarged view of a section at point III;

[0043] Figure 10 for Figure 6 A magnified view of a section at point IV.

[0044] The components include: 1. Automatic tightening mechanism; 2. Sliding locking mechanism; 3. Air intake mechanism; 4. Attitude feedback component; 5. Main base; 6. Aircraft body; 7. Negative pressure drive component; 8. Pull-out tensioning component; 9. Tensioning rope component; 10. Air intake cylinder; 11. Drive piston; 12. Spring base; 13. Pre-tension spring; 14. Hollow hoisting rod; 15. Flat strap; 16. Steering fork frame; 17. Steering wheel; 18. Linkage rope; 19. Air vent; 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 groove, 28. Convergence part, 29. Alternating groove, 30. Handle part, 31. Wind tunnel body, 32. Air intake assembly, 33. Air intake pipe, 34. Air intake disc, 35. Duct fan, 36. Smoke pipe, 37. Sensor bracket, 38. Pitch sensor, 39. Elevator part, 40. Air intake hood.

[0045] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. Detailed Implementation

[0046] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0047] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0048] like Figures 1-10 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, a wind-guiding mechanism 3, an attitude feedback component 4, and a main base 5. The wind-guiding mechanism 3 is disposed on the main base 5, the sliding locking mechanism 2 is disposed on the wind-guiding mechanism 3, and the attitude feedback component 4 is disposed on the automatic tightening mechanism 1.

[0049] The automatic tightening mechanism 1 includes a negative pressure drive component 7, a pull-out tensioning component 8, and a tensioning rope component 9. The negative pressure drive component 7 is mounted on the air-guiding mechanism 3, the pull-out tensioning component 8 is slidably mounted on the sliding locking mechanism 2, and the tensioning rope component 9 is mounted on one end of the air-guiding mechanism 3.

[0050] The negative pressure drive assembly 7 includes an air inlet cylinder 10, which is mounted on the air induced mechanism 3. A drive piston 11 is slidably engaged in the air inlet cylinder 10. An air passage hole 19 is provided on the drive piston 11. A spring base 12 is provided at one end of the air inlet cylinder 10. A pre-tightening spring 13 is provided between the spring base 12 and the drive piston 11.

[0051] The tensioning assembly 8 includes a hollow lifting rod 14 and a flat strap 15. The hollow lifting rod 14 is mounted on the sliding locking mechanism 2. The flat strap 15 wraps around the aircraft body 6 and slides within the hollow lifting rod 14. The tensioning rope assembly 9 is located between the flat strap 15 and the drive piston 11.

[0052] When the airflow is activated by the induced draft mechanism 3, a negative pressure is generated in the air intake cylinder 10 and automatically pushes the drive piston 11 to slide, thereby tightening the flat strap 15; thus achieving the technical effect of automatically tightening the flat strap 15 during the test, and the degree of tightening of the flat strap 15 is positively correlated with the airflow speed in the wind tunnel body 31.

[0053] The flat strap 15 automatically tightens during the test and automatically loosens after the test, which can overcome the technical contradiction that the flat strap 15 must both tighten (to provide sufficient friction to ensure a firm binding) and not tighten (to facilitate the assembly and disassembly of the aircraft).

[0054] The tightness of the flat strap 15 is positively correlated with the airflow speed in the wind tunnel body 31, achieving the technical effect of automatically adjusting the tightness according to the wind speed requirements, avoiding the need to maintain the tightest state for a long time, and avoiding problems such as damage to the outer shell and paint.

[0055] 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.

[0056] The tensioning rope assembly 9 includes a steering fork 16, a steering wheel 17, and a linkage rope 18. The steering fork 16 is located at one end of the air-driving mechanism 3. The steering wheel 17 is rotatably located in the steering fork 16. The two ends of the linkage rope 18 are respectively located on the flat strap 15 and the drive piston 11. The linkage rope 18 passes around the steering wheel 17 and rolls in contact with the steering wheel 17.

[0057] The attitude feedback component 4 includes a sensor bracket 37 and a pitch sensor 38. The sensor bracket 37 is located on both sides of the hollow hoisting rod 14, and the pitch sensor 38 is located 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.

[0058] The attitude change of the aircraft body 6 can be fed back by the pressure reading changes of the two pitch sensors 38, and the trend change of the aircraft body 6 in ascending or descending can be fed back by the reading changes of the force sensor 24.

[0059] The wind-inducing mechanism 3 includes a wind tunnel body 31, which is mounted on the main base 5. The steering fork 16 is mounted on one end of the wind tunnel body 31. The sliding locking mechanism 2 includes a guide component 20 and a locking component 21, which are mounted in the wind tunnel body 31 and mounted on the guide component 20.

[0060] The guiding assembly 20 includes a T-shaped sliding guide rail 22, a T-shaped slider 23, and a force sensor 24. The T-shaped sliding guide rail 22 is located on the inner top wall of the wind tunnel body 31. The T-shaped slider 23 is engaged and slidably disposed in the T-shaped sliding guide rail 22. The force sensor 24 is disposed on the T-shaped slider 23. The hollow hoisting rod 14 is disposed on the force sensor 24. The longitudinal force on the aircraft body 6 can be fed back through the reading of the force sensor 24.

[0061] The locking assembly 21 includes an elastic latch 25 and a push-pull rod 26. The elastic latch 25 is symmetrically arranged on both sides of the T-shaped slider 23. The T-shaped slider 23 is provided with a pull rod groove 27. The push-pull rod 26 is engaged and slidably disposed in the pull rod groove 27. One end of the push-pull rod 26 is provided with a constriction part 28 that cooperates with the elastic latch 25. The other end of the push-pull rod 26 is provided with a handle part 30. A clearance groove 29 is provided in the middle position of the push-pull rod 26.

[0062] Pushing the push-pull rod 26 not only sends the aircraft body 6 into the middle of the wind tunnel body 31 and automatically locks its position, but also prevents the T-shaped slider 23 from sliding out of the T-shaped sliding guide 22 by the limiting post at the end of the T-shaped sliding guide 22. During disassembly, simply pull the push-pull rod 26 to unlock the elastic lock 25 first, and then slide the T-shaped slider 23 to the other end of the T-shaped sliding guide 22 to disassemble and assemble the aircraft body 6.

[0063] The air intake mechanism 3 also includes an air intake pipe 33. The wind tunnel body 31 is provided with an air intake hood 40, and the air intake pipe 33 is located between the air intake hood 40 and the drive piston 11.

[0064] The air intake mechanism 3 also includes an air intake component 32, which includes an air intake disk 34. The air intake disk 34 is attached to the other end of the wind tunnel body 31, and duct fans 35 are evenly distributed in a ring on the air intake disk 34.

[0065] The wind tunnel body 31 is made of transparent material, and smoke pipes 36 are evenly distributed in a ring on the air intake plate 34. The airflow path in the wind tunnel body 31 can be displayed through the smoke in the smoke pipes 36.

[0066] In actual use, in the initial state, the T-shaped slider 23 is located at the end of the T-shaped sliding guide rail 22 near the tail of the wind tunnel body 31. At this time, the flat strap 15 is pulled out from the hollow hoisting rod 14, and then the aircraft body 6 is passed through the flat strap 15 to a suitable position. The flat strap 15 is then retracted into the hollow hoisting rod 14 by pulling the linkage rope 18. Since there is friction in the sliding of the flat strap 15 in the hollow hoisting rod 14, even if the linkage rope 18 is released, the weight of the aircraft body 6 is not enough to pull out the flat strap 15.

[0067] Then, by pushing the push-pull rod 26, the T-shaped slider 23 slides from one end of the T-shaped sliding guide 22 to the other end until the elastic latch 25 pops out from the groove of the T-shaped sliding guide 22. At this time, the push-pull rod 26 also just abuts against the limiting block at the end of the T-shaped sliding guide 22. At this time, the positioning and locking of the T-shaped slider 23 are completed. After that, as long as the push-pull rod 26 is not pulled with a large enough force, the T-shaped slider 23 will not be caused to slide.

[0068] During the above process, the linkage rope 18 gradually changes from slack to tension, and eventually pulls the drive piston 11 to produce a certain displacement, and compresses the pre-tension spring 13 to a certain extent; in this state, the elastic force of the pre-tension spring 13 is transmitted to the flat strap 15 through the linkage rope 18, thereby enabling the aircraft body 6 to complete the pre-fixation.

[0069] Then the ducted fan 35 is started. The outside air first enters the air intake 10. The thrust of the air hitting the drive piston 11 will cause the drive piston 11 to tend to move away from the spring base 12. Then the airflow enters the air hood 40 through the air outlet 19 and the air duct 33, and enters the wind tunnel body 31 through the ducted fan 35.

[0070] 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;

[0071] The faster the airflow speed in the wind tunnel body 31, the easier it is for the aircraft body 6 to loosen. However, at the same time, the driving piston 11 is subjected to a greater airflow thrust. The driving piston 11 is simultaneously subjected to the airflow thrust and the elastic force of the pre-tension spring 13. The superposition of the two forces can pull the flat strap 15 to tighten through the linkage rope 18, and the degree of tightening of the flat strap 15 is positively correlated with the airflow speed in the wind tunnel body 31.

[0072] The tighter the flat strap 15 is, the greater the friction between the flat strap 15 and the aircraft body 6.

[0073] Then the aircraft body 6 can be tested. By actively controlling the swing of the elevator 39, the force on the aircraft body 6 can be changed, thereby simulating various control modes in actual flight.

[0074] The readings of force sensor 24 can provide feedback on the ascent and descent trends of the aircraft body 6. Since the aircraft body 6 cannot actually ascend or descend, if we take the readings of force sensor 24 after disassembling the aircraft body 6 as the origin and upward as the positive direction, then when the aircraft body 6 has an ascent trend, the force direction of force sensor 24 is upward, and the larger the reading, the greater the upward thrust. When the aircraft body 6 has a descent trend, the force direction of force sensor 24 is downward, and the larger the reading, the greater the downward thrust.

[0075] When the pitch sensor 38 is compressed, it can retract. The greater the retraction, the greater the pressure and the higher the reading. The pitch status of the aircraft body 6 can be fed back by the readings of the two pitch sensors 38. When the readings of the two pitch sensors 38 are equal, it means 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 means that the aircraft body 6 is in a pitch attitude where the nose is higher than the tail. The greater the difference, the greater the angle between the fuselage and the horizontal. 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 means that the aircraft body 6 is in a pitch attitude where the nose is lower than the tail. The greater the difference, the greater the angle between the fuselage and the horizontal.

[0076] After the test is completed, pull the handle part 30 with a large force. First, the push-pull rod 26 will slide in the pull rod groove 27 until the converging part 28 abuts against the elastic lock 25. When pulling further, the converging part 28 will cause the elastic lock 25 to elastically deform towards the middle position, thereby releasing the engagement between the elastic lock 25 and the end of the T-shaped sliding guide rail 22. After unlocking, continue to pull the handle part 30 to pull out the push-pull rod 26 and the T-shaped slider 23 together with the aircraft body 6 to 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.

[0077] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0078] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A dynamic and static testing equipment for aircraft components, characterized in that: It includes an automatic tightening mechanism (1), a sliding locking mechanism (2), an air-guiding mechanism (3), an attitude feedback component (4), and a main base (5). The air-guiding mechanism (3) is located on the main base (5), the sliding locking mechanism (2) is located on the air-guiding mechanism (3), and the attitude feedback component (4) is located on the automatic tightening mechanism (1). The automatic tightening mechanism (1) includes a negative pressure drive assembly (7), a pull-out tensioning assembly (8), and a tension rope assembly (9). The negative pressure drive assembly (7) is mounted on the air-guiding mechanism (3), the pull-out tensioning assembly (8) is slidably mounted on the sliding locking mechanism (2), and the tension rope assembly (9) is mounted on one end of the air-guiding mechanism (3). The negative pressure drive assembly (7) includes an air inlet cylinder (10), which is mounted on the air intake mechanism (3). A drive piston (11) is engaged and slidably mounted in the air inlet cylinder (10). An air passage hole (19) is provided on the drive piston (11). A spring base (12) is provided at one end of the air inlet cylinder (10). A preload spring (13) is provided between the spring base (12) and the drive piston (11). The pull-out tensioning assembly (8) includes a hollow lifting rod (14) and a flat strap (15). The hollow lifting rod (14) is mounted on the sliding locking mechanism (2). The flat strap (15) wraps around the aircraft body (6) and is slidably mounted in the hollow lifting rod (14). The tensioning rope assembly (9) is located between the flat strap (15) and the drive piston (11).

2. The dynamic and static testing equipment for aircraft components according to claim 1, characterized in that: 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 located at one end of the air-driving mechanism (3). The steering wheel (17) is rotatably located in the steering fork frame (16). The two ends of the linkage rope (18) are respectively located on the flat strap (15) and the drive piston (11). The linkage rope (18) passes around the steering wheel (17) and rolls in 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 component (4) includes a sensor bracket (37) and a pitch sensor (38). The sensor bracket (37) is located on both sides of the hollow hoisting rod (14), and the pitch sensor (38) is located 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 wind-inducing mechanism (3) includes a wind tunnel body (31), which is located on the main base (5). The steering fork (16) is located at one end of the wind tunnel body (31). The sliding locking mechanism (2) includes a guide component (20) and a locking component (21), which is located in the wind tunnel body (31) and on the guide component (20).

5. The dynamic and static testing equipment for aircraft components according to claim 4, characterized in that: The guiding component (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 located on the inner top wall of the wind tunnel body (31). The T-shaped slider (23) is engaged and slidably located in the T-shaped sliding rail (22). The force sensor (24) is located on the T-shaped slider (23). The hollow hoisting rod (14) is located on the force sensor (24). The reading of the force sensor (24) can provide feedback on the longitudinal force on the aircraft body (6).

6. The dynamic and static testing equipment for aircraft components according to claim 5, characterized in that: The locking assembly (21) includes an elastic buckle (25) and a push-pull rod (26). The elastic 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 groove (27). The push-pull rod (26) is engaged and slidably disposed in the pull rod groove (27). One end of the push-pull rod (26) is provided with a constriction part (28) that cooperates with the elastic buckle (25). The other end of the push-pull rod (26) is provided with a handle part (30). The middle position of the push-pull rod (26) is provided with a clearance groove (29).

7. The dynamic and static testing equipment for aircraft components according to claim 6, characterized in that: The wind-inducing mechanism (3) also includes a wind-inducing pipe (33), and a wind-inducing hood (40) is provided on the wind tunnel body (31). The wind-inducing pipe (33) is located between the wind-inducing hood (40) and the driving piston (11).

8. The dynamic and static testing equipment for aircraft components according to claim 7, characterized in that: The wind-inducing mechanism (3) also includes a wind-inducing component (32), which includes a wind-inducing disk (34). The wind-inducing disk (34) is engaged at the other end of the wind tunnel body (31), and duct fans (35) are evenly distributed in a ring on the wind-inducing disk (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 transparent material, and smoke pipes (36) are evenly distributed in a ring on the air intake plate (34). The airflow path in the wind tunnel body (31) can be displayed through the smoke in the smoke pipes (36).

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