Aircraft mooring test device

Abstract

The utility model relates to the technical field of aircraft tests, and discloses an aircraft mooring test device which comprises a support, a connecting plate, a multi-dimensional force sensor and a restraining piece, the upper end of the support is a mounting end, the lower end of the support is a supporting end, the connecting plate is arranged at the mounting end, and the multi-dimensional force sensor is arranged between the connecting plate and the mounting end. The restraining piece is connected to the upper surface of the connecting plate and used for being connected with an undercarriage of the test aircraft so as to restrain the freedom degree of the test aircraft. According to the testing device, the restraining piece is connected with the undercarriage of the testing aircraft to restrain the freedom degree of the testing aircraft, the mooring test can be carried out without modifying and reinforcing the fuselage, the damage risk of the aircraft can be reduced, and the testing safety is improved; and meanwhile, dynamic load data in multiple directions are acquired by utilizing a multi-dimensional force sensor, so that the real-time load and the overall vibration condition of the aircraft are monitored, more real and reliable test data are acquired, and subsequent optimization of the aircraft is facilitated.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft testing, and in particular to an aircraft tethered testing device. Background Art

[0002] With the development of urban air traffic demand, eVTOL (electric Vertical Take-off and Landing) technology has developed rapidly, and related R&D institutions and models are constantly emerging. Similar to traditional oil-powered helicopters, this type of aircraft needs to start from the vertical flight mode during the R&D and testing process, and gradually carry out vertical take-off, hovering, and vertical landing tests before expanding to the high-speed forward flight mode. Due to the low maturity of aircraft technology, aircraft power, unstable control systems, unreasonable parameters and other factors often lead to aircraft attitude instability, high-speed loss of control (falling height, uncontrolled climbing, etc.) accidents, resulting in damage to the test prototype and even casualties of the test personnel. Therefore, it is necessary to conduct tethered tests on the rotorcraft.

[0003] A Chinese patent with the patent number CN221049961U discloses a tethered test device for a vertical take-off and landing aircraft. The test device includes a tethered test frame, a tethered rope, and a ground connector. The ground connector is fixedly connected to the ground. The tethered test frame is connected to the aircraft. One end of the tethered rope is then connected to the ground connector, and the other end is connected to the tethered test frame. The flight altitude can then be adjusted by adjusting the length of the tethered rope to complete the tethered test. However, this tethered test device requires the aircraft fuselage to be modified and strengthened, making the structural state of the entire aircraft inconsistent with the actual state. It is also impossible to monitor the real-time load of the aircraft and the vibration of the overall system, resulting in inaccurate test data. There is also the risk of the aircraft falling and causing damage to the fuselage. Utility Model Content

[0004] The purpose of this application is to provide an aircraft tethered test device, which aims to solve the problem that the fuselage structure needs to be strengthened during the test process of the current tethered test device, resulting in inaccurate test data.

[0005] An embodiment of the present application provides an aircraft tethering test device, including a bracket, a connecting plate, a multi-dimensional force sensor and a restraint. The upper end of the bracket is a mounting end, and the lower end is a supporting end. The connecting plate is arranged on the mounting end, and the multi-dimensional force sensor is arranged between the connecting plate and the mounting end. The restraint is connected to the upper surface of the connecting plate and is used to connect to the landing gear of the test aircraft to constrain the degree of freedom of the test aircraft.

[0006] In one embodiment, a plurality of the multi-dimensional force sensors are provided, and all of the multi-dimensional force sensors are distributed at intervals along the circumference of the connecting plate.

[0007] In one embodiment, the restraint includes at least one fixing bracket connected to the upper surface of the connecting plate, and the fixing bracket has connecting surfaces formed at two opposite ends in a horizontal direction, and the connecting surfaces are fixedly connected to the landing gear of the test aircraft through a locking member.

[0008] In one embodiment, the locking member includes a first fixing block and a second fixing block that cooperate with each other, the first fixing block is fixed to the connecting surface, and a first mounting groove is provided on the surface of the first fixing block facing away from the connecting surface, and a second mounting groove is provided on the surface of the second fixing block for cooperating with the first fixing block. When the first fixing block cooperates with the second fixing block, the first mounting groove and the second mounting groove form a clamping space for clamping the landing gear.

[0009] In one embodiment, the aircraft tethering test device further includes a buffer pad, which is arranged in the clamping space along the axial direction of the clamping space, and the outer surface of the buffer pad contacts the groove surface of the first mounting groove and / or the second mounting groove.

[0010] In one embodiment, the fixing frame includes a peripheral side portion and connecting portions arranged at both ends of the peripheral side portion, the lower surface of the peripheral side portion is connected to the mounting end, the upper surface of the peripheral side portion contacts the bottom of the test aircraft during operation, and a plurality of reinforcing strips are provided on the side surface of the peripheral side portion, and the connecting surface is provided on the outer side surface of the connecting portion.

[0011] In one embodiment, the multi-dimensional force sensor has a first mounting hole located at its center and a plurality of second mounting holes distributed around the periphery of the first mounting hole. The lower end of the multi-dimensional force sensor is connected to the mounting end through the first mounting hole, and the upper end of the multi-dimensional force sensor is connected to the connecting plate through the second mounting hole, so that the connecting plate is in a floating state.

[0012] In one embodiment, the aircraft tethering test device further includes a planar plate, the planar plate is fixed on the mounting end, and the lower end of the multi-dimensional force sensor is connected to the planar plate through the first mounting hole.

[0013] In one embodiment, the aircraft tethering test device further includes safety ropes provided on both sides of the bracket, one end of the safety rope is connected to the restraint member, and the other end of the safety rope is used to connect to the support surface.

[0014] In one embodiment, the aircraft tethering test device further includes a fan, and the fan is disposed on one side of the bracket.

[0015] Compared with the prior art, the above technical solutions provided by the embodiments of the present application have the following beneficial effects:

[0016] By installing a multi-dimensional force sensor at the mounting end of the bracket and connecting it to a connecting plate, the test aircraft's landing gear is connected to the restraint by a restraint, and then the restraint is connected to the connecting plate, thereby performing a tethered test on the test aircraft. This test device uses a restraint to connect to the test aircraft's landing gear to constrain the test aircraft's degrees of freedom. This allows for tethered testing without modifying or strengthening the fuselage, ensuring that the overall structural state of the aircraft during the test phase is consistent with the actual mass production phase. This also reduces the risk of aircraft damage and improves test safety. At the same time, the multi-dimensional force sensor is used to obtain dynamic load data in multiple directions to monitor the aircraft's real-time load and overall vibration, thereby obtaining more realistic and reliable test data for subsequent aircraft optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a structural diagram of an embodiment of an aircraft tethered test device of the present application;

[0018] Figure 2 This is a schematic structural diagram of a restraint component in an aircraft tethered test device of the present application;

[0019] Figure 3 This is a structural schematic diagram of another embodiment of an aircraft tethered test device of the present application;

[0020] Figure 4 It is a structural schematic diagram of another embodiment of an aircraft tethered test device of the present application.

[0021] Numbers in the figure:

[0022] 10. Bracket; 10a. Support end; 10b. Mounting end; 20. Multi-dimensional force sensor; 30. Connecting plate; 40. Constraint; 41. Fixing frame; 411. Side portion; 411a. First crossbeam; 412. Connecting portion; 412a. Longitudinal beam; 412b. Second crossbeam; 42. Reinforcement strip; 50. Test aircraft; 50a. Landing gear; 60. Locking member; 61. First fixing block; 61a. First mounting groove; 62. Second fixing block; 62a. Second mounting groove; 70. Flat plate; 80. Clamping space; 90. Buffer pad; 100. Safety rope; 200. Fan. DETAILED DESCRIPTION

[0023] In order to have a clearer understanding of the technical features, purposes and effects of the present application, the specific embodiments of the present application are now described in detail with reference to the accompanying drawings. In the following description, it should be understood that the directions or positional relationships indicated by "front", "back", "up", "down", "left", "right", "longitudinal", "horizontal", "vertical", "horizontal", "top", "bottom", "inside", "outside", "head", "tail", etc. are based on the directions or positional relationships shown in the accompanying drawings and are constructed and operated in specific directions. They are only for the convenience of describing the technical solution and do not indicate that the devices or components referred to must have specific directions. Therefore, they should not be understood as limitations on the present application.

[0024] The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0025] Please refer to Figure 1 As shown, an embodiment of the present disclosure provides an aircraft tethered test device that can perform tethered tests without modifying or strengthening the fuselage, and can also monitor the real-time load and overall vibration of the aircraft, thereby obtaining more accurate test data. The aircraft tethered test device includes a bracket 10, a connecting plate 30, a multi-dimensional force sensor 20, and a restraint 40. The upper end of the bracket 10 is a mounting end 10b, and the lower end of the bracket 10 is a support end 10a. The connecting plate 30 is disposed on the mounting end 10b, and the multi-dimensional force sensor 20 is disposed between the connecting plate 30 and the mounting end 10b. The restraint 40 is connected to the upper surface of the connecting plate 30 and is used to connect to the landing gear 50a of the test aircraft 50 to constrain the degrees of freedom of the test aircraft 50.

[0026] In order to ensure the accuracy of the test data obtained, it is necessary to reduce the influence of other external factors during the test process, wherein the external factors include but are not limited to the tilt of the bracket 10 and the poor rigidity of the bracket 10. Therefore, in this embodiment, the bracket 10 is made of a material with good rigidity to ensure that the bracket 10 has good rigidity and avoid deformation or movement of the bracket 10 after the test aircraft 50 is installed on the bracket 10. In addition, the ground on which the bracket 10 is placed needs to be flat. To this end, during the tethering test, the bracket 10 can be fixed on a flat iron platform, and the selected iron platform has an inclination angle of no more than 1°, thereby eliminating the influence of poor test data accuracy caused by the uneven placement of the bracket 10.

[0027] Here, it should be noted that the load transfer path of the test device of the present application is specifically: controlling the rotor of the test aircraft 50 to start, and transferring the load to the connecting plate 30, and then transferring the load to the multi-dimensional force sensor 20 by the connecting plate 30.

[0028] For example, the multi-dimensional force sensor 20 is used to simultaneously measure forces or torques in multiple directions. The sensor can be selected based on actual conditions. For example, if only dynamic load data in the longitudinal, lateral, and vertical directions needs to be measured simultaneously, a three-component force sensor can be used. If three force components and three torque components need to be measured simultaneously, a six-component force sensor can be used. Specifically, in this embodiment, a six-component force sensor is used for the multi-dimensional force sensor 20 to simultaneously measure three force components and three torque components, thereby generating more reliable test data and facilitating subsequent aircraft optimization.

[0029] The present application provides a multi-dimensional force sensor 20 at the mounting end of a bracket 10, connects the multi-dimensional force sensor 20 to a connecting plate 30, and then connects the multi-dimensional force sensor 20 to the landing gear 50a of a test aircraft 50 using a restraint 40. The restraint 40 is then connected to the connecting plate 30, thereby conducting a tethered test on the test aircraft 50. The test device utilizes the restraint 40 to connect to the landing gear 50a of the test aircraft 50 to constrain the freedom of the test aircraft 50. This allows for tethered testing without modifying or strengthening the fuselage, ensuring that the overall structural state of the aircraft during the test phase is consistent with that of the actual mass production phase, reducing the risk of aircraft damage, and improving test safety. At the same time, the multi-dimensional force sensor 20 is used to obtain dynamic load data in multiple directions to monitor the real-time load and overall vibration of the aircraft, thereby obtaining more realistic and reliable test data for subsequent aircraft optimization.

[0030] In one embodiment, multiple multi-dimensional force sensors 20 are provided, and all multi-dimensional force sensors 20 are spaced apart along the circumference of the connecting plate 30. In actual application, four multi-dimensional force sensors 20 are provided, and the four multi-dimensional force sensors 20 are spaced apart along the center of the connecting plate 30 to ensure that after the test aircraft 50 is installed on the connecting plate 30, the projection profile of the test aircraft 50 on the connecting plate 30 is covered, thereby ensuring that more realistic and reliable test data is obtained.

[0031] Reference Figure 1 and Figure 2 As shown, in one embodiment, the restraint 40 includes at least one fixing frame 41, which is connected to the upper surface of the connecting plate 30, and the fixing frame 41 has connecting surfaces formed at two opposite ends in the horizontal direction, and the connecting surfaces are fixedly connected to the landing gear 50a of the test aircraft 50 through a locking member 60.

[0032] Specifically, the locking member includes a first fixing block 61 and a second fixing block 62 that cooperate with each other. The first fixing block 61 is fixed on the connecting surface, and a first mounting groove 61a is provided on the surface of the first fixing block 61 facing away from the connecting surface. The second fixing block 62 is provided with a second mounting groove 62a on the surface for cooperating with the first fixing block 61. When the first fixing block 61 cooperates with the second fixing block 62, the first mounting groove 61a and the second mounting groove 62a form a clamping space 80 for clamping the landing gear 50a.

[0033] For example, when using the fixing frame 41 to constrain the degrees of freedom of the test aircraft 50, it is necessary to securely connect the fixing frame 41 to the landing gear 50a of the test aircraft 50. To do this, the landing gear 50a is first aligned with the first mounting slot 61a of the first fixing block 61 and placed into the first mounting slot 61a. The second fixing block 62 is then used to clamp the other side of the landing gear 50a. The landing gear 50a then falls into the clamping space 80. A locking member (e.g., a bolt) is then inserted sequentially through the aligned mounting holes of the first and second fixing blocks 61, 62 to securely connect the fixing frame to the landing gear 50a of the test aircraft 50. In other words, the locking member, coupled with the first and second fixing blocks 61, 62, allows for quick connection and disconnection of the landing gear 50a from the fixing frame, facilitating easy operation by the tester.

[0034] Reference Figure 2 When the first fixing block 61 and the second fixing block 62 are used to clamp and fix the landing gear 50a, in order to avoid friction between the landing gear 50a and the first fixing block 61 and the second fixing block 62, which may cause wear on the landing gear 50a, in one embodiment, the aircraft mooring test device further includes a buffer pad 90, which is arranged in the clamping space 80 along the axial direction of the clamping space 80, and the outer surface of the buffer pad 90 contacts the groove surface of the first mounting groove 61a and / or the second mounting groove 62a. In other words, by arranging the buffer pad 90 in the clamping space 80 and utilizing the buffer pad 90 to directly contact the landing gear 50a, not only can contact wear between the landing gear 50a and the first fixing block 61 or the second fixing block 62 be avoided, but a certain buffering effect can also be played, thereby reducing the collision between the landing gear 50a and the first fixing block 61 or the second fixing block 62.

[0035] In one embodiment, the fixing frame 41 includes a circumferential side portion 411 and connecting portions 412 arranged at both ends of the circumferential side portion 411. The lower surface of the circumferential side portion 411 is connected to the mounting end 10b, and the upper surface of the circumferential side portion 411 contacts the bottom of the test aircraft 50 during operation. A plurality of reinforcing strips 42 are provided on the side of the circumferential side portion 411, and the connecting surface is provided on the outer side surface of the connecting portion 412. In actual applications, the structure of the fixing frame 41 is connected by multiple rigid bars. The circumferential side portion 411 includes four first cross beams 411a arranged along the circumferential direction. The connecting portion 412 includes two inclined longitudinal beams 412a and two second cross beams 412b. The two longitudinal beams 412a are fixedly connected to the ends of two of the first cross beams 411a, and the two second cross beams 412b are connected to the other two first cross beams 411a. A plurality of reinforcing bars 42 are also connected between two adjacent first cross beams 411a to enhance the overall structural strength of the fixing frame 41 and avoid deformation after connection with the test aircraft 50.

[0036] In one embodiment, the multi-dimensional force sensor 20 has a first mounting hole located at its center and a plurality of second mounting holes distributed around the periphery of the first mounting hole. The lower end of the multi-dimensional force sensor 20 is connected to the mounting end 10b through the first mounting hole, and the upper end of the multi-dimensional force sensor 20 is connected to the connecting plate 30 through the second mounting hole, so that the connecting plate 30 forms a floating state. In this way, the relative position of the connecting plate 30 in all directions can be fed back to the multi-dimensional force sensor 20, thereby obtaining more real and reliable test data. In addition, in actual use, the lower end of the multi-dimensional force sensor 20 is connected to the mounting end 10b through the first mounting hole in a hinged manner, and the upper end of the multi-dimensional force sensor 20 is connected to the connecting plate 30 through the second mounting hole in a hinged manner. In this way, the connecting plate 30 can form a floating state, thereby transferring the load on the connecting plate 30 to the multi-dimensional force sensor 20, thereby obtaining test data.

[0037] In one embodiment, the aircraft tethered test apparatus further includes a flat plate 70 secured to the mounting end, with the multi-dimensional force sensor 20 connected to the flat plate 70 via a first mounting hole. Thus, by securing the flat plate 70 to the mounting end of the bracket 10 before mounting the multi-dimensional force sensor 20 on the flat plate 70, a flat mounting surface for the multi-dimensional force sensor 20 is ensured, thus preventing inaccurate test data from being obtained due to an uneven surface at the mounting end of the bracket 10.

[0038] Reference Figure 3As shown, after the restraint 40 is securely connected to the landing gear 50a of the test aircraft 50, the restraint 40 and the test aircraft 50 must be hoisted and secured to the connecting plate 30. During this process, there is a safety hazard of the test aircraft 50 falling. To address this issue, in one embodiment, the aircraft tethering test apparatus further includes safety ropes 100 disposed on either side of the bracket 10. One end of the safety rope 100 is connected to the restraint 40, and the other end of the safety rope 100 is connected to the support surface. In other words, by connecting one end of the safety rope 100 to the restraint 40 and the other end to the support surface, a safety protection function is provided, preventing the test aircraft 50 from falling due to improper operation.

[0039] Reference Figure 4 As shown, in one embodiment, the aircraft tethered test apparatus further includes a fan 200, which is disposed on one side of the bracket 10. Specifically, by adding the fan 200 on one side of the bracket 10, the fan 200 can be used to blow air toward the test aircraft 50 mounted on the bracket 10, thereby providing airflow at different speeds. This can simulate the airflow conditions of the test aircraft 50 in the air, thereby testing the durability of the entire structure of the test aircraft 50 under different flight conditions.

[0040] To facilitate understanding of the test method of the above-mentioned aircraft tethered test device, the following is a detailed description thereof, including the following steps:

[0041] Step S100: Lapping of the test device.

[0042] In actual implementation, the bracket 10 is first fixed on the iron platform, and then the flat plate 70 is fixed on the mounting end of the bracket 10 , and then the multi-dimensional force sensor 20 is installed on the flat plate 70 , and then the connecting plate 30 is installed on the upper end of the multi-dimensional force sensor 20 . At this time, it is necessary to ensure that the multiple multi-dimensional force sensors 20 are distributed along the center intervals of the connecting plate 30 to ensure that after the test aircraft 50 is installed on the connecting plate 30 , the projection outline of the test aircraft 50 on the connecting plate 30 can be covered.

[0043] Step S200: Install the test aircraft 50 on the test device.

[0044] In actual operation, the test aircraft 50 is hoisted to a certain height using a gantry, so that the landing gear 50a of the test aircraft 50 is in a free state. Then, the fixing frame is fixedly connected to the landing gear 50a using a locking member 60. The test aircraft 50 with the fixing frame installed is then hoisted onto the connecting plate 30, and the fixing frame 41 is fixedly connected to the connecting plate 30. At the same time, by connecting one end of the safety rope 100 to the fixing frame 41 and the other end of the safety rope 100 to the support surface, a safety protection function is provided.

[0045] Step S300: Arrangement of sensors.

[0046] In actual implementation, acceleration sensors are arranged on the arms and fuselage of the test aircraft 50 , and strain gauges are arranged at hot spots of the arms and fuselage.

[0047] Step S400: Execute the test.

[0048] The rotor rotation of the test aircraft 50 is controlled, and the dynamic load data in multiple directions is obtained using the multi-dimensional force sensor 20, and the overall vibration of the test aircraft 50 is monitored using the acceleration sensor, so as to obtain more real and reliable test data, which is convenient for subsequent optimization of the aircraft.

[0049] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and replacements can be made without departing from the technical principles of the present application. These improvements and replacements should also be regarded as the scope of protection of the present application.

Claims

1. An aircraft tethered test device, characterized in that: It includes a bracket, a connecting plate, a multi-dimensional force sensor and a restraint. The upper end of the bracket is a mounting end, and the lower end is a supporting end. The connecting plate is arranged on the mounting end, and the multi-dimensional force sensor is arranged between the connecting plate and the mounting end. The restraint is connected to the upper surface of the connecting plate and is used to connect to the landing gear of the test aircraft to constrain the degree of freedom of the test aircraft.

2. The aircraft tethered test device according to claim 1, characterized in that: There are multiple multi-dimensional force sensors, and all of the multi-dimensional force sensors are distributed along the circumference of the connecting plate.

3. The aircraft tethered test device according to claim 1, characterized in that: The restraint member includes at least one fixing frame connected to the upper surface of the connecting plate, and the fixing frame has connecting surfaces formed at two opposite ends in the horizontal direction, and the connecting surfaces are fixedly connected to the landing gear of the test aircraft through a locking member.

4. The aircraft tethered test device according to claim 3, characterized in that: The locking member includes a first fixing block and a second fixing block that cooperate with each other, the first fixing block is fixed to the connecting surface, and a first mounting groove is provided on the surface of the first fixing block facing away from the connecting surface, and a second mounting groove is provided on the surface of the second fixing block for cooperating with the first fixing block. When the first fixing block cooperates with the second fixing block, the first mounting groove and the second mounting groove form a clamping space for clamping the landing gear.

5. The aircraft tethered test device according to claim 4, characterized in that: The aircraft tethering test device further includes a buffer pad, which is arranged in the clamping space along the axial direction of the clamping space, and the outer surface of the buffer pad contacts the groove surface of the first installation groove and / or the second installation groove.

6. The aircraft tethered test device according to claim 3, characterized in that: The fixing frame includes a peripheral side portion and connecting portions arranged at both ends of the peripheral side portion. The lower surface of the peripheral side portion is connected to the mounting end. The upper surface of the peripheral side portion contacts the bottom of the test aircraft during operation. A plurality of reinforcing strips are provided on the side surface of the peripheral side portion. The connecting surface is provided on the outer side surface of the connecting portion.

7. The aircraft tethered test device according to claim 1, characterized in that: The multi-dimensional force sensor has a first mounting hole located at its center and a plurality of second mounting holes distributed around the periphery of the first mounting hole. The lower end of the multi-dimensional force sensor is connected to the mounting end through the first mounting hole, and the upper end of the multi-dimensional force sensor is connected to the connecting plate through the second mounting hole, so that the connecting plate is in a floating state.

8. The aircraft tethered test device according to claim 7, characterized in that: The aircraft tethering test device further includes a plane plate, which is fixed on the mounting end, and the lower end of the multi-dimensional force sensor is connected to the plane plate through the first mounting hole.

9. The aircraft tethered test device according to claim 1, characterized in that: The aircraft mooring test device further includes safety ropes provided on both sides of the bracket, one end of the safety rope is connected to the restraint member, and the other end of the safety rope is used to connect to the support surface.

10. The aircraft tethered test device according to any one of claims 1 to 9, characterized in that: The aircraft tethering test device further includes a fan, which is arranged on one side of the bracket.

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