Auxiliary tool for aircraft takeoff contact test
By designing auxiliary tooling for the base structure and locking structure, the problems of insufficient pressing force and unstable state in the takeoff contact test were solved, thereby improving the stability and safety of the takeoff contact test.
Patent Information
- Application Number
- CN202520560863.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-27
- Publication Date
- 2026-01-13
- Estimated Expiration
- 2035-03-27
AI Technical Summary
The lack of supporting auxiliary tooling for testing aircraft takeoff contact points in the existing technology leads to insufficient pressing pressure and unstable breakage state during takeoff contact point testing, posing risks to test reliability and safety.
An auxiliary tooling consisting of a base structure and a locking structure was designed. The takeoff contact is fixed by the columnar platform of the base structure, and the guide column of the locking structure is used to squeeze the contact shaft to ensure that the contact shaft is in a crushed state, thereby achieving stable disconnection of the electrical signal circuit.
This improves the stability and reliability of takeoff contact testing, avoids the risks of insufficient pressing pressure, unstable breakage state, and equipment damage, and ensures the safety and accuracy of the testing equipment.
Smart Images
Figure CN223791750U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of aircraft takeoff contact testing technology, specifically to an auxiliary tooling for aircraft takeoff contact testing. Background Technology
[0002] When the aircraft takeoff contact is in working condition, it is installed at the bottom of the aircraft. Under the weight of the aircraft itself, the contact shaft of the takeoff contact is in a broken state. At this time, the corresponding electrical signal circuit is disconnected, and the test equipment cannot receive the "power-off signal". When the aircraft ignites and takes off, the shaft of the takeoff contact loses pressure and returns to the initial connected state, sending a "power-off signal" to the test equipment, so that the test equipment is reliably powered off and damaged. Therefore, whether the takeoff contact function is normal directly affects the performance and safety of the test equipment.
[0003] To ensure the reliability of the takeoff contact function, it is necessary to perform functional testing on the takeoff contact before use. However, due to the limitations of the takeoff contact's structure, there is currently a lack of supporting auxiliary testing fixtures. The only way to achieve this is by manually pressing the contact shaft of the takeoff contact to the control panel on the outer casing to break it. In actual operation, this method is limited by the structure of the takeoff contact, making it difficult to apply force, resulting in insufficient pressing force and unstable breakage state. Furthermore, the breakage state needs to be maintained at all times during the test to test its on / off function according to the technical documents. However, the takeoff contact state appears intermittently when manually pressed, causing unstable performance test values, inability to fix the pressing shaft, and easy slippage of the contact shaft during the pressing process, which may cause equipment damage and drop, thus posing risks to the reliability and safety of the test. Utility Model Content
[0004] (a) Technical problems to be solved
[0005] To address the shortcomings of existing technologies, this utility model provides an auxiliary tooling for testing aircraft takeoff contact points, solving the problem of the lack of matching auxiliary testing tooling in existing takeoff contact point testing.
[0006] (II) Technical Solution
[0007] To achieve the above objectives, this utility model provides the following technical solution:
[0008] In this utility model, the auxiliary tooling for testing the takeoff contact of an aircraft includes a base structure and a locking structure, which is used to assist in the testing of the takeoff contact.
[0009] The base structure includes a base and a columnar platform. The columnar platform is fixed to the base by multiple support plates. A docking plate is installed at the end of the columnar platform away from the base. The docking plate has multiple through-holes.
[0010] The locking structure includes a top cover and guide posts. The top cover has multiple locking posts that correspond one-to-one with the insertion holes at one end near the docking plate.
[0011] The locking structure is connected to the base structure through multiple locking pins passing through corresponding holes and fixed relative to each other, and is used to guide the pins to control the pop-up or compression of the contact shaft on the take-off contact.
[0012] During testing, the takeoff contact is embedded in the cavity formed inside the cylindrical platform, with the contact shaft of the takeoff contact facing upwards. The cable bundle on the takeoff contact extends to the outside of the cylindrical platform and connects to the test equipment for testing.
[0013] Furthermore, each of the aforementioned sockets is D-shaped;
[0014] Each locking post has a vertical abutment groove on the side near the corresponding socket, forming a D-shaped post that fits the corresponding socket. Each post has a locking groove on its arc surface, and the depth of each locking groove matches the depth of the corresponding socket.
[0015] The tops of the abutment grooves and the tops of the locking grooves on the multiple locking pins are at the same height on the locking pins;
[0016] Each locking pin is rotatably connected to the top cover, and the side of the locking pin closest to the top cover is always in contact with the top cover.
[0017] Furthermore, the cavity formed inside the cylindrical platform is divided into cylindrical cavity one and cylindrical cavity two. The diameter of cylindrical cavity one is larger than that of cylindrical cavity two, and a supporting surface is formed at the contact end with cylindrical cavity two. The supporting surface is used to lift the bracket on the takeoff contact point.
[0018] The outer shell of the takeoff contact is embedded inside the cylindrical platform through the supporting surface, and does not contact the walls of cylindrical cavity one and cylindrical cavity two.
[0019] Furthermore, the bottom end of the cylindrical platform is suspended from the base, and a cable trough is formed between it and the gap between the two adjacent support plates;
[0020] All of the cable troughs are connected to the cylindrical cavity.
[0021] Furthermore, there are two base structures and two locking structures, and the two base structures are fixedly connected, and the two locking structures are fixedly connected.
[0022] During testing, the guide posts on the two locking structures simultaneously press the corresponding contact shafts within the base structure.
[0023] (III) Beneficial Effects
[0024] This invention provides an auxiliary tooling for testing the takeoff contact point of an aircraft. Compared with the prior art, it has the following advantages:
[0025] By setting up a base structure and a locking structure, the takeoff contact is fixed in a cylindrical platform set on the base structure. The guide post on the locking structure is used to squeeze the contact shaft. Under the squeezing action of the guide post, the contact shaft of the takeoff contact is in a crushed state. At this time, the corresponding electrical signal circuit is disconnected, and the test equipment cannot receive a "power off signal". This solves the problem in the existing technology that there is no matching auxiliary test tooling. In actual operation, the operator can only manually press the contact shaft of the takeoff contact to make it crushed. The entire operation process is not easy to exert force, resulting in insufficient pressing force and unstable crushed state. Attached Figure Description
[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0027] Figure 1 A schematic diagram of the structure of an auxiliary tooling for testing the takeoff contact point of an aircraft during testing;
[0028] Figure 2 for Figure 1 A three-dimensional view of the central base structure;
[0029] Figure 3 for Figure 1 A three-dimensional view of the central locking structure;
[0030] Figure 4 for Figure 1 A partial diagram of the exploded structure;
[0031] Figure 5 A schematic diagram of the structure used to assist in testing the takeoff contact point with the tooling;
[0032] Figure 6 for Figure 5 A schematic diagram of the state structure of the locking structure and the contact shaft;
[0033] Figure 7 This is a schematic diagram of the structure used to test two flight contacts simultaneously using auxiliary tooling.
[0034] Figure label:
[0035] 1. Base structure; 10. Base; 11. Columnar platform; 111. Columnar cavity one; 112. Columnar cavity two; 113. Cable trough; 12. Support plate; 13. Connecting plate; 131. Insertion hole; 2. Locking structure; 20. Top cover; 21. Guide post; 22. Locking post; 221. Abutment groove; 222. Locking groove; 3. Take-off contact; 30. Cable bundle; 31. Outer shell; 311. Bracket; 312. Contact shaft. Detailed Implementation
[0036] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments of this utility model are described clearly and completely. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.
[0037] This application provides an auxiliary tooling for testing aircraft takeoff contact points, which solves the problem of the lack of matching auxiliary testing tooling in existing takeoff contact point tests and improves the stability of takeoff contact point tests.
[0038] The technical solution in this application is to solve the above-mentioned technical problems, and the general idea is as follows:
[0039] In the existing technology, due to the influence of the composition structure of the takeoff contact, there is currently a lack of supporting auxiliary testing fixtures. The only way to achieve this is to manually press the contact shaft of the takeoff contact to the outer shell operating table to make it break. In actual operation, this method is limited by the structure of the takeoff contact, making it difficult to exert force, resulting in insufficient pressing force and unstable breakage state.
[0040] Research has found that, for example Figures 1-7 As shown, by setting a base structure and a locking structure, the takeoff contact is fixed in a cylindrical platform set on the base structure. The guide post on the locking structure is used to squeeze the contact shaft. Under the squeezing action of the guide post, the contact shaft of the takeoff contact is in a crushed state. At this time, the corresponding electrical signal circuit is disconnected, and the test equipment cannot receive the "power off signal". This solves the problem in the existing technology that there is no matching auxiliary test tooling. In actual operation, the operator can only manually press the contact shaft of the takeoff contact to make it crushed. The entire operation process is not easy to exert force, resulting in insufficient pressing force and unstable crushed state.
[0041] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.
[0042] like Figures 1-6As shown, an auxiliary tooling for testing takeoff contact points of an aircraft includes a base structure 1 and a locking structure 2, which are used to assist in testing takeoff contact points 3.
[0043] The base structure 1 includes a base 10 and a columnar platform 11. The columnar platform 11 is fixed to the base 10 by a plurality of support plates 12. A docking plate 13 is installed at the end of the columnar platform 11 away from the base 10. A plurality of through-holes 131 are provided on the docking plate 13.
[0044] The locking structure 2 includes a top cover 20 and guide posts 21. A plurality of locking posts 22 corresponding to the insertion holes 131 are installed on one end of the top cover 20 near the docking plate 13.
[0045] The locking structure 2 is connected to the base structure 1 through multiple locking pins 22 passing through corresponding insertion holes 131 and is fixed relative to each other. It is used by the guide pins 21 to control the pop-up or compression of the contact shaft 312 on the take-off contact 3.
[0046] During testing, the takeoff contact 3 is embedded in the cavity formed inside the cylindrical platform 11, with the contact shaft 312 on the takeoff contact 3 facing upwards. The cable bundle 30 on the takeoff contact 3 extends to the outside of the cylindrical platform 11 and is connected to the test equipment for testing.
[0047] By setting up a base structure 1 and a locking structure 2, the takeoff contact 3 is fixed in the columnar platform 11 set on the base structure 1. The guide post 21 on the locking structure 2 is used to squeeze the contact shaft 312. Under the squeezing action of the guide post 21, the contact shaft 312 of the takeoff contact 3 is in a crushed state. At this time, the corresponding electrical signal circuit is disconnected, and the test equipment cannot receive the "power off signal". This solves the problem that in the existing technology, there is a lack of supporting auxiliary test fixtures. In actual operation, the contact shaft 312 of the takeoff contact 3 can only be manually pressed by the operator to make it in a crushed state. The entire operation process is not easy to exert force, resulting in insufficient pressing force and unstable crushed state.
[0048] By fixing the locking structure 2 to the base structure 1, the contact shaft 312 of the takeoff contact 3 is kept in the broken state at all times. This solves the problems in the prior art where, when the operator manually presses the contact shaft 312 of the takeoff contact 3 to make it in the broken state, the aircraft contact 3 is sometimes open and sometimes closed, resulting in unstable performance test values, the pressing shaft cannot be fixed, and the contact shaft 312 is easy to slide during the pressing process, causing equipment damage and falling, which pose risks to the reliability and safety of the test.
[0049] Specifically, such as Figures 1-4 As shown, each of the sockets 131 is D-shaped;
[0050] Each locking post 22 has a vertical abutment groove 221 on the side near the corresponding insertion hole 131, forming a D-shaped insertion post that is adapted to the corresponding insertion hole 131. Each insertion post has a locking groove 222 on its arc surface, and the depth of each locking groove 222 matches the depth of the corresponding insertion hole 131.
[0051] The tops of the abutment grooves 221 and the tops of the locking grooves 222 on the multiple locking pins 22 are at the same height on the locking pins 22;
[0052] Each locking pin 22 is rotatably connected to the top cover 20, and the side of the locking pin 22 closest to the top cover 20 is always in contact with the top cover 20.
[0053] By setting the insertion hole 131 to a D shape and by setting the abutment groove 221, the part of the locking pin 22 that is close to the base structure 1 and inserted into the insertion hole 131 matches the insertion hole 131. Combined with the locking groove 222, rotating the locking pin 22 can achieve relative fixation between the locking structure 2 and the base structure 1. No additional parts are needed for fixation. The whole fixation process is simple, convenient and firm.
[0054] like Figures 1-6 As shown, the cavity formed inside the cylindrical platform 11 is divided into cylindrical cavity one 111 and cylindrical cavity two 112. The diameter of cylindrical cavity one 111 is larger than that of cylindrical cavity two 112, and a supporting surface is formed at the contact end with cylindrical cavity two 112. The supporting surface is used to lift the bracket 311 on the takeoff contact point 3.
[0055] The outer shell 31 on the takeoff contact 3 is embedded inside the cylindrical platform 11 through the supporting surface, and does not contact the cavity walls of cylindrical cavity one 111 and cylindrical cavity two 112.
[0056] By setting the receiving cavity in the form of cylindrical cavity one 111 and cylindrical cavity two 112, the formed support surface facilitates the placement of the takeoff contact 3, and thus facilitates the subsequent pressing of the guide column 21 on the contact shaft 312 on the takeoff contact 3.
[0057] like Figure 2 As shown, the bottom end of the cylindrical platform 11 is suspended from the base 10, and forms a cable trough 113 with the gap between the platform and the two adjacent support plates 12.
[0058] All of the cable grooves 113 are connected to the cylindrical cavity 112.
[0059] By suspending the columnar platform 11 and the base 10, the cable bundle 30 on the takeoff contact 3 can extend out through the cable groove 113 to connect with the test equipment and be tested. The cable groove 113 can be formed using the existing gaps, without the need for additional grooving operations.
[0060] like Figure 7 As shown, there are two base structures 1 and two locking structures 2, and the two base structures 1 are fixedly connected and the two locking structures 2 are fixedly connected.
[0061] During the test, the guide posts 21 on the two locking structures 2 simultaneously press the corresponding contact shafts 312 inside the base structure 1.
[0062] The existing aircraft has two operational takeoff contacts 3 at its bottom during takeoff. Under the weight of the aircraft, the contact shaft 312 of the takeoff contact 3 is in a broken state, and the corresponding electrical signal circuit is disconnected, so the test equipment cannot receive the "power-off signal". When the aircraft ignites and takes off, the contact shaft 312 of the takeoff contact 3 loses pressure and returns to the initial connected state, sending a "power-off signal" to the test equipment, so that the test equipment is reliably powered off and the test equipment is not damaged. The existing two takeoff contacts 3 can effectively prevent the problem of "power-off signal" transmission failure caused by the damage of the takeoff contacts 3, and enhance the reliability of "power-off signal" transmission.
[0063] By simultaneously pressing the contact shafts 312 on the two takeoff contacts 3, the state of simultaneously pressing the two takeoff contacts 3 of the existing aircraft is simulated, thereby improving the consistency between the test of the takeoff contacts 3 and the actual application state, and thus improving the test accuracy of the takeoff contacts 3.
[0064] Specifically, multiple base structures 1 and corresponding locking structures 2 can be set according to actual needs, and the distance between two base structures 1 and corresponding locking structures 2 can be adjusted according to the distance between the takeoff contact points 3 at the bottom of the aircraft.
[0065] It should be noted that the aircraft takeoff contact 3 is mainly composed of a contact spring assembly, a housing 31, a base, a bracket 311, a contact shaft 312, and a cable bundle 30. The takeoff contact 3 is a pair of hard contacts. In the working state, it is installed under the aircraft. The contact shaft 312 is pressed down, and the internal contact spring assembly and ring are in an insulated state, so the contact is in an open state. When the aircraft ignites and takes off, the contact shaft springs up, and the contact spring assembly and ring are in a conductive state, so the contact is in a closed state. The takeoff contact 3 is existing technology and will not be described in detail here.
[0066] During operation, first, the takeoff contact 3 is placed in the cylindrical platform 11, and the support surface is used to lift the bracket 311 to complete the installation of the takeoff contact 3. Then, the cable bundle 30 on the takeoff contact 3 is connected to the external test equipment through the cable groove 113.
[0067] Next, the locking pin 22 on the locking structure 2 is passed through the corresponding insertion hole 131 until the end of the abutment groove 221 on the locking pin 22 near the top cover 20 contacts the mating end face on the mating plate 13. At this time, each locking pin 22 is rotated to rotate the locking groove 222 on the locking pin 22 to a position that matches the D-shaped straight surface of the D-shaped insertion hole 131 for locking, thus completing the fixation of the locking structure 2 and the base structure 1.
[0068] As the locking pin 22 moves downward, the guide pin 21 gradually presses the contact shaft 312. When the end of the abutting groove 221 on the locking pin 22 near the top cover 20 comes into contact with the mating end face on the mating plate 13, the contact shaft 312 is fully compressed and remains in the pressed-off state in conjunction with the locking operation. Afterward, its on / off function is tested according to the technical document requirements.
[0069] After the test is completed, release the locking pin 22 from the base structure 1 and remove the takeoff contact 3 to facilitate the auxiliary tooling for subsequent testing of other takeoff contacts 3.
[0070] In summary, compared with existing technologies, it has the following beneficial effects:
[0071] 1. By setting up a base structure 1 and a locking structure 2, the takeoff contact 3 is fixed in the columnar platform 11 set on the base structure 1. The guide post 21 on the locking structure 2 is used to squeeze the contact shaft 312. Under the squeezing action of the guide post 21, the contact shaft 312 of the takeoff contact 3 is in a crushed state. At this time, the corresponding electrical signal circuit is disconnected, and the test equipment cannot receive the "power off signal". This solves the problem in the existing technology that there is a lack of supporting auxiliary test fixtures. In actual operation, the contact shaft 312 of the takeoff contact 3 can only be manually pressed by the operator to make it in a crushed state. The entire operation process is not easy to exert force, resulting in insufficient pressing force and unstable crushed state.
[0072] 2. By fixing the locking structure 2 to the base structure 1, the contact shaft 312 of the takeoff contact 3 is kept in the broken state at all times. This solves the problems in the prior art where, when the operator manually presses the contact shaft 312 of the takeoff contact 3 to make it in the broken state, the aircraft contact 3 is sometimes open and sometimes closed, resulting in unstable performance test values, the pressing shaft cannot be fixed, and the contact shaft 312 is easy to slide during the pressing process, causing equipment damage and falling, which pose risks to the reliability and safety of the test.
[0073] 3. By setting the insertion hole 131 to a D shape and by setting the abutment groove 221, the part of the locking pin 22 that is close to the base structure 1 and inserted into the insertion hole 131 matches the insertion hole 131. Combined with the locking groove 222, rotating the locking pin 22 can achieve relative fixation between the locking structure 2 and the base structure 1. No additional parts are needed for fixation. The whole fixation process is simple, convenient and firm.
[0074] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0075] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.
Claims
1. An auxiliary tool for aircraft takeoff contact testing, characterized in that, The utility model provides a base structure (1) and locking structure (2) for the test of auxiliary takeoff contact (3) are included, The base structure (1) includes a base (10) and a cylindrical platform (11), the cylindrical platform (11) is fixed with the base (10) through a plurality of support plates (12), the cylindrical platform (11) is provided with a butt plate (13) on the end away from the base (10), a plurality of through insertion holes (131) are formed in the butt plate (13), The locking structure (2) includes a top cover (20) and a guide column (21), the top cover (20) is provided with a plurality of locking columns (22) corresponding to the insertion holes (131) on the end close to the butt plate (13), The locking structure (2) is inserted into the base structure (1) through a plurality of locking columns (22) passing through the corresponding insertion holes (131) and is relatively fixed, and is used for the guide column (21) to control the pop-up or compression of the contact shaft (312) on the takeoff contact (3); During the test, the takeoff contact (3) is embedded in the accommodating cavity formed in the cylindrical platform (11), and the contact shaft (312) on the takeoff contact (3) faces upward, and the cable bundle (30) on the takeoff contact (3) extends to the outside of the cylindrical platform (11) and is connected with the test equipment for testing.
2. An auxiliary tool for testing aircraft takeoff contacts as defined in claim 1, characterized in that Each insertion hole (131) is D-shaped; Each locking column (22) is provided with a vertical abutting groove (221) on the side close to the corresponding insertion hole (131), and forms a D-shaped insertion column matched with the corresponding insertion hole (131), the arc surface of each insertion column is provided with a locking groove (222), and the depth of each locking groove (222) matches the depth of the corresponding insertion hole (131); The heights of the groove top of the abutting groove (221) and the groove top of the locking groove (222) on the plurality of locking columns (22) are consistent on the locking column (22); Each locking column (22) is rotatably connected with the top cover (20), and the side of the locking column (22) close to the top cover (20) is always in contact with the top cover (20).
3. An auxiliary tool for testing aircraft takeoff contacts as defined in claim 2, characterized in that The accommodating cavity formed in the cylindrical platform (11) is divided into a cylindrical cavity I (111) and a cylindrical cavity II (112), the cavity diameter of the cylindrical cavity I (111) is greater than the cavity diameter of the cylindrical cavity II (112), a supporting surface is formed at the contact end of the cylindrical cavity II (112), and the supporting surface is used for lifting the bracket (311) on the takeoff contact (3); The shell (31) on the takeoff contact (3) is embedded in the inside of the cylindrical platform (11) through the supporting surface, and does not contact the cavity wall of the cylindrical cavity I (111) and the cylindrical cavity II (112).
4. An auxiliary tool for testing aircraft takeoff contacts as defined in claim 3, characterized in that The bottom end of the cylindrical platform (11) is suspended from the base (10), and forms a cable groove (113) with the gap between two adjacent support plates (12); A plurality of cable grooves (113) are through the cylindrical cavity II (112).
5. An auxiliary tool for testing aircraft takeoff contacts as defined in claim 1, wherein The base structure (1) and the locking structure (2) are provided with two, and the two base structures (1) are fixedly connected, and the two locking structures (2) are fixedly connected. When testing, the guide posts (21) arranged on the two locking structures (2) press the corresponding contact shafts (312) in the base structure (1) synchronously.