Dynamic simulation test device for full-aircraft ejection of aircraft

Abstract

The invention belongs to the technical field of aircraft landing gear ship surface load analysis and test, and particularly relates to an aircraft full-aircraft ejection dynamic simulation test device which comprises a fuselage fake part, a balance weight, a main engine wheel tire, a nose landing gear test part and an ejection restraining mechanism. The multiple groups of counterweights are horizontally arranged on the fuselage false part at intervals, the tire is connected to the tail end of the bottom of the fuselage false part, the nose landing gear test piece can be connected to the front end of the fuselage false part, and the ejection restraining mechanism is connected with the nose landing gear test piece and can perform ejection control on the fuselage false part; the ejection restraining mechanism comprises an ejection rod, an ejection reciprocating vehicle and a restraining rod. The mass distribution and rigidity of the airplane can be truly simulated; engine pulling force (pushing force) can be effectively simulated; compared with an existing catapult pulley test, the catapult buffering, tensioning and releasing process can be truly simulated; the ground course ejection sliding capacity is achieved; the elastic design of the fuselage fake part and the balance weight can simulate the dynamic response of the fuselage in the catapulting sliding process.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of aircraft landing gear shipboard load analysis and test, and particularly relates to a full-aircraft catapult dynamic simulation test device. BACKGROUND

[0002] Currently, there is no test facility design matched with the full-aircraft catapult test method; in the catapult research, a catapult trolley is used to carry out the catapult overload simulation test of the related aircraft model, so as to obtain the catapult force curve and the acceleration measurement value of the catapult trolley under the combination of different aircraft weights and catapult terminal velocities, so as to provide a reference load design input for aircraft design, and the test principle is shown in Figure 1 .

[0003] Since the preparation and test of the catapult facility and the aircraft design have differences. Therefore, for the aircraft, the catapult trolley can only simulate a mass body, and it does not contain the front landing gear test piece, so the response load of the front landing gear device buffer, tensioning and release instant in the aircraft catapult process cannot be simulated at all; and the influence of the heading force and the low-down moment caused by the engine thrust and the elastic influence of the aircraft body cannot be considered. SUMMARY

[0004] In order to solve the above problems, the application provides a full-aircraft catapult dynamic simulation test device to solve the problems in the prior art.

[0005] The technical scheme of the application is: a full-aircraft catapult dynamic simulation test device, comprising a fuselage dummy, a counterweight, a main wheel tire, a front landing gear test piece and a catapult restraint mechanism.

[0006] The counterweight is horizontally spaced on the fuselage dummy, the main wheel tire is connected to the bottom tail end of the fuselage dummy, the front landing gear test piece is connected to the front end of the fuselage dummy, and the catapult restraint mechanism is connected to the front landing gear test piece and can control the catapult of the fuselage dummy.

[0007] The catapult restraint mechanism comprises a catapult rod, a catapult reciprocating vehicle and a restraint rod; the catapult reciprocating vehicle has power and can drive the fuselage dummy to move, one end of the catapult rod is connected to the front landing gear test piece, and the other end is connected to the catapult reciprocating vehicle; one end of the restraint rod is connected to the front landing gear test piece, and the other end is connected to the restraint buffer hook.

[0008] Preferably, the counterweight blocks are distributed on the fuselage dummy, and the size, weight and mounting position of the counterweight blocks are determined according to the mass, stiffness and strength of the test aircraft.

[0009] Preferably, the total mass and center position of the counterweight and the fuselage dummy are consistent with the total mass and center position of the test aircraft.

[0010] Preferably, the main theoretical installation position of the fuselage dummy is designed as the installation interface of the main engine wheel tire.

[0011] Preferably, the installation interface is positioned at the midpoint between the left main starter transverse structure and the right main starter transverse structure.

[0012] Preferably, the top of the fuselage dummy is provided with an adjustment joint, which can be hinged to the connecting component of the power structure.

[0013] Preferably, the restraining rod overlaps with the restraining buffer hook of the fixed structure.

[0014] Preferably, the front landing gear test piece is installed on the fuselage dummy using the actual structure of the testing machine, and the installation structure of the front landing gear test piece is consistent with the actual structure of the testing machine.

[0015] Preferably, the ejection rod is provided with an overlapping interface for connecting with the ejection reciprocating vehicle, and is engaged with the ejection reciprocating vehicle.

[0016] Preferably, the front landing gear test piece is equipped with a connection interface that connects to the restraint bar.

[0017] The aircraft full-aircraft catapult dynamic simulation test device of this application has the following advantages:

[0018] It can realistically simulate the mass distribution and stiffness of an aircraft; it can effectively simulate engine thrust; compared with existing catapult trolley tests, it can realistically simulate the catapult buffering, tensioning, and release process; it has the ability to catapult and taxi on the ground; the elastic design of fuselage dummy parts and counterweights can simulate the dynamic response of the airframe during catapult taxiing, which greatly improves the test performance compared with catapult trolley tests and is more in line with the requirements of aircraft load testing; compared with catapult tests using real aircraft, it has low cost and can provide support for model pre-research. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the ejection trolley test principle in the background technology;

[0020] Figure 2 This is a schematic diagram of the aircraft catapult dynamic simulation test device of this application.

[0021] 1. Fuselage dummy; 2. Counterweight; 3. Adjusting joint; 5. Main wheel tire; 6. Front landing gear test piece; 7. Catapult rod; 8. Traction rod; 9. Catapult reciprocating car; 10. Traction buffer hook. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0023] The first aspect of this application provides a dynamic simulation test device for the ejection of an aircraft, including a fuselage dummy 1, a counterweight 2, a main landing gear tire 5, a nose landing gear test piece 6, and an ejection restraint mechanism.

[0024] The counterweights 2 are arranged in multiple sets and horizontally spaced on the fuselage dummy 1. The main wheel tires 5 are connected to the bottom and rear end of the fuselage dummy 1. The nose landing gear test piece 6 is connected to the front end of the fuselage dummy 1. The ejection restraint mechanism is connected to the nose landing gear test piece 6 and can control the ejection of the fuselage dummy 1.

[0025] The ejection restraint mechanism includes an ejection rod 7, an ejection reciprocating carriage 9, and a restraint rod 8. The ejection reciprocating carriage 9 is powered and can drive the fuselage dummy 1 to move. One end of the ejection rod 7 is connected to the front landing gear test piece 6, and the other end is connected to the ejection reciprocating carriage 9. One end of the restraint rod 8 is connected to the front landing gear test piece 6, and the other end is connected to the restraint buffer hook 10.

[0026] The catapult reciprocating carriage 9, in conjunction with the catapult rod 7 and the restraining rod 8, can propel the fuselage dummy 1 under specific loads, thereby simulating the aircraft's catapult buffering, tensioning, release, and catapult roll maneuvers. It simulates the real connection between the aircraft and the catapult reciprocating carriage 9 and the restraining buffer hook 10, the aircraft's mass and rigidity, the engine's thrust, and the ability to move in a directional manner on the ground.

[0027] The fuselage dummy 1 is simulated using a truss structure that takes into account the elasticity of the fuselage, thus forming the basis of the simulated fuselage test device.

[0028] Preferably, the two counterweights are distributed on the dummy part 1 of the machine body, and the size, weight and installation position of the two counterweights are determined according to the mass, rigidity and strength of the testing machine.

[0029] Preferably, the total mass and center position of the counterweight 2 and the dummy body 1 are consistent with the total mass and center position of the testing machine to meet the vertical bending mode requirements of the machine body.

[0030] Preferably, the total mass and center position of the counterweight 2 and the dummy body 1 are consistent with the total mass and center position of the testing machine, so that it has the ability to prevent rollover and can ensure that the main wheel tire 5 rotates smoothly.

[0031] Preferably, the mounting position of the main starter of the fuselage dummy 1 is designed to accommodate the mounting interfaces of the main starter wheel and the main starter wheel tire 5. The mounting interfaces are positioned at the midpoint between the left and right main starter transverse structures.

[0032] Preferably, the top of the fuselage dummy 1 is provided with an adjustment joint 3, which can be hinged to the connecting parts of the power structure, and can adjust the position and angle on the fuselage dummy 1 to truly simulate the position and angle of the engine pull.

[0033] Preferably, the restraining rod 8 overlaps with the restraining buffer hook 10 of the fixed structure, and the restraining rod 8 should be able to break off under specific load conditions to ensure the realization of the buffering, tensioning and release process in the ejection test.

[0034] Preferably, the front landing gear test piece 6 is installed on the fuselage dummy piece 1 using the actual structure of the testing machine, and the installation structure of the front landing gear test piece 6 is consistent with the actual structure of the testing machine.

[0035] Preferably, the ejector rod 7 is provided with an overlapping interface that connects to the ejector reciprocating carriage 9, and the overlapping interface with the ejector reciprocating carriage 9 is used to ensure the loading of the ejection force.

[0036] Preferably, the front landing gear test piece 6 is equipped with a connection interface connected to the traction bar 8, which can ensure that it can be connected to the landing gear and the traction buffer hook 10 respectively.

[0037] The specific implementation process is as follows:

[0038] a) The test facility was placed on the catapult test track, and the catapult rod 7 was connected to the shipboard catapult reciprocating vehicle 9 at the test track;

[0039] b) Connect the traction rod 8 to the interface on the nose landing gear test piece 6 and the shipboard traction buffer hook 10 at the test site;

[0040] c) Apply the rated takeoff pull at the engine pull application joint;

[0041] d) The catapult load is applied by the shipboard catapult reciprocating vehicle 9 at the test site to complete the catapult buffering and tensioning process;

[0042] e) When the ejection load is applied to the set value, the restraint rod 8 breaks off, completing the ejection release process;

[0043] f) The shipboard catapult reciprocating vehicle 9 pulls the test device at high speed and distance until the end;

[0044] g) Record the time-domain measurement data of strain, acceleration, etc. at various measurement points on the test facility during processes d), e), and f).

[0045] In summary, this application has the following advantages:

[0046] It can realistically simulate the mass distribution and stiffness of an aircraft; it can effectively simulate engine thrust; compared with existing catapult trolley tests, it can realistically simulate the catapult buffering, tensioning, and release process; it has the ability to catapult and taxi on the ground; the elastic design of fuselage dummy parts and counterweights can simulate the dynamic response of the airframe during catapult taxiing, which greatly improves the test performance compared with catapult trolley tests and is more in line with the requirements of aircraft load testing; compared with catapult tests using real aircraft, it has low cost and can provide support for model pre-research.

[0047] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A dynamic simulation test device for full-aircraft catapult launch, characterized in that, Includes fuselage dummy (1), counterweight (2), main engine wheel tire (5), front landing gear test piece (6) and ejection restraint mechanism; The counterweights (2) are arranged in multiple sets and horizontally spaced on the fuselage dummy (1). The main wheel tires (5) are connected to the bottom tail end of the fuselage dummy (1). The front landing gear test piece (6) is connected to the front end of the fuselage dummy (1). The ejection restraint mechanism is connected to the front landing gear test piece (6) and can perform ejection control on the fuselage dummy (1). The ejection restraint mechanism includes an ejection rod (7), an ejection reciprocating carriage (9), a restraint rod (8), and a restraint buffer hook (10); the ejection reciprocating carriage (9) is powered and can drive the fuselage dummy (1) to move; one end of the ejection rod (7) is connected to the front landing gear test piece (6), and the other end is connected to the ejection reciprocating carriage (9); one end of the restraint rod (8) is connected to the front landing gear test piece (6), and the other end is connected to the restraint buffer hook (10).

2. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 1, characterized in that, The counterweight (2) blocks are distributed on the dummy body (1), and the size, weight and installation position of the counterweight (2) blocks are determined according to the mass, rigidity and strength of the testing machine.

3. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 1, characterized in that, The total mass and center position of the counterweight (2) and the dummy body (1) are consistent with the total mass and center position of the testing machine.

4. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 1, characterized in that, The main theoretical installation position of the fuselage dummy (1) is designed to be the installation interface of the main wheel tire (5).

5. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 4, characterized in that, The installation interface is located at the midpoint between the left main starter transverse structure and the right main starter transverse structure.

6. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 1, characterized in that, The top of the fuselage dummy (1) is provided with an adjustment joint (3), which can be hinged to the connecting parts of the power structure.

7. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 1, characterized in that, The restraining rod (8) overlaps with the restraining buffer hook (10) of the fixed structure.

8. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 7, characterized in that, The front landing gear test piece (6) is installed on the fuselage dummy piece (1) using the actual structure of the testing machine. The installation structure of the front landing gear test piece (6) is consistent with the actual structure of the testing machine.

9. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 8, characterized in that, The ejection rod (7) is provided with an overlapping interface that connects to the ejection reciprocating vehicle (9) and engages with the ejection reciprocating vehicle (9).

10. The aircraft full-aircraft catapult dynamic simulation test device as described in claim 7, characterized in that, The front landing gear test piece (6) is equipped with a connection interface that connects to the traction bar (8).

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