Airplane level measurement point and method of using same

Abstract

The application belongs to the technical field of aircraft measurement, and discloses an aircraft horizontal measurement point and a use method thereof. The aircraft horizontal measurement point can be arranged in a main structure stable area of an aircraft, and effectively maintains the aerodynamic shape of the aircraft. The target can be inserted into the installation cavity from the piston to complete positioning of the target. After the target is taken out from the installation cavity, the piston is restored to the side away from the non-aerodynamic surface end and flush with the aerodynamic surface end under the elastic force of the elastic member, the aerodynamic shape of the main structure stable area of the aircraft is continuously maintained, and the operation steps of the aircraft measurement process are simplified. The aircraft horizontal measurement point avoids affecting the structural design and load transmission of the original main structure fastening connector, the position accuracy and the repeated measurement accuracy are not affected by the fastener assembly accuracy, the impact point accuracy and the human operation error, the aircraft horizontal measurement point is clear, easy to identify and not easy to disappear. The use method of the aircraft horizontal measurement point can be used for assembly and attitude adjustment of an aircraft section, and can also be used for state measurement of the whole life cycle of the aircraft.

Description

Technical Field

[0001] This invention relates to the field of aircraft measurement technology, and in particular to an aircraft level measurement point and its usage method. Background Technology

[0002] During aircraft final assembly, horizontal measurement points are used for attitude adjustment to ensure that the mating positions of fuselage sections, wings, and other components meet design tolerances. This prevents structural stress or aerodynamic performance degradation due to attitude misalignment during mating, which could affect flight stability and fuel efficiency. After final assembly, horizontal measurement points are used to determine assembly symmetry and flatness. During flight operations, in special circumstances such as hard landings or overloaded flights, the three-dimensional coordinates of horizontal measurement points are measured and compared with theoretical values ​​to detect deformations such as fuselage bending or wing twisting. During major aircraft overhauls or component replacements, horizontal measurement points are used to check for structural deformation or misalignment, ensuring the repaired aircraft meets safety standards. Therefore, aircraft horizontal measurement points should be clear, easily identifiable, and persistent, and their positional accuracy and repeatability must meet the requirements of relevant aircraft measurement standards.

[0003] Two main types of horizontal measuring point structures are commonly used in related technologies: one is the plate-nut-bolt scheme, and the other is the fastener punching scheme. The plate-nut-bolt scheme designs the original main structure's connecting fasteners as non-load-bearing plate-nut-bolt units, using these as horizontal measuring points. The fastener punching scheme punches a point at the center of the fastener head without altering the original main structure's connecting fasteners, and sets crosshairs around the fastener for clear identification. However, the plate-nut-bolt scheme requires adding rivet connectors to the main structure and affects the original main structure's structural design and load transfer. While the fastener punching scheme avoids affecting the original main structure's structural design and load transfer, its positional accuracy is affected by factors such as the fastener positioning method, the accuracy of related parts, assembly accuracy, and punching accuracy. Furthermore, the clarity of the punching and crosshairs is easily affected by paint application and paint peeling, and the repeatability of the horizontal measuring points in the fastener punching scheme is easily affected by the operator's actions.

[0004] To address the aforementioned issues, relevant patents propose an aircraft leveling point calibration structure. This structure involves drilling holes in the aircraft skin and installing a support plate nut on the inner side of the skin at the drilling points. During leveling measurements, a measuring ruler or target holder is screwed into the threaded hole, and the three-dimensional coordinates of the measuring ruler or target ball are calibrated using measuring equipment. This aircraft leveling point calibration structure offers improved positional accuracy, clarity, and repeatability compared to existing fastener-based calibration methods.

[0005] However, when the horizontal measurement point calibration structure of the above-mentioned aircraft has openings in the skin, screws need to be manually installed to seal them when horizontal measurement is not being performed. This operation is quite cumbersome. Moreover, the screw heads protrude from the aircraft skin, which cannot effectively maintain the aerodynamic shape of the aircraft. This increases the frictional resistance when the aircraft is running along the flight path and can easily cause airflow separation or even generate noise. Summary of the Invention

[0006] The purpose of this invention is to provide an aircraft level measurement point and its usage method to solve the technical problems of existing aircraft level measurement point calibration structures being cumbersome to operate, unable to effectively maintain the aerodynamic shape of the aircraft, increasing frictional resistance during aircraft flight, and easily causing airflow separation or even noise.

[0007] To achieve this objective, the present invention adopts the following technical solution:

[0008] In a first aspect, the present invention provides an aircraft leveling measurement point, comprising:

[0009] The main structure has a pneumatic end and a non-pneumatic end along a first direction. The main structure has an internal mounting cavity extending along the first direction. The mounting cavity is divided into a first chamber and a second chamber along the first direction from the end closer to the non-pneumatic end to the end farther away from the non-pneumatic end. The first chamber and the second chamber are interconnected and are both cylindrical chambers. The inner diameter of the first chamber is larger than the inner diameter of the second chamber. The second chamber has an opening facing the pneumatic end.

[0010] The piston includes a first cylinder and a second cylinder coaxially connected. The diameter of the first cylinder is greater than the inner diameter of the second chamber and less than or equal to the inner diameter of the first chamber. The diameter of the second cylinder is less than or equal to the inner diameter of the second chamber. The piston's axis is movably disposed within the mounting cavity parallel to the first direction. The first cylinder is closer to the non-pneumatic end, and the second cylinder is closer to the pneumatic end.

[0011] An elastic element, disposed within the mounting cavity, is configured to hold the side of the second cylinder away from the non-pneumatic end flush with the pneumatic end.

[0012] Optionally, the non-pneumatic end of the main structure is provided with a semi-circular target ball positioning groove, which has an opening facing the non-pneumatic end and is configured to position the target ball of the measuring device.

[0013] Optionally, the outer contour of the cavity wall of the second chamber is a cylindrical structure with its axis extending along the first direction, and the cavity wall of the second chamber is configured to be inserted into a circular through hole opened in the main structural stability area of ​​the aircraft along the first direction.

[0014] Optionally, the main structure is further provided with a mounting part, the end face of the mounting part near the aerodynamic end along the first direction is flush with the bottom surface of the second chamber near the non-aerodynamic end along the first direction, and the mounting part is configured to be detachably connected to the stabilization zone of the main structure of the aircraft.

[0015] Optionally, the mounting part is a disc-shaped structure with its axis parallel to the first direction, and the disc-shaped structure is provided with a plurality of mounting through holes spaced apart.

[0016] Optionally, the elastic element is a spring, one end of which is connected to the cavity wall of the first chamber near the non-pneumatic end along the first direction, and the other end is connected to the bottom surface of the first cylinder near the non-pneumatic end along the first direction.

[0017] Optionally, the main structure, the piston, and the elastic element are all made of metal.

[0018] Optionally, the inner wall of the second chamber is provided with threads, and the inner wall of the second chamber is configured to be threadedly connected to the target of the detection and acquisition device.

[0019] Optionally, a sealing gasket is provided on the outer periphery of the second cylinder.

[0020] Secondly, the present invention also provides a method for using aircraft level measurement points, wherein the aircraft level measurement points are assembled into the stable area of ​​the main structure of the aircraft, and the aircraft level measurement points are used to measure the aircraft. The method for using aircraft level measurement points includes the following steps:

[0021] S1. Machining holes are made at the designed locations in the main structural stability zone of the aircraft.

[0022] S2. Insert the outer contour of the second chamber of the aircraft horizontal measurement point into the machining hole, and keep the outer contour of the second chamber flush with the outer surface of the main structural stability area of ​​the aircraft along the first direction away from the non-aerodynamic end.

[0023] S3. Insert the target of the detection and acquisition device into the second chamber, and use the detection and acquisition device to measure the coordinate data of the target.

[0024] The beneficial effects of this invention are:

[0025] Firstly, this invention provides a horizontal measurement point for an aircraft, which can be arranged in the stable area of ​​the aircraft's main structure. The aerodynamic end of the main structure is flush with the outer surface of the stable area, while the remaining part of the main structure is located inside the stable area. An elastic element holds the side of the second cylinder away from the non-aerodynamic end flush with the aerodynamic end, thereby effectively maintaining the aircraft's aerodynamic shape and preventing frictional drag, airflow separation, or noise during flight. The first cylinder can slide within the first chamber under the elastic force of the elastic element but will not detach from the first chamber, effectively preventing the piston from detaching from the mounting cavity. Furthermore, it allows the second cylinder to extend into the second chamber, making its side away from the non-aerodynamic end flush with the aerodynamic end. The target of the detection and acquisition device can be inserted into the mounting cavity from the piston, completing the target positioning. After the target is removed from the mounting cavity, the piston, under the elastic force of the elastic element, returns to the side of the second cylinder furthest from the non-aerodynamic surface, flush with the aerodynamic surface. This maintains the aerodynamic shape of the aircraft's main structural stability zone, meeting the aircraft's aerodynamic requirements and simplifying the measurement process. Compared to the existing solution of using a support plate, nut, and bolt, this aircraft horizontal measurement point is located in the aircraft's main structural stability zone, avoiding any impact on the structural design and load transfer of the original main structural fasteners. Compared to the fastener punching method, the positional accuracy and repeatability of this aircraft horizontal measurement point are unaffected by fastener assembly accuracy, punching accuracy, or human error. Furthermore, the aircraft horizontal measurement point is clear, easily identifiable, and not easily lost. Secondly, this invention also provides a method for using the aircraft horizontal measurement point. The above-mentioned aircraft horizontal measurement point is assembled in the aircraft's main structural stability zone, and the aircraft is measured using the aircraft horizontal measurement point. This method can be used for aircraft section assembly and attitude adjustment, as well as for state measurement throughout the aircraft's entire life cycle. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of the aircraft horizontal measurement point according to an embodiment of the present invention;

[0027] Figure 2 This is a perspective view of the aircraft horizontal measurement point as described in an embodiment of the present invention;

[0028] Figure 3 yes Figure 2 A sectional view along the first direction;

[0029] Figure 4 This is a schematic diagram of the piston structure according to an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the installation of the aircraft horizontal measurement point in the stable area of ​​the aircraft main structure according to an embodiment of the present invention;

[0031] Figure 6 yes Figure 5 A sectional view along the first direction.

[0032] In the picture:

[0033] 1. Main structure; 11. Aerodynamic end; 12. Non-aerodynamic end; 121. Target ball positioning groove; 13. Mounting cavity; 131. First chamber; 132. Second chamber; 2. Piston; 21. First cylinder; 22. Second cylinder; 3. Elastic element; 4. Mounting part; 100. Aircraft main structure stabilization zone; 200. Target. Detailed Implementation

[0034] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0035] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] In the description of this invention, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0038] Firstly, such as Figures 1 to 6As shown, the present invention provides an aircraft horizontal measuring point, including a main structure 1, a piston 2, and an elastic element 3. One end of the main structure 1 along a first direction (X direction in the figure) is an aerodynamic surface end 11, and the other end is a non-aerodynamic surface end 12. An installation cavity 13 extending along the first direction is provided inside the main structure 1. The installation cavity 13 is divided into a first chamber 131 and a second chamber 132 sequentially from the end closer to the non-aerodynamic surface end 12 to the end farther away from the non-aerodynamic surface end 12. The first chamber 131 and the second chamber 132 are interconnected and are both cylindrical chambers. The inner diameter of the first chamber 131 is larger than the inner diameter of the second chamber 132, and the second chamber 132 has an opening facing the aerodynamic surface end 11. The piston 2 includes a first cylinder 21 and a second cylinder 22 coaxially connected. The diameter of the first cylinder 21 is greater than the inner diameter of the second chamber 132 but less than or equal to the inner diameter of the first chamber 131, and the diameter of the second cylinder 22 is less than or equal to the inner diameter of the second chamber 132. The piston 2 is movably disposed within the mounting cavity 13 with its axis parallel to a first direction, and the first cylinder 21 is located near the non-pneumatic end 12, while the second cylinder 22 is located near the pneumatic end 11. An elastic element 3 is disposed within the mounting cavity 13 and configured to hold the side of the second cylinder 22 away from the non-pneumatic end 12 flush with the pneumatic end 11.

[0039] The aircraft's horizontal measurement point can be arranged in the main structural stabilization zone 100 of the aircraft, such as between the panel stringers. The aerodynamic end 11 of the main structure 1 is flush with the outer surface of the main structural stabilization zone 100 of the aircraft. The rest of the main structure 1 is located inside the main structural stabilization zone 100 of the aircraft. The elastic element 3 keeps the side of the second cylinder 22 away from the non-aerodynamic end 12 flush with the aerodynamic end 11, thereby effectively maintaining the aerodynamic shape of the aircraft and avoiding frictional drag, airflow separation or noise during the flight path. The inner diameter of the first chamber 131 is larger than the inner diameter of the second chamber 132. The diameter of the first cylinder 21 is larger than the inner diameter of the second chamber 132 but less than or equal to the inner diameter of the first chamber 131. The diameter of the second cylinder 22 is less than or equal to the inner diameter of the second chamber 132. This allows the first cylinder 21 to slide within the first chamber 131 under the elastic force of the elastic element 3 without detaching from it, effectively preventing the piston 2 from detaching from the mounting cavity 13. Furthermore, it allows the second cylinder 22 to extend into the second chamber 132, aligning its side away from the non-pneumatic end 12 with the pneumatic end 11. The target 200 of the detection and acquisition device can be inserted into the mounting cavity 13 from the piston 2, completing the positioning of the target 200. After the target 200 is removed from the mounting cavity 13, the piston 2, under the elastic force of the elastic element 3, returns to the side of the second cylinder 22 away from the non-aerodynamic end 12, flush with the aerodynamic end 11. This maintains the aerodynamic shape of the aircraft's main structural stability zone 100, meeting the aircraft's aerodynamic requirements and simplifying the operation steps of the aircraft measurement process. Compared to the existing scheme of using a plate, nut, and bolt, this aircraft's horizontal measurement point is located in the aircraft's main structural stability zone 100, decoupling the horizontal measurement function from the fastening structure. This avoids the impact of setting up the horizontal measurement point on the structural design and load transfer of the original main structural fastening connections. Compared to the fastener punching scheme, the positional accuracy and repeatability of this aircraft's horizontal measurement point are not affected by fastener assembly accuracy, punching accuracy, or human error. Moreover, the aircraft's horizontal measurement point is clear, easy to identify, and not easily lost.

[0040] For example, such as Figure 1 As shown, the outer contour of the cavity wall of the second chamber 132 is a cylindrical structure with its axis extending along a first direction. The cavity wall of the second chamber 132 is configured to insert into a circular through-hole opened in the main structural stabilization region 100 of the aircraft along the first direction. The cylindrical outer contour of the cavity wall of the second chamber 132 can be inserted into the circular through-hole opened in the main structural stabilization region 100 of the aircraft to achieve an interference fit, ensuring the positioning accuracy and connection rigidity of the aircraft's horizontal measurement point in the main structural stabilization region 100 of the aircraft. In other embodiments, the outer contour of the cavity wall of the second chamber 132 can also be other shapes, such as triangles or rectangles, as long as the shape of the through-hole opened in the main structural stabilization region 100 of the aircraft matches the shape of the outer contour of the cavity wall of the second chamber 132.

[0041] Furthermore, such as Figures 1-3 As shown, the main structure 1 is also provided with a mounting part 4. The end face of the mounting part 4 near the aerodynamic surface 11 along the first direction is flush with the bottom face of the second chamber 132 near the non-aerodynamic surface 12 along the first direction. The mounting part 4 is configured to be detachably connected to the aircraft main structure stabilization zone 100. Based on the insertion of the cavity wall of the second chamber 132 into the aircraft main structure stabilization zone 100, the addition of the mounting part 4 for detachable connection to the aircraft main structure stabilization zone 100 effectively prevents the aircraft level measurement point from loosening or falling off when the aircraft vibrates or is subjected to other external forces, improving the long-term stability of the aircraft level measurement point. Furthermore, the detachable connection facilitates the disassembly and maintenance of the aircraft level measurement point.

[0042] Specifically, the mounting part 4 is a disc-shaped structure with its axis parallel to the first direction, and multiple mounting through holes are spaced apart on the disc-shaped structure. The disc-shaped structure provides a larger connection area for the aircraft's horizontal measurement points, and bolts can be inserted into the mounting through holes. Threaded holes that do not penetrate the main aircraft structure are opened at corresponding positions in the aircraft's main structural stability zone 100 to bolt the mounting part 4 to the aircraft's main structural stability zone 100.

[0043] Optionally, such as Figure 2 or Figure 3 As shown, the non-aerodynamic end 12 of the main structure 1 has a semi-circular target ball positioning groove 121, which has an opening facing the non-aerodynamic end 12. The target ball positioning groove 121 is configured to position the target ball of the measuring equipment. In addition to positioning the target 200 of the detection and acquisition equipment, the target ball positioning groove 121 can also position the target ball of the measuring equipment, making the aircraft horizontal measuring point compatible with the positioning of various measuring devices and meeting the measurement needs of different measurement scenarios and process stages. Specifically, the target ball positioning groove 121 can be magnetically or bolted to the target ball; no specific limitation is made here.

[0044] For example, the elastic element 3 is a spring, with one end connected to the cavity wall of the first chamber 131 along the first direction near the non-pneumatic end 12, and the other end connected to the bottom surface of the first cylinder 21 along the first direction near the non-pneumatic end 12. This connection allows the spring to provide elastic force to the piston 2 in the first direction, keeping the side of the second cylinder 22 of the piston 2 away from the non-pneumatic end 12 flush with the pneumatic end 11. When the target 200 of the detection and acquisition device is inserted into the mounting cavity 13 from the piston 2, the spring can compress along the first direction, thereby ensuring that the target 200 smoothly enters the mounting cavity 13. In other embodiments, the elastic element 3 can also be elastic rubber or an elastic bushing.

[0045] Optionally, the main structure 1, piston 2, and elastic element 3 are all made of metal, such as aluminum alloy or stainless steel. The metal material can provide sufficient strength and rigidity for the main structure 1, piston 2, and elastic element 3, enabling the aircraft's horizontal measurement point to effectively resist structural deformation. It also has good wear resistance and corrosion resistance, and can withstand repeated insertion and removal of the measurement target 200 and environmental erosion, thereby ensuring its own positional accuracy and subsequent measurement accuracy.

[0046] For example, the inner wall of the second chamber 132 is provided with threads, and the inner wall of the second chamber 132 is configured to be threadedly connected to the target 200 of the detection and acquisition device. This further improves the compatibility and versatility of the aircraft's horizontal measurement points.

[0047] Optionally, a sealing gasket is provided on the outer periphery of the second cylinder 22. The sealing gasket can be a rubber gasket or a polytetrafluoroethylene gasket, etc. By providing a sealing gasket on the outer periphery of the second cylinder 22, the airtightness between the aircraft's horizontal measurement point and the interior of the aircraft's main structural stability zone 100 can be maintained, thereby effectively maintaining the aircraft's airtightness.

[0048] Secondly, such as Figure 5 and Figure 6 As shown, the present invention also provides a method for using aircraft level measurement points, wherein the aircraft level measurement points are assembled into the aircraft main structure stabilization area 100, and the aircraft level measurement points are used to measure the aircraft. The method for using aircraft level measurement points includes the following steps:

[0049] S1. Machining holes are made at the designed location of the aircraft main structural stability zone 100;

[0050] Specifically, multiple horizontal measurement points can be designed in the main structural stability zone 100 of the aircraft according to the aircraft measurement requirements, and machining holes of corresponding shapes can be opened at the corresponding design points.

[0051] S2. Insert the outer contour of the second chamber 132 of the aircraft horizontal measurement point into the machining hole, and keep the outer contour of the second chamber 132 flush with the outer surface of the main structure stabilization area 100 of the aircraft along the first direction away from the non-aerodynamic end 12.

[0052] Specifically, when the aircraft horizontal measurement point is equipped with the mounting part 4, the mounting part 4 needs to be detachably connected to the aircraft main structure stabilization zone 100. A shim can be added between the mounting part 4 and the aircraft main structure stabilization zone 100, and the outer contour of the second chamber 132 along the first direction away from the non-aerodynamic end 12 can be adjusted to be flush with the outer surface of the aircraft main structure stabilization zone 100.

[0053] S3. Insert the target 200 of the detection and acquisition device into the second chamber 132, and use the detection and acquisition device to measure the coordinate data of the target 200.

[0054] Specifically, the target 200 of the detection and acquisition device can be a target 200 with a self-locking device. After being inserted into the second chamber 132, the target 200 can be locked inside the second chamber 132, enabling real-time detection of the coordinates of the aircraft's horizontal measurement points. The coordinate data of the target 200 measured by the detection and acquisition device can be compared with the theoretical coordinate values ​​of the aircraft's horizontal measurement points, thereby completing the measurement of the aircraft's horizontal measurement points.

[0055] This method of using aircraft horizontal measurement points can be applied to the assembly and attitude adjustment of aircraft sections, as well as to the condition measurement throughout the aircraft's lifecycle. During final assembly, the aircraft's attitude is adjusted to ensure that the mating positions of sections such as the fuselage and wings meet design tolerances, preventing structural stress or aerodynamic performance degradation due to attitude misalignment during the mating process. After final assembly, measurements are taken to determine the symmetry and flatness of the assembly. During flight operations, in special circumstances such as hard landings or overloaded flights, the three-dimensional coordinates of the aircraft's horizontal measurement points are measured and compared with theoretical values ​​to detect deformations such as fuselage bending or wing torsion. During major aircraft overhauls or component replacements, the aircraft's horizontal measurement points are used to check for structural deformation or misalignment, ensuring that the repaired aircraft meets safety standards. Compared to the existing solution of using a plate, nut, and bolt, this aircraft horizontal measurement point is located in the stable zone 100 of the main aircraft structure, decoupling the horizontal measurement function from the fastening structure and avoiding any impact on the structural design and load transfer of the original main structure fasteners. Compared to the fastener punching method, the positional accuracy and repeatability of the aircraft's horizontal measurement points are not affected by fastener assembly accuracy, punching accuracy, or human error. Moreover, the aircraft's horizontal measurement points are clear, easy to identify, and not easily lost.

[0056] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An aircraft horizontal measurement point, characterized in that, include: The main structure (1) has a pneumatic end (11) at one end along the first direction and a non-pneumatic end (12) at the other end. The main structure (1) has an installation cavity (13) extending along the first direction. The installation cavity (13) is divided into a first chamber (131) and a second chamber (132) along the first direction from the end closer to the non-pneumatic end (12) to the end farther away from the non-pneumatic end (12). The first chamber (131) and the second chamber (132) are interconnected and are both cylindrical chambers. The inner diameter of the first chamber (131) is larger than the inner diameter of the second chamber (132). The second chamber (132) has an opening facing the pneumatic end (11). The piston (2) includes a first cylinder (21) and a second cylinder (22) coaxially connected. The diameter of the first cylinder (21) is greater than the inner diameter of the second chamber (132) and less than or equal to the inner diameter of the first chamber (131). The diameter of the second cylinder (22) is less than or equal to the inner diameter of the second chamber (132). The axis of the piston (2) is movably disposed in the mounting cavity (13) parallel to the first direction. The first cylinder (21) is close to the non-pneumatic end (12), and the second cylinder (22) is close to the pneumatic end (11). An elastic element (3) is disposed in the mounting cavity (13) and is configured to hold the side of the second cylinder (22) away from the non-pneumatic end (12) flush with the pneumatic end (11).

2. The aircraft leveling measurement point according to claim 1, characterized in that, The non-pneumatic end (12) of the main structure (1) is provided with a semi-circular target ball positioning groove (121), which has an opening facing the non-pneumatic end (12) and is configured to position the target ball of the measuring device.

3. The aircraft leveling measurement point according to claim 1, characterized in that, The outer contour of the cavity wall of the second chamber (132) is a cylindrical structure with the axis extending along the first direction. The cavity wall of the second chamber (132) is configured to be inserted into a circular through hole opened in the main structural stability area (100) of the aircraft along the first direction.

4. The aircraft leveling measurement point according to claim 3, characterized in that, The main structure (1) is also provided with an installation part (4). The end face of the installation part (4) along the first direction near the aerodynamic end (11) is flush with the bottom face of the second chamber (132) along the first direction near the non-aerodynamic end (12). The installation part (4) is configured to be detachably connected to the aircraft main structure stabilization zone (100).

5. The aircraft leveling measurement point according to claim 4, characterized in that, The mounting part (4) is a disc-shaped structure with its axis parallel to the first direction, and a plurality of mounting through holes are spaced apart on the disc-shaped structure.

6. The aircraft leveling measurement point according to claim 1, characterized in that, The elastic element (3) is a spring, one end of which is connected to the cavity wall of the first chamber (131) along the first direction near the non-pneumatic end (12), and the other end is connected to the bottom surface of the first cylinder (21) along the first direction near the non-pneumatic end (12).

7. The aircraft leveling measurement point according to any one of claims 1-6, characterized in that, The main structure (1), the piston (2) and the elastic element (3) are all made of metal.

8. The aircraft leveling point according to any one of claims 1-6, characterized in that, The inner wall of the second chamber (132) is provided with threads, and the inner wall of the second chamber (132) is configured to be threadedly connected to the target (200) of the detection and acquisition device.

9. The aircraft leveling point according to any one of claims 1-6, characterized in that, A sealing gasket is provided on the outer periphery of the second cylinder (22).

10. A method for using aircraft leveling measurement points, characterized in that, The aircraft level measuring point as described in any one of claims 1-9 is assembled to the aircraft main structure stability area (100), and the aircraft level measuring point is used to measure the aircraft. The method of using the aircraft level measuring point includes the following steps: S1. Machining holes are made at the designed location in the main structural stability zone (100) of the aircraft; S2. Insert the outer contour of the second chamber (132) of the aircraft horizontal measuring point into the machining hole, and keep the outer contour of the second chamber (132) flush with the outer surface of the main structure stabilization area (100) of the aircraft along the first direction away from the non-aerodynamic end (12). S3. Insert the target (200) of the detection and acquisition device into the second chamber (132) and use the detection and acquisition device to measure the coordinate data of the target (200).

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