Constraint devices for aircraft section testing

Abstract

This invention relates to a restraint device for testing aircraft sections. The restraint device includes: a front panel assembly including fastener holes for securing the aircraft section to the front panel assembly; a central reinforcement assembly secured to the front panel assembly; and a rear panel assembly secured to the central reinforcement assembly and including fastener holes for securing to a load-bearing wall.

Description

Technical Field

[0001] This invention relates to a constraint device for testing aircraft components. This invention belongs to the field of testing and inspection of aircraft parts and systems. Background Technology

[0002] Aircraft design requires relevant tests to verify the aircraft's static, fatigue, and damage tolerance performance to demonstrate airworthiness compliance. These tests include full-aircraft static and fatigue tests, as well as section static and fatigue tests. Both full-aircraft and section static and fatigue tests require constraints on aircraft sections. For full-scale section-level tests, support end caps are typically used to connect and implement these constraints.

[0003] In the prior art, the constraint device for conventional aircraft section testing usually adopts a docking end plate and a force equalizing ring. For example, the "Large Diameter Aircraft Fuselage Test Loading Fixture" describes that the docking end plate is a ring structure that matches the fuselage transition section, the force equalizing ring surrounds the inner and outer rings of the docking end plate, one side of the force equalizing ring is connected to the docking end plate, and the other side is connected to the loading device that applies concentrated loads through the skin.

[0004] However, the constraint devices used in traditional aircraft section testing are suitable for non-pressurized static testing and have some shortcomings.

[0005] a) Traditional restraint devices can withstand a relatively small total load;

[0006] b) When traditional restraint devices are used in fatigue tests, the connection of the reinforcing skin of the restraint device is welded, resulting in poor fatigue performance.

[0007] c) Traditional restraint devices cannot be used for static and fatigue tests with increased pressure loads;

[0008] d) Traditional restraint devices are relatively large in size, making them inconvenient for on-site installation, testing, inspection, and maintenance.

[0009] Therefore, there is an urgent need to propose a constraint device that is simple in structure and easy to install, while simultaneously supporting the test loading of large loads in static and fatigue tests. Summary of the Invention

[0010] To address the aforementioned problems in the prior art, the inventors provide a constraint device for aircraft section testing that simultaneously supports the loading of large loads in static and fatigue tests.

[0011] In a first example of the restraint device, the restraint device includes: a front panel assembly including fastener holes for securing aircraft sections to the front panel assembly; a central reinforcement assembly secured to the front panel assembly; and a rear panel assembly secured to the central reinforcement assembly and including fastener holes for securing to a load-bearing wall.

[0012] As described above, by constraining and fixing the aircraft sections to the load-bearing wall, it is possible to simultaneously support the large loads for static and fatigue tests.

[0013] In a second example of the restraint device, the first example may be optionally included, the restraint device further comprising: a front panel assembly including a front first panel, a front second panel, and a front third panel that are sequentially connected and assembled into a single panel shape.

[0014] As described above, the front panel assembly is easy to manufacture and transport, and its overall manufacturing cost is lower than that of a single large panel.

[0015] In a third example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: an aircraft section being hermetically connected to the front panel assembly, including an encapsulated seal at the fastener head, a wet installation of the fastener, and a mating surface seal on the contact surfaces between the front first panel, the front second panel, and the front third panel.

[0016] According to the configuration described above, an airtight connection between the aircraft section and the front panel assembly can be achieved by applying adhesive to the fastener head to implement fastener head sealing, injecting adhesive into the fastener hole to implement fastener wet installation, and injecting adhesive into the contact surfaces between the panels of the front panel assembly to implement mating surface sealing.

[0017] In a fourth example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: the front panel assembly further includes at least one pressurization / depressurization device connection hole in the middle, wherein the pressurization / depressurization device connection hole is configured to correspond to the area for fixing the aircraft section.

[0018] As described above, the test specimens of the aircraft section are allowed to be pressurized and depressurized.

[0019] In a fifth example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: a handrail in the middle of the front panel assembly, wherein the handrail is configured to correspond to an area for securing the aircraft section.

[0020] As described above, this configuration facilitates the on-site positioning of staff, such as helping to stabilize the body and carrying out inspection and maintenance work for experiments.

[0021] In a sixth example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: the front panel assembly further includes at least one cable channel in the middle, wherein the cable channel is configured to correspond to an area for securing the aircraft section.

[0022] As described above, the configuration facilitates the passage of related cables through the front panel assembly of the restraint device.

[0023] In a seventh example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: the front panel assembly further includes at least one pedal in the middle, wherein the pedal is configured to correspond to an area for securing the aircraft section.

[0024] As described above, this configuration facilitates on-site positioning for staff, such as assisting them in reaching a certain height to conduct inspections and maintenance work.

[0025] In the eighth example of the restraint device, one or more of the above examples may be optionally included. The restraint device further includes: a central reinforcing component that is "U"-shaped, including an inner ring reinforcing member and an outer ring reinforcing member, wherein the inner ring reinforcing member is concentric with the position for fixing the aircraft section on the inner side, and the outer ring reinforcing member is concentric with the position for fixing the aircraft section on the outer side, wherein the inner ring reinforcing member includes two inner ring vertical reinforcing members, two inner ring lateral reinforcing members, and four inner ring corner reinforcing members, and wherein the outer ring reinforcing member includes two outer ring vertical reinforcing members, two outer ring lateral reinforcing members, and four outer ring corner reinforcing members.

[0026] Based on the above configuration, while increasing the strength and rigidity of the auxiliary panel, the installation accessibility of the connecting fasteners between the aircraft section test piece and the constraint device is satisfied.

[0027] In the ninth example of the restraint device, one or more of the above examples may be included, and the restraint device further includes: a rear panel assembly comprising a rear first panel, a rear second panel, and a rear third panel that are sequentially connected and assembled into a single panel shape.

[0028] As described above, the rear panel assembly is easy to manufacture and transport, and its overall manufacturing cost is lower than that of a single large panel.

[0029] In the tenth example of the restraint device, one or more of the examples above may be included, and the restraint device further includes: a rear panel assembly including a plurality of maintenance windows, wherein the maintenance windows are configured to correspond to areas for securing aircraft sections.

[0030] Based on the configuration described above, the installation accessibility of the fasteners connecting the aircraft section test piece and the constraint device can be achieved.

[0031] The constraint device of the present invention simultaneously supports the test loading of large loads in both static and fatigue tests.

[0032] The constraint device of the present invention can also satisfy the application of pressure load and facilitate the conduct of tests and inspections.

[0033] The constraint device of the present invention adopts a U-shaped reinforcing component, which increases the strength and rigidity of the auxiliary panel while ensuring the accessibility of the fasteners connecting the aircraft section test piece and the constraint device.

[0034] The restraint device of the present invention has a maintenance window at the rear to ensure the accessibility of the fasteners connecting the aircraft section test piece and the restraint device. Attached Figure Description

[0035] To describe embodiments of the above and other features of the present invention, a more detailed description of the invention will be presented with reference to exemplary embodiments of the invention shown in the accompanying drawings. It is to be understood that these drawings depict only exemplary embodiments of the invention and should not be considered as limiting its scope; the invention will be described and explained using the drawings and with the aid of additional features and details. In the drawings:

[0036] Figure 1 This is a perspective view of a constraint device according to an embodiment of the present invention in a test application;

[0037] Figure 2 yes Figure 1 A front view of the constraint device;

[0038] Figure 3 yes Figure 1 A top view of the constraint device;

[0039] Figure 4 yes Figure 1 Rear view of the restraint device;

[0040] Figure 5 This is a perspective view of the central reinforcing component of the restraint device according to an embodiment of the present invention; and

[0041] Figure 6 This is a rear view of the rear panel assembly of the restraint device according to an embodiment of the present invention.

[0042] The accompanying drawings are drawn roughly to scale; however, the dimensions in the drawings are merely schematic and do not need to be strictly to scale, but are intended to make the illustration clearer. Other relative dimensions may be used in other embodiments. Throughout this and all subsequent descriptions, the same features appearing in different drawings are indicated by the same or similar reference numerals.

[0043] List of reference numerals in the attached diagram:

[0044] 1. Restraint device

[0045] 2 Aircraft Sections

[0046] 3 load-bearing walls

[0047] 10 Front panel assembly

[0048] 11 Front First Panel

[0049] 12 Front Second Panel

[0050] 13 Front Third Panel

[0051] 14. Connection holes for pressure boosting and pressure relief devices

[0052] 15 handrails

[0053] 16 cable channels

[0054] 17 pedals

[0055] 20-tooth tooth bar

[0056] 21 Inner Ring Reinforcement

[0057] 21a Inner Ring Vertical Reinforcement

[0058] 21b Inner Ring Lateral Reinforcement

[0059] 21c Inner Ring Corner Reinforcement

[0060] 22 outer ring reinforcement

[0061] 22a Outer Ring Vertical Reinforcement

[0062] 22b outer ring transverse reinforcement

[0063] 22c outer ring corner reinforcement

[0064] 30 rear panel assembly

[0065] 31 Rear First Panel

[0066] 32 Rear Second Panel

[0067] 33 Rear Third Panel

[0068] 34 Maintenance Window Detailed Implementation

[0069] The term “fixed” as used in this article is intended to describe a component that is connected to another component and is able to maintain its relative position to the other, so that forces, torques, etc., can be transmitted from one component to the other.

[0070] The directional terms used herein, such as “top,” “bottom,” “upper,” “lower,” “inner,” “inward,” “outer,” and “outward,” are used to assist in describing the orientation of the invention according to the embodiments illustrated in the figures. Unless otherwise stated, such as “horizontal direction,” “direction of gravity,” etc., the directional terms are not absolute up, down, horizontal, vertical, etc., and should not be construed as limiting the invention to any particular direction.

[0071] The terms “including,” “having,” “comprising,” and variations thereof, as used herein, are intended as open-ended transitional phrases, terms, or words that require the presence of a specified component / step, but also allow for the presence of other components / steps.

[0072] In this invention, unless explicitly stated otherwise, the terms “first,” “second,” etc., are not intended to indicate any difference in order, position, quantity, or importance, but are merely used as labels to distinguish different positions or components, to differentiate one element, component, region, and / or location from another element, component, region, and / or location.

[0073] The restraint device 1 for aircraft section testing of the present invention generally includes a front panel assembly 10, a middle reinforcing assembly 20, and a rear panel assembly 30. Referring below... Figures 1 to 6 The specific structures of various embodiments of the present invention will be described in detail below.

[0074] The accompanying diagram provides a coordinate system for reference. The z-axis can be a vertical axis, the x-axis can be a horizontal axis, and the y-axis can be a vertical axis (e.g., the xy plane is perpendicular to the z-axis). Solid circles can represent arrows and axes facing the view or positively toward the view, and hollow annexes can represent arrows and axes facing away from the view or negatively toward the view.

[0075] Figure 1 This is a perspective view of the constraint device 1 according to an embodiment of the present invention in an experimental application.

[0076] In one embodiment of the invention, the restraint device 1 generally includes a front panel assembly 10, a middle reinforcing assembly 20, and a rear panel assembly 30. The front panel assembly 10 includes fastener holes for securing the aircraft section 2 to the front panel assembly 10. The middle reinforcing assembly 20 is fixed between the front panel assembly 10 and the rear panel assembly 30 to reinforce both the front panel assembly 10 and the rear panel assembly 30. The rear panel assembly 30 includes fastener holes, allowing it to be secured to the load-bearing wall 3 by fasteners.

[0077] Traditional restraint devices use steel frame structures and ground rails for restraint, which can withstand relatively small total loads; the restraint device 1 of this application is connected to the load-bearing wall 3, for example, by bolting, which can achieve test restraint for large loads.

[0078] Figure 2 , Figure 3 , Figure 4 These are front view, top view, and rear view of the restraint device 1 according to an embodiment of the present invention, showing fastener holes on the front panel assembly 10 and the front third panel 13 of the restraint device 1.

[0079] In this embodiment, the front panel assembly 10 is a plate-shaped structure including some holes. The rear panel assembly 30 is a plate-shaped structure including some windows. The central reinforcing assembly 20 is a U-shaped structure, such as... Figure 2 , Figure 4 As shown, it includes an inner ring reinforcement 21 and an outer ring reinforcement 22. The inner ring reinforcement 21 is concentric with the position where the aircraft section 2 is fixed on the inner side, and the outer ring reinforcement 22 is concentric with the position where the aircraft section 2 is fixed on the outer side.

[0080] It is understandable that a circular structure for the central reinforcing component 20, or multiple load-bearing structures arranged intermittently on the circumference, would be better for supporting the aircraft section 2 and reinforcing the front panel assembly 10 and the rear panel assembly 30. However, considering the manufacturing process, a U-shaped central reinforcing component 20 is easier to manufacture and still ensures the required strength.

[0081] Preferably, the front panel assembly 10 includes a first front panel 11, a second front panel 12, and a third front panel 13 connected in sequence. These separate panels are easier to manufacture and transport due to their smaller size. The overall manufacturing cost of splitting them into three panels is lower than that of a single large panel. This is because achieving the required flatness from a single large steel plate is prohibitively expensive.

[0082] Preferably, the front first panel 11 and the front second panel 12, and the front second panel 12 and the front third panel 13 are connected by two rows of bolts, and these panels should be aligned with each other so that the front panel assembly 10 is flat at the edges and on the front and rear sides. In the prior art, welding is usually used to connect two panels. However, welding has problems with static strength, fatigue performance, and panel flatness caused by thermal deformation. Bolted connections can meet the above requirements of the restraint device.

[0083] In one embodiment of this application, the aircraft segment 2 can be hermetically connected to the front panel assembly 10. Specifically, the hermetically tight connection may include applying adhesive to the fastener heads to implement a fastener head sealing, injecting adhesive into the fastener holes to implement wet fastener mounting, and injecting adhesive at the contact surfaces between the panels of the front panel assembly 10 to implement a mating surface sealing. Through fastener head sealing and wet fastener mounting, the mating surfaces of the panels are sealed to achieve a hermetically tight connection to the front panel assembly 10. This configuration provides hermetically tight functionality and can meet the hermetically tight loading requirements of static testing and fatigue loads.

[0084] Preferably, the front panel assembly 10, located in the middle, such as the middle of the front second panel 12, may also include at least one pressure-boosting / depressurization device connection hole 14, for example, three pressure-boosting / depressurization device connection holes 14 are provided in the figure. The pressure-boosting / depressurization device connection holes 14 may be configured to correspond to the area for fixing the aircraft section 2, allowing pressure boosting and depressurization of the test specimen of the aircraft section 2.

[0085] In one embodiment of this application, the front panel assembly 10 is located in the middle, for example, in the middle of the front second panel 12, and may also include a handrail 15. The handrail 15 may be configured to correspond to the area for fixing the aircraft section 2, so as to facilitate the positioning of personnel on site, for example, to help stabilize their bodies and carry out inspection and maintenance work.

[0086] In one embodiment of this application, the front panel assembly 10, located in the middle, such as the middle of the front first panel 11 and / or the front third panel 13, may also include at least one cable channel 16. The cable channel 16 may be configured to correspond to the area for securing the aircraft section 2, facilitating the passage of associated cables through the front panel assembly 10 of the restraint device 1.

[0087] In one embodiment of this application, the front panel assembly 10 is located in the middle, for example, in the middle of the front second panel 12, and may also include at least one foot pedal 17, for example, three continuously rising foot pedals 17 are provided in the figure. The foot pedals 17 may be configured to correspond to the area for fixing the aircraft section 2, so as to facilitate the on-site positioning of personnel, for example, to help reach a certain height to carry out test inspections and maintenance work.

[0088] Figure 5 This is a perspective view of the central reinforcing component 20 of the restraint device 1 according to an embodiment of the present invention.

[0089] In this embodiment, the middle panel assembly 20 has a "hui" - shaped structure, including an inner - ring reinforcement 21 and an outer - ring reinforcement 22. The inner - ring reinforcement 21 includes two inner - ring vertical reinforcements 21a, two inner - ring horizontal reinforcements 21b, and four inner - ring corner reinforcements 21c, and the outer - ring reinforcement 22 includes two outer - ring vertical reinforcements 22a, two outer - ring horizontal reinforcements 22b, and four outer - ring corner reinforcements 22c.

[0090] Each part of the inner - ring reinforcement 21 and the outer - ring reinforcement 22 can be connected to each other by bolts and connected to the corresponding positions of the front panel assembly 10 and the rear panel assembly 30.

[0091] This "hui" - shaped structure can increase the strength and stiffness of the auxiliary panel while meeting the installation accessibility of the connecting fasteners between the test piece of the aircraft section 2 and the restraint device 1.

[0092] Figure 6 It is a perspective view of the rear reinforcement assembly 30 of the restraint device 1 according to an embodiment of the present invention.

[0093] Preferably, the rear panel assembly 30 includes a rear first panel 31, a rear second panel 32, and a rear third panel 33 connected in sequence. Similarly, since these split panels are smaller in size, they are convenient for manufacturing and transportation. Compared with a large single - piece panel, the overall manufacturing cost of splitting into three panels is low.

[0094] Preferably, the rear panel assembly 30 includes a plurality of maintenance windows 34, where the maintenance windows 34 are arranged corresponding to the area for fixing the aircraft section 2. These maintenance windows 34 can meet the installation accessibility of the connecting fasteners between the test piece of the aircraft section 2 and the restraint device 1.

[0095] The front panel assembly 10 and the rear panel assembly 30 of the restraint device 1 of the present invention can be made of steel plates and connected by butt - joint bolts, which greatly improves the static strength and fatigue performance of the connection. It can be used not only for the restraint of static tests but also for the restraint of fatigue tests.

[0096] The present invention also relates to an installation method of the restraint device 1. First, the front panel assembly 10, the middle reinforcement assembly 20, and the rear panel assembly 30 are assembled together on the ground. Subsequently, the restraint device 1 is fixed to the load - bearing wall 3. Finally, the aircraft section 2 is fixed to the restraint device 1. The staff can operate in the gaps of the middle reinforcement assembly 20 at any stage of the installation, such as installing bolts.

[0097] Above, in order to make the purpose, technical solution, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention have been clearly and completely described in combination with the specific embodiments and drawings of the present invention.

[0098] Although various embodiments have been described above, it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of them, and are presented by way of example rather than limitation. It will be apparent to those skilled in the art that the disclosed subject matter may be implemented in other specific forms without departing from its spirit and essential characteristics.

Claims

1. A constraint device for aircraft section testing, characterized in that, The restraint device (1) includes: Front panel assembly (10), the front panel assembly (10) includes fastener holes for securing the aircraft section (2) to the front panel assembly (10). The central reinforcement component (20) is fixed to the front panel assembly (10); and The rear panel assembly (30) is fixed to the central reinforcement assembly (20) and includes fastener holes for fixing to the load-bearing wall (3). The aircraft section (2) is hermetically connected to the front panel assembly (10), including a sealing at the fastener head, wet mounting of the fastener, and a sealing of the contact surfaces between the front first panel (11), the front second panel (12), and the front third panel (13). The front panel assembly (10) further includes at least one pressurization / depressurization device connection hole (14) in the middle, wherein the pressurization / depressurization device connection hole (14) is configured to correspond to the area for fixing the aircraft section (2). The front panel assembly (10) includes a front first panel (11), a front second panel (12), and a front third panel (13) that are connected by bolts in sequence and assembled into a whole panel shape. The rear panel assembly (30) includes a rear first panel (31), a rear second panel (32), and a rear third panel (33) that are connected by bolts in sequence and assembled into a whole panel shape. The central reinforcement component (20) is bolted to the front panel component (10) and the rear panel component (30).

2. The restraint device according to claim 1, characterized in that, The front panel assembly (10) also includes a handrail (15) in the middle, wherein the handrail (15) is configured to correspond to the area for fixing the aircraft section (2).

3. The restraint device according to claim 1, characterized in that, The front panel assembly (10) also includes at least one cable channel (16) in the middle, wherein the cable channel (16) is configured to correspond to the area for fixing the aircraft section (2).

4. The restraint device according to claim 1, characterized in that, The front panel assembly (10) also includes at least one pedal (17) in the middle, wherein the pedal (17) is configured to correspond to the area for fixing the aircraft section (2).

5. The restraint device according to claim 1, characterized in that, The central reinforcing component (20) is U-shaped and includes an inner reinforcing member (21) and an outer reinforcing member (22). The inner reinforcing member (21) is concentric with the position for fixing the aircraft section (2) on its inner side, and the outer reinforcing member (22) is concentric with the position for fixing the aircraft section (2) on its outer side. The inner ring reinforcement (21) includes two inner ring vertical reinforcements (21a), two inner ring transverse reinforcements (21b), and four inner ring corner reinforcements (21c). The outer ring reinforcement (22) includes two outer ring vertical reinforcements (22a), two outer ring transverse reinforcements (22b), and four outer ring corner reinforcements (22c).

6. The restraint device according to claim 1, characterized in that, The rear panel assembly (30) includes a plurality of maintenance windows (34), wherein the maintenance windows (34) are configured to correspond to areas for fixing the aircraft section (2).

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