Method, system and equipment for determining stress of aircraft structural component and storage medium

Abstract

The embodiment of the invention discloses a method, system and device for determining the stress of an aircraft structural member and a storage medium, and relates to the technical field of data processing, and the method comprises the steps: obtaining a measurement load on a target detection region of a to-be-measured structural member on an aircraft, and the load type of the measurement load; according to the load type, determining a target mapping relation used for representing a corresponding relation between the measurement load and the stress of the target detection area; according to the measured load and the target mapping relation, the stress of the target detection area is determined, and a data basis is provided for an airline company to carry out structure autonomous refitting and repairing on imported aircrafts.

Description

Technical Field

[0001] This application relates to the field of data processing technology, and in particular to a method, system, device and storage medium for determining the stress of aircraft structural components. Background Technology

[0002] Stress analysis is the process of calculating and analyzing the mechanical forces acting on a material or component using mathematical and engineering mechanics methods to predict and assess its strength and stability. In the structural repair and modification of civil aircraft, understanding the relevant stress parameters of the repaired or modified area is crucial, as it helps in calculating the static and fatigue strength of that area.

[0003] However, many airlines lack the relevant stress parameters for aircraft structural components, making it impossible for them to independently design repair and modification plans. This limitation severely impacts their ability to modify imported aircraft airframes, especially older aircraft that require more frequent structural repairs. Typically, airlines must pay substantial fees to foreign aircraft design firms to obtain the relevant stress parameters.

[0004] It is evident that the lack of understanding of stress data related to imported aircraft structural components has become a bottleneck restricting the installation and use of domestically produced aircraft products in the existing fleet. This not only affects the operational efficiency of airlines but also hinders the improvement of my country's independent aviation engineering capabilities.

[0005] Application content

[0006] In view of this, one of the objectives of this application is to provide a method, system, device and storage medium for determining the stress of aircraft structural components, which can detect the stress in a target area on the aircraft structural component.

[0007] To achieve the above objectives, a first aspect of this application provides a method for determining the stress of an aircraft structural component, comprising:

[0008] Acquire the measurement load on the target detection area and the load type of the measurement load. The target detection area is any area of ​​the structure to be tested on the aircraft.

[0009] Based on the load type, the target mapping relationship is determined. The target mapping relationship is used to characterize the correspondence between the measured load and the stress in the target detection area.

[0010] The stress in the target detection area is determined based on the mapping relationship between the measured load and the target.

[0011] In one possible implementation, the stress in the target detection area includes stress in the target direction, which includes at least one of longitudinal and circumferential directions;

[0012] Based on the load type, determine the target mapping relationship, including:

[0013] Determine the target characteristic parameters associated with the load type. These target characteristic parameters characterize the relationship between the measured strain of the target detection area in the target direction and the simulated test load in the target simulation test scenario.

[0014] The target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario.

[0015] In one possible implementation, before determining the target characteristic parameters associated with the load type, the method further includes:

[0016] Substitute the measured strain into the preset mapping relationship to obtain the theoretical load;

[0017] If the difference between the theoretical load and the simulated test load under the target simulated test scenario is outside the preset difference range, adjust the target characteristic parameters;

[0018] Based on the simulated test load under the target simulation test scenario and the adjusted target characteristic parameters, determine the new measurement strain;

[0019] The new measured strain is substituted into the preset mapping relationship to obtain the new theoretical load. The adjustment of the target characteristic parameters is stopped when the difference between the new theoretical load and the simulated test load under the target simulated test scenario is within the preset difference range, and the new target characteristic parameters are obtained.

[0020] In one possible implementation, the load type includes a pressurized load, the target simulated test scenario includes a simulated pressurized test scenario, and the target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario, including:

[0021] Determine the first target characteristic parameter associated with the pressurization load. The first target characteristic parameter is used to characterize the relationship between the strain of the target detection area in the longitudinal and circumferential directions and the air pressure difference inside and outside the aircraft cabin under the simulated pressurization test scenario.

[0022] Based on the first target characteristic parameters and the simulated test load under the simulated boost test scenario, the first target mapping relationship is determined, and the target mapping relationship includes the first target mapping relationship.

[0023] In one possible implementation, the load type includes bending load, the target simulated test scenario includes a simulated ground bending test scenario, and the target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario, including:

[0024] Determine a second target characteristic parameter associated with the bending load. The second target characteristic parameter is used to characterize the relationship between the longitudinal strain of the target detection area and the bending moment associated with the bending load under the simulated ground bending test scenario.

[0025] Based on the characteristic parameters of the second target and the simulated test load under the simulated ground bending test scenario, the mapping relationship of the second target is determined, and the target mapping relationship includes the mapping relationship of the second target.

[0026] In one possible implementation, determining a second target characteristic parameter associated with the bending load includes:

[0027] Obtain the bending load of the aircraft under a simulated ground bending test scenario, and the longitudinal strain of the target detection area;

[0028] Determine the target bending moment based on the bending load;

[0029] The characteristic parameters of the second target are determined based on the longitudinal strain and bending moment of the target detection area.

[0030] In one possible implementation, under a simulated ground bending test scenario:

[0031] The contact surface of the aircraft's nose landing gear wheel is parallel to the horizontal plane of a platform scale placed under the nose landing gear wheel. The platform scale is used to display bending loads.

[0032] A tail boom is placed between the target area of ​​the aircraft and the ground where the aircraft is parked. The bending load varies with the length of the tail boom. The target area is the connection area between the rear fuselage section of the aircraft and the tail end of the aircraft fuselage.

[0033] To achieve the above objectives, a second aspect of this application provides a system for determining the stress of aircraft structural components, the system comprising:

[0034] The acquisition module is used to acquire the measurement load on the target detection area and the load type of the measurement load. The target detection area is any area of ​​the structure to be tested on the aircraft.

[0035] The first determining module is used to determine the target mapping relationship based on the load type. The target mapping relationship is used to characterize the correspondence between the measured load and the stress in the target detection area.

[0036] The second determining module is used to determine the stress in the target detection area based on the mapping relationship between the measured load and the target.

[0037] To achieve the above objectives, a third aspect of the present application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and when the computer program is executed by the processor, it implements the method for determining the stress of aircraft structural components provided in the first aspect.

[0038] To achieve the above objectives, a fourth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the method for determining the stress of aircraft structural components provided in the first aspect.

[0039] This application provides a method for determining the stress of structural components. It involves acquiring the measured load and load type on the target detection area of ​​the structural component under test on an aircraft, and then determining a target mapping relationship to characterize the correspondence between the measured load and the stress in the target detection area based on the load type. Finally, the stress in the target detection area can be determined based on the measured load and target mapping relationship. This provides a data foundation for airlines to conduct independent structural modifications and repairs of imported aircraft, and is of great significance for the widespread adoption of domestically produced aircraft products. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. It should be understood that the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A flowchart illustrating a method for determining the stress of an aircraft structural component, provided as an embodiment of this application;

[0042] Figure 2 A flowchart illustrating the determination of target mapping relationships included in a method for determining stress in an aircraft structural component, as provided in an embodiment of this application.

[0043] Figure 3 A flowchart illustrating the target characteristic parameter adjustment method involved in a method for determining the stress of an aircraft structural component, provided in an embodiment of this application;

[0044] Figure 4 A flowchart of a method for determining a first target mapping relationship, provided in an embodiment of this application, for determining the stress of an aircraft structural component;

[0045] Figure 5 A functional module diagram of a system for determining the stress of an aircraft structural component is provided for an embodiment of this application;

[0046] Figure 6 This is a diagram illustrating the internal structure of an electronic device as provided in an embodiment of this application. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0048] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0050] First, let's analyze some of the terms used in this application:

[0051] Artificial intelligence (AI) is a new branch of computer science that studies, develops, and applies theories, methods, technologies, and systems to simulate, extend, and expand human intelligence. It aims to understand the essence of intelligence and produce intelligent machines that can react in a way similar to human intelligence. Research in this field includes robotics, speech recognition, image recognition, natural language processing, and expert systems. AI can simulate the information processes of human consciousness and thought. Furthermore, AI utilizes digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceiving the environment, acquiring knowledge, and using that knowledge to achieve optimal results.

[0052] Natural Language Processing (NLP): NLP uses computers to process, understand, and utilize human language (such as Chinese and English). NLP is a branch of artificial intelligence and an interdisciplinary field of computer science and linguistics, often referred to as computational linguistics. NLP includes syntactic analysis, semantic analysis, and discourse understanding. It is commonly used in machine translation, handwritten and printed character recognition, speech recognition and text-to-speech conversion, intent recognition, information extraction and filtering, text classification and clustering, sentiment analysis, and opinion mining. It involves data mining, machine learning, knowledge acquisition, knowledge engineering, artificial intelligence research, and linguistic research related to language computation.

[0053] Information extraction is a text processing technique that extracts specific types of factual information, such as entities, relationships, and events, from natural language text and outputs structured data. Information extraction is a technique for extracting specific information from text data. Text data is composed of specific units, such as sentences, paragraphs, and chapters. Text information is composed of smaller, specific units, such as characters, words, phrases, sentences, paragraphs, or combinations of these units. Extracting noun phrases, names of people, and place names from text data is an example of text information extraction. Of course, text information extraction techniques can extract information of various types.

[0054] To address the technical problems in the background art, embodiments of this application provide a method, system, device, and storage medium for determining the stress of aircraft structural components. The method for determining the stress of aircraft structural components provided in this application embodiment is described below.

[0055] Please see Figure 1 , Figure 1 This application provides a flowchart of a method for determining the stress of an aircraft structural component. This method can be applied to systems or electronic devices used in the following embodiments for determining the stress of aircraft structural components. These electronic devices include personal computers, servers, mobile devices, cloud computing platforms, and supercomputers. The following description will focus on the application of this method to electronic devices for determining the stress of aircraft structural components. The method specifically includes the following steps:

[0056] Step 110: Obtain the measurement load on the target detection area and the load type of the measurement load. The target detection area is any area of ​​the structure to be tested on the aircraft.

[0057] Step 120: Determine the target mapping relationship based on the load type. The target mapping relationship is used to characterize the correspondence between the measured load and the stress in the target detection area.

[0058] Step 130: Determine the stress in the target detection area based on the mapping relationship between the measured load and the target.

[0059] The embodiments of this application can acquire and process relevant data based on artificial intelligence technology. Artificial intelligence (AI) is the theory, method, technology, and application system that uses digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceive the environment, acquire knowledge, and use that knowledge to obtain optimal results.

[0060] Foundational technologies for artificial intelligence generally include sensors, dedicated AI chips, cloud computing, distributed storage, big data processing, operating / interactive systems, and mechatronics. AI software technologies mainly encompass computer vision, robotics, biometrics, speech processing, natural language processing, and machine learning / deep learning.

[0061] This application provides a method for determining the stress of structural components. It involves acquiring the measured load and load type on the target detection area of ​​the structural component under test on an aircraft, and then determining a target mapping relationship to characterize the correspondence between the measured load and the stress in the target detection area based on the load type. Finally, the stress in the target detection area can be determined based on the measured load and target mapping relationship. This provides a data foundation for airlines to conduct independent structural modifications and repairs of imported aircraft, and is of great significance for the widespread adoption of domestically produced aircraft products.

[0062] The following will discuss how Figure 1 The steps of the Chinese method are explained in detail.

[0063] In step 110, the electronic device can acquire the measurement load on the target detection area and the load type of the measurement load.

[0064] Aircraft include civil aircraft and non-civil aircraft. Taking civil aircraft as an example, they include passenger planes, cargo planes, business jets, general aviation aircraft, and private planes. The aircraft applicable to the embodiments of this application are expanded to include the civil and non-civil aircraft mentioned above. For ease of explanation, the aircraft in this embodiment and the following embodiments will be described using civil aircraft as an example.

[0065] The structural components under test (SUT) on an aircraft can refer to the various parts that make up the aircraft, which play a significant role in the aircraft's integrity and safe operation. For example, SUTs on an aircraft may include the fuselage, wings, tail, skin, and doors.

[0066] The target detection area can be understood as the area on the structure to be tested where the stress needs to be measured; it can be any area of ​​the structure to be tested.

[0067] The measurement load can be understood as the load acting on the target detection area. The load types of the measurement load can include pressure load and bending load.

[0068] Pressurization load can be understood as the pressurization pressure generated when the pressurization system inside an aircraft is working. Under normal circumstances, when an aircraft flies above a certain altitude, the external air pressure is extremely low. Direct exposure to such an environment can cause discomfort or even harm to health. Therefore, aircraft are usually equipped with corresponding pressurization systems, and the aircraft cabin is subjected to pressurization pressure when the pressurization system is working.

[0069] Bending load can be understood as the bending force and bending moment experienced by the tested structural components of an aircraft, such as wings and fuselage, during flight or landing and taxiing. Generally, the tested structural components of an aircraft, such as wings and fuselage, need to be designed to be strong enough to withstand bending loads and ensure their safety under various flight or landing and taxiing conditions.

[0070] Electronic devices can acquire measurement loads through the aircraft's monitoring system. Taking a pressurized load as an example, the pressurization pressure generated by the aircraft's pressurization system during operation can be used as a pressurization load. When the pressurization system starts operating, it can send pressurization pressure data to the electronic device. In some embodiments, if the electronic device detects that the pressurization system has started operating, it can send a data request command to the pressurization system. After receiving the data request command, the pressurization system will feed back the pressurization pressure data to the electronic device.

[0071] In steps 120 and 130, after determining the load type of the measured load, the electronic device can further determine the target mapping relationship corresponding to the load type. Through the target mapping relationship and the measured load on the target detection area obtained in the aforementioned embodiments, the stress in the target detection area can be determined.

[0072] Stress is the internal force per unit area within a material; it is the internal resistance of an object caused by external forces. When an object is subjected to external forces, the interaction forces between the molecules or atoms within the object change, and this change manifests as stress. Stress is used to design and analyze the load-bearing capacity of structures such as the structure under test in this embodiment, predict the fatigue life of materials, and assess the safety and reliability of materials under various loads.

[0073] In practical applications, relevant personnel need to determine the stress distribution of materials through experiments and calculations to ensure that the structure will not fail due to excessive stress within its expected service life. Therefore, determining the stress in the target testing area of ​​the structural component on an aircraft is crucial, providing an accurate data foundation for self-service structural modification and repair of imported aircraft for which stress data is unavailable.

[0074] Specifically, each load type corresponds to a target mapping relationship, and there is an association between the load type and its corresponding target mapping relationship. This association relationship can be stored in a preset association relationship table. After determining the load type, the electronic device can quickly determine the target mapping relationship corresponding to the load type based on the preset association relationship table.

[0075] In some embodiments, if there are many different types of loads for measuring loads, an index can be created based on the load type to store the association between load type and target mapping relationship in the database. The index enables fast querying of target mapping relationship when there are many load types.

[0076] Please see Figure 2 , Figure 2 This is a flowchart illustrating the determination of target mapping relationships in a method for determining the stress of an aircraft structural component, as provided in an embodiment of this application.

[0077] In one possible embodiment of this application, the stress in the target detection area includes stress in the target direction, which includes at least one of longitudinal and circumferential directions;

[0078] Step 120 determines the target mapping relationship based on the load type, which may include, but is not limited to, steps 1210 to 1220 below:

[0079] Step 1210: Determine the target characteristic parameters associated with the load type. The target characteristic parameters are used to characterize the relationship between the measured strain of the target detection area in the target direction and the simulated test load in the target simulated test scenario.

[0080] Step 1220: Determine the target mapping relationship based on the target characteristic parameters and the simulated test load under the target simulated test scenario.

[0081] The embodiments of this application determine the target mapping relationship by using target characteristic parameters associated with the load type and simulated test loads under the target simulated test scenario, thereby improving the reliability of the target mapping relationship.

[0082] Specifically, strain is the ratio of the deformation of a material after being subjected to an external force to its original size. It describes the relative change in the material's shape or size and reflects its deformability. The direction of strain produced by simulated test loads of different load types may also be different.

[0083] For example, if the load type of the simulated test load is a pressure load, longitudinal and axial strain will be generated in the target detection area. If the load type of the simulated test load is a bending load, only longitudinal strain will be generated in the target detection area, without circumferential strain.

[0084] In the embodiments of this application, the strain in the longitudinal direction can also be referred to as longitudinal strain, and the strain in the circumferential direction can also be referred to as circumferential strain.

[0085] Each load type can correspond to a target characteristic parameter and a target simulation test scenario. The target characteristic parameter can be used to characterize the relationship between the measured strain in the target detection area in the target direction under the target simulation test scenario and the simulated test load under the target simulation test scenario. The target simulation test scenario can include simulated pressurization test scenarios and simulated ground bending test scenarios.

[0086] For example, if the load type of the simulated test load is a pressure load, then the simulated test scenario is a simulated pressure test scenario. In the simulated pressure test scenario, the measured strain in the target direction includes circumferential strain and longitudinal strain.

[0087] The target mapping relationship can be determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario. This can be achieved by multiplying the target characteristic parameters by the simulated test load, or by assigning weights to the target characteristic parameters and then multiplying the assigned weights, the target characteristic parameters, and the simulated test load in sequence.

[0088] In a target simulation test scenario, strain can be measured by a strain sensor installed on the target detection area of ​​the structural component under test on the aircraft.

[0089] Please see Figure 3 , Figure 3 This is a flowchart illustrating a method for adjusting target characteristic parameters in a method for determining the stress of an aircraft structural component, as provided in an embodiment of this application.

[0090] In one possible implementation of this application, before determining the target characteristic parameters associated with the load type, the method further includes, but is not limited to, steps 310 to 340:

[0091] Step 310: Substitute the measured strain into the preset mapping relationship to obtain the theoretical load;

[0092] Step 320: If the difference between the theoretical load and the simulated test load in the target simulated test scenario is outside the preset difference range, adjust the target characteristic parameters.

[0093] Step 330: Determine the new measurement strain based on the simulated test load under the target simulation test scenario and the adjusted target characteristic parameters;

[0094] Step 340: Substitute the new measured strain into the preset mapping relationship to obtain the new theoretical load. Continue adjusting the target characteristic parameters until the difference between the new theoretical load and the simulated test load under the target simulated test scenario is within the preset difference range, and obtain the new target characteristic parameters.

[0095] This application embodiment calculates the theoretical load by introducing a preset mapping relationship, and then adjusts the target feature parameters determined in the aforementioned embodiment by comparing the relationship between the theoretical load and the simulated test load under the target simulation test scenario. This can improve the accuracy and reliability of the target feature parameters, thereby improving the accuracy and reliability of determining the stress in the target detection area.

[0096] Specifically, the preset mapping relationship can be represented by the following formula (1):

[0097]

[0098] in,

[0099] i represents the target detection region;

[0100] δ i The force applied to the target detection area can be considered as the theoretical load in this embodiment;

[0101] ε x-i ε represents the lateral strain in the target detection area. y-i This represents the longitudinal strain of the target detection area;

[0102] E i Indicates the elastic modulus of the material used in the target detection area;

[0103] μ represents Poisson's ratio.

[0104] If the target direction includes the circumferential direction, the force on the target detection area, i.e., the theoretical load, is calculated according to formula (1). If the target direction only includes the longitudinal direction, formula (1) used to represent the preset mapping relationship will become formula (2). The force on the target detection area, i.e., the theoretical load, can be calculated according to formula (2) used to represent the preset mapping relationship. Formula (2) is as follows:

[0105]

[0106] For an explanation of each parameter, please refer to the explanation in formula (1), which will not be repeated here.

[0107] The preset difference range can be selected according to actual needs, and there is no limitation here.

[0108] Adjusting the target characteristic parameters can involve increasing or decreasing them. It is only necessary to ensure that the difference between the new measured strain obtained based on the adjusted target characteristic parameters, the new theoretical load, and the simulated test load under the target simulated test scenario is within the preset difference range. There is no specific limitation on whether the target characteristic parameters are increased or decreased.

[0109] Compared to the target feature parameters before adjustment, the target feature parameters determined after adjustment have higher accuracy and reliability.

[0110] Please see Figure 4 , Figure 4 This is a flowchart of a method for determining a first target mapping relationship, which is included in a method for determining the stress of an aircraft structural component provided in an embodiment of this application.

[0111] In one possible implementation of this application, the load type includes a pressurized load, the target simulated test scenario includes a simulated pressurized test scenario, and step 1220 determines the target mapping relationship based on the target characteristic parameters and the simulated test load under the target simulated test scenario, including but not limited to steps 1221 to 1222:

[0112] Step 1221: Determine the first target characteristic parameter associated with the pressurization load. The first target characteristic parameter is used to characterize the relationship between the strain of the target detection area in the longitudinal and circumferential directions and the air pressure difference inside and outside the aircraft cabin under the simulated pressurization test scenario.

[0113] Step 1222: Determine the first target mapping relationship based on the first target characteristic parameters and the simulated test load under the simulated boost test scenario. The target mapping relationship includes the first target mapping relationship.

[0114] This application embodiment determines the first target characteristic parameter and the first target mapping relationship associated with the pressure load when the load type is determined to be a pressure load. In other words, when the measured load is a pressure load, the stress in the target detection area can be quickly determined by the determined first target mapping relationship.

[0115] Specifically, the pressure difference between the inside and outside of an aircraft cabin can be expressed as the difference between the atmospheric pressure outside the cabin and the pressurized air pressure inside the cabin.

[0116] In some embodiments, the air pressure inside and outside the cabin can be measured using an atmospheric pressure sensor.

[0117] According to engineering mechanics, the relationship between the pressurization load and the circumferential strain of the aircraft fuselage skin can be established as Equation (3), and the relationship between the pressurization load and the longitudinal strain of the aircraft fuselage skin can be established as Equation (4):

[0118]

[0119] in,

[0120] ε c ε represents the circumferential strain (dimensionless) of the aircraft's fuselage skin. l ε represents the longitudinal strain (dimensionless) of the aircraft fuselage skin. c and ε l This is due to the air pressure difference between the inside and outside of the cockpit causing strain on the fuselage skin in the target detection area.

[0121] Δp represents the pressure difference between the inside and outside of the aircraft cabin (unit: psi);

[0122] R represents the radius of the aircraft's fuselage skin circular shell (unit: in);

[0123] E represents the elastic modulus of the aircraft's fuselage skin (unit: psi);

[0124] t represents the thickness of the aircraft's fuselage skin (unit: in);

[0125] μ represents the Poisson's ratio (dimensionless) of the material used for the aircraft's fuselage skin;

[0126] K p-c The first sub-target characteristic parameter (unit: 1 / psi) represents the relationship between circumferential strain and the pressure difference between the inside and outside of the cabin during pressurization.

[0127] K p-l The second sub-target characteristic parameter (unit: 1 / psi) represents the relationship between longitudinal strain and the pressure difference between the inside and outside of the cabin during pressurization.

[0128] The first target feature parameters include the first sub-target feature parameters and the second sub-target feature parameters.

[0129] According to the above formula (3), the mapping relationship of the first sub-target can be determined as shown in formula (5), and according to the above formula (4), the mapping relationship of the second sub-target can be determined as shown in formula (6):

[0130]

[0131] The first target mapping relationship includes the first sub-target mapping relationship and the second sub-target mapping relationship.

[0132] In the simulated pressurization test scenario, the measured strain includes the longitudinal strain and circumferential strain of the fuselage skin in this embodiment.

[0133] For example, in a simulated pressurization test scenario, the pressurization system inside the aircraft can be controlled by electronic devices on the ground to pressurize the cabin. The air pressure outside the cabin and the air pressure inside the cabin are measured by atmospheric pressure sensors, and the corresponding time points are recorded to determine the difference between the air pressure inside and outside the cabin.

[0134] Then, ε is obtained by detecting the strain gauge on the target detection area of ​​the structural component under test installed on the aircraft. c and ε l .

[0135] Finally, ε can be... c and ε l Substitute these parameters into formulas (5) and (6) respectively to determine the feature parameters of the first sub-target and the feature parameters of the second sub-target.

[0136] In one possible implementation of this application, the load type includes bending load, the target simulated test scenario includes a simulated ground bending test scenario, and the target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario, including:

[0137] Determine a second target characteristic parameter associated with the bending load. The second target characteristic parameter is used to characterize the relationship between the longitudinal strain of the target detection area and the bending moment associated with the bending load under the simulated ground bending test scenario.

[0138] Based on the characteristic parameters of the second target and the simulated test load under the simulated ground bending test scenario, the mapping relationship of the second target is determined, and the target mapping relationship includes the mapping relationship of the second target.

[0139] This application embodiment determines a second target characteristic parameter and a second target mapping relationship associated with the bending load when the load type is determined to be a bending load. In other words, when the measured load is a bending load, the stress in the target detection area can be quickly determined by the determined second target mapping relationship.

[0140] Specifically, based on engineering mechanics, the relationship between the bending moment around the aircraft's fuselage pitch axis and the longitudinal strain of the skin is established as shown in formula (7):

[0141]

[0142] in,

[0143] ε l 'This indicates that the skin produces longitudinal strain (dimensionless) under bending moment about the aircraft's pitch axis;

[0144] M x This represents the lateral bending moment generated by the forward fuselage section of an aircraft (unit: lb*in).

[0145] E represents the elastic modulus (dimensionless) of the material used for the aircraft's fuselage skin;

[0146] d represents the distance (in) from the structural component under test to the body coordinate system;

[0147] c represents the centroid position of the aircraft's fuselage section (unit: in);

[0148] l xx The moment of inertia of an aircraft fuselage section about the transverse direction (unit: in). 4 );

[0149] K b-l The second objective characteristic parameter (1 / lb*in) represents the relationship between longitudinal strain and bending moment under bending moment about the fuselage pitch axis.

[0150] Based on the above formula (7), the mapping relationship of the second target can be determined as shown in formula (8):

[0151]

[0152] In one possible implementation of this application, under a simulated ground bending test scenario:

[0153] The contact surface of the aircraft's nose landing gear wheel is parallel to the horizontal plane of a platform scale placed under the nose landing gear wheel. The platform scale is used to display bending loads.

[0154] A tail boom is placed between the target area of ​​the aircraft and the ground where the aircraft is parked. The bending load varies with the length of the tail boom. The target area is the connection area between the rear fuselage section of the aircraft and the tail end of the aircraft fuselage.

[0155] For example, the aircraft's forward fuselage section and wing rear spars can be used to lift the aircraft horizontally to a predetermined height on the ground. Then, a platform scale is placed under the nose landing gear wheels. Finally, the forward fuselage section of the aircraft is lowered horizontally so that the nose landing gear wheels are fully in contact with the platform scale and the pressure of the forward fuselage section jacks is reduced to zero.

[0156] During this process, the jacks on the forward fuselage section are disconnected from the fuselage connection assembly. A tail boom is placed at the connection area between the aft fuselage section and the tail end of the aircraft fuselage, or at the apex of the aft fuselage section. By changing the lifting height of the tail boom on the aft fuselage section, the load acting on the platform scale under the nose landing gear wheels is adjusted, thereby changing the bending moment M of the skin acting on the target detection area at the nose landing gear position. x The longitudinal skin strain ε in the target detection area is obtained by using a strain sensor installed on the target detection area of ​​the structural component under test on the aircraft. l '.

[0157] Record the generated bending moment and the corresponding longitudinal strain of the skin. The second target characteristic parameter can be obtained according to formula (8).

[0158] In one possible implementation of this application, determining a second target characteristic parameter associated with the bending load includes:

[0159] Obtain the bending load of the aircraft under a simulated ground bending test scenario, and the longitudinal strain of the target detection area;

[0160] Determine the target bending moment based on the bending load;

[0161] The characteristic parameters of the second target are determined based on the longitudinal strain and bending moment of the target detection area.

[0162] This embodiment can accurately determine the second target characteristic parameters by using the target bending moment determined based on the bending load and the longitudinal strain.

[0163] Specifically, the target bending moment can be obtained by multiplying the bending load by the distance d from the structure under test to the body coordinate system in the aforementioned embodiments.

[0164] The second target characteristic parameters are determined based on the longitudinal strain and target bending moment of the target detection area. This can be achieved by substituting the longitudinal strain and target bending moment of the target detection area into the above formula (8).

[0165] Corresponding to the above method embodiments, this application also provides a method system for determining the stress of aircraft structural components. Please refer to [link to relevant documentation]. Figure 5 , Figure 5 A functional module diagram of a system for determining the stress of an aircraft structural component is provided for an embodiment of this application, wherein the system 500 for determining the stress of an aircraft structural component includes:

[0166] The acquisition module 510 is used to acquire the measurement load on the target detection area and the load type of the measurement load. The target detection area is any area of ​​the structure to be tested on the aircraft.

[0167] The first determining module 520 is used to determine the target mapping relationship according to the load type. The target mapping relationship is used to characterize the correspondence between the measured load and the stress in the target detection area.

[0168] The second determining module 530 is used to determine the stress in the target detection area based on the measurement load and the target mapping relationship.

[0169] The system for determining the stress of aircraft structural components provided in this application embodiment can achieve, for example... Figure 1 The various processes implemented in the Chinese method embodiments can achieve similar or the same technical effects, and will not be described again here to avoid repetition.

[0170] In one possible embodiment of this application, the stress in the target detection area includes stress in the target direction, which includes at least one of longitudinal and circumferential directions;

[0171] The first determining module 520 is specifically used for:

[0172] Determine the target characteristic parameters associated with the load type. These target characteristic parameters characterize the relationship between the measured strain of the target detection area in the target direction and the simulated test load in the target simulation test scenario.

[0173] The target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario.

[0174] In one possible embodiment of this application, the system 500 for determining the stress of aircraft structural components further includes an update module, which is used for:

[0175] Substitute the measured strain into the preset mapping relationship to obtain the theoretical load;

[0176] If the difference between the theoretical load and the simulated test load under the target simulated test scenario is outside the preset difference range, adjust the target characteristic parameters;

[0177] Based on the simulated test load under the target simulation test scenario and the adjusted target characteristic parameters, determine the new measurement strain;

[0178] The new measured strain is substituted into the preset mapping relationship to obtain the new theoretical load. The adjustment of the target characteristic parameters is stopped when the difference between the new theoretical load and the simulated test load under the target simulated test scenario is within the preset difference range, and the new target characteristic parameters are obtained.

[0179] In one possible implementation of this application, the load type includes a pressurized load, the target simulated test scenario includes a simulated pressurized test scenario, and the first determining module 520 includes a first determining submodule, which is used for:

[0180] Determine the first target characteristic parameter associated with the pressurization load. The first target characteristic parameter is used to characterize the relationship between the strain of the target detection area in the longitudinal and circumferential directions and the air pressure difference inside and outside the aircraft cabin under the simulated pressurization test scenario.

[0181] Based on the first target characteristic parameters and the simulated test load under the simulated boost test scenario, the first target mapping relationship is determined, and the target mapping relationship includes the first target mapping relationship.

[0182] In one possible implementation of this application, the load type includes bending load, the target simulated test scenario includes a simulated ground bending test scenario, and the first determining module 520 includes a second determining submodule, the second determining submodule being used for:

[0183] Determine a second target characteristic parameter associated with the bending load. The second target characteristic parameter is used to characterize the relationship between the longitudinal strain of the target detection area and the bending moment associated with the bending load under the simulated ground bending test scenario.

[0184] Based on the characteristic parameters of the second target and the simulated test load under the simulated ground bending test scenario, the mapping relationship of the second target is determined, and the target mapping relationship includes the mapping relationship of the second target.

[0185] In one possible implementation of this application, the first determining submodule includes a first determining unit, which is used for:

[0186] Obtain the bending load of the aircraft under a simulated ground bending test scenario, and the longitudinal strain of the target detection area;

[0187] Determine the target bending moment based on the bending load;

[0188] The characteristic parameters of the second target are determined based on the longitudinal strain and bending moment of the target detection area.

[0189] In one possible implementation of this application,

[0190] In one possible implementation, under a simulated ground bending test scenario:

[0191] The contact surface of the aircraft's nose landing gear wheel is parallel to the horizontal plane of a platform scale placed under the nose landing gear wheel. The platform scale is used to display bending loads.

[0192] A tail boom is placed between the target area of ​​the aircraft and the ground where the aircraft is parked. The bending load varies with the length of the tail boom. The target area is the connection area between the rear fuselage section of the aircraft and the tail end of the aircraft fuselage.

[0193] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method for determining the stress of aircraft structural components. This electronic device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0194] Please see Figure 6 , Figure 6 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes:

[0195] The processor 601 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0196] The memory 602 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 602 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 602 and is called and executed by the processor 601 to execute the method for determining the stress of aircraft structural components according to the embodiments of this application.

[0197] The input / output interface 603 is used to implement information input and output;

[0198] The communication interface 604 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0199] Bus 605 transmits information between various components of the device (e.g., processor 601, memory 602, input / output interface 603, and communication interface 604);

[0200] The processor 601, memory 602, input / output interface 603, and communication interface 604 are connected to each other within the device via bus 605.

[0201] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for determining the stress of aircraft structural components.

[0202] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0203] The method, system, electronic equipment, and storage medium for determining the stress of aircraft structural components provided in this application embodiment acquire the measured load and load type on the target detection area of ​​the structural component under test on the aircraft. Then, based on the load type, a target mapping relationship is determined to characterize the correspondence between the measured load and the stress in the target detection area. Finally, the stress in the target detection area can be determined based on the measured load and the target mapping relationship. This provides a data foundation for airlines to conduct independent structural modification and repair of imported aircraft, and is of great significance for the widespread installation and use of domestically produced aircraft products.

[0204] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0205] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0206] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0207] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0208] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0209] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0210] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0211] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0212] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0213] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0214] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for determining the stress of an aircraft structural component, characterized in that, The method includes: The measurement load on the target detection area and the load type of the measurement load are obtained, wherein the target detection area is any area of ​​the structure to be tested on the aircraft; Based on the load type, a target mapping relationship is determined, which is used to characterize the correspondence between the measured load and the stress in the target detection area; The stress in the target detection area is determined based on the measured load and the target mapping relationship.

2. The method as described in claim 1, characterized in that, The stress in the target detection area includes stress in the target direction, which includes at least one of longitudinal and circumferential directions; Determining the target mapping relationship based on the load type includes: Determine the target characteristic parameters associated with the load type, the target characteristic parameters being used to characterize the relationship between the measured strain of the target detection area in the target direction and the simulated test load in the target simulated test scenario under the target simulated test scenario; The target mapping relationship is determined based on the target characteristic parameters and the simulated test load under the target simulated test scenario.

3. The method as described in claim 2, characterized in that, Before determining the target characteristic parameters associated with the load type, the method further includes: Substituting the measured strain into a preset mapping relationship, the theoretical load is obtained; If the difference between the theoretical load and the simulated test load under the target simulated test scenario is outside the preset difference range, the target characteristic parameters are adjusted. Based on the simulated test load under the target simulation test scenario and the adjusted target characteristic parameters, determine the new measurement strain; Substitute the new measured strain into the preset mapping relationship to obtain a new theoretical load. Continue adjusting the target characteristic parameters until the difference between the new theoretical load and the simulated test load under the target simulated test scenario is within the preset difference range, and obtain new target characteristic parameters.

4. The method as described in claim 2, characterized in that, The load type includes pressurization load, the target simulated test scenario includes simulated pressurization test scenario, and determining the target mapping relationship based on the target characteristic parameters and the simulated test load under the target simulated test scenario includes: Determine a first target characteristic parameter associated with the pressurization load. The first target characteristic parameter is used to characterize the relationship between the strain of the target detection area in the longitudinal and circumferential directions and the air pressure difference inside and outside the cabin of the aircraft under the simulated pressurization test scenario. Based on the first target characteristic parameters and the simulated test load under the simulated boost test scenario, a first target mapping relationship is determined, wherein the target mapping relationship includes the first target mapping relationship.

5. The method as described in claim 2, characterized in that, The load type includes bending load, the target simulated test scenario includes simulated ground bending test scenario, and determining the target mapping relationship based on the target characteristic parameters and the simulated test load under the target simulated test scenario includes: Determine a second target characteristic parameter associated with the bending load, the second target characteristic parameter being used to characterize the relationship between the longitudinal strain of the target detection area and the bending moment associated with the bending load under a simulated ground bending test scenario; Based on the second target characteristic parameters and the simulated test load under the simulated ground bending test scenario, a second target mapping relationship is determined, wherein the target mapping relationship includes the second target mapping relationship.

6. The method as described in claim 5, characterized in that, Determining the second target characteristic parameter associated with the bending load includes: The bending load of the aircraft under the simulated ground bending test scenario and the longitudinal strain of the target detection area are obtained. Determine the target bending moment based on the bending load; The second target characteristic parameters are determined based on the longitudinal strain of the target detection area and the target bending moment.

7. The method as described in claim 5, characterized in that, In the simulated ground bending test scenario: The contact surface of the aircraft's nose landing gear wheel is parallel to the horizontal plane of a platform scale placed under the nose landing gear wheel, the platform scale being used to display the bending load; A tail boom is placed between the target area of ​​the aircraft and the ground where the aircraft is parked. The bending load varies with the length of the tail boom. The target area is the connection area between the rear fuselage section of the aircraft and the tail end of the aircraft fuselage.

8. A system for determining the stress of aircraft structural components, characterized in that, The system includes: The acquisition module is used to acquire the measurement load on the target detection area and the load type of the measurement load, wherein the target detection area is any area of ​​the structure to be tested on the aircraft; The first determining module is used to determine a target mapping relationship based on the load type, wherein the target mapping relationship is used to characterize the correspondence between the measured load and the stress in the target detection area; The second determining module is used to determine the stress in the target detection area based on the measured load and the target mapping relationship.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor, wherein the memory stores a computer program that, when executed by the processor, implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by one or more processors, implements the method of any one of claims 1 to 7.

Images