CN103674475A - Cabin door control mechanism for full-aircraft wind tunnel experiment - Google Patents
Cabin door control mechanism for full-aircraft wind tunnel experiment Download PDFInfo
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- CN103674475A CN103674475A CN201310722297.8A CN201310722297A CN103674475A CN 103674475 A CN103674475 A CN 103674475A CN 201310722297 A CN201310722297 A CN 201310722297A CN 103674475 A CN103674475 A CN 103674475A
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- 238000002474 experimental method Methods 0.000 title claims abstract description 29
- 230000009467 reduction Effects 0.000 claims description 23
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- 230000008569 process Effects 0.000 claims description 5
- 238000010586 diagram Methods 0.000 description 6
- 230000004075 alteration Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
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Abstract
The invention provides a cabin door control mechanism for a full-aircraft wind tunnel experiment. A cabin door is rotatably hinged to a body of an aircraft model through a rotating shaft, wherein the control mechanism is provided with a control shaft fixedly connected with the rotating shaft of the cabin door and an electric motor for driving the control shaft to rotate; at least one reducing gear is arranged between the electric motor and the control shaft. According to the cabin door control mechanism for the full-aircraft wind tunnel experiment disclosed by the invention, the provided cabin door control mechanism for the full-aircraft wind tunnel experiment is capable of controlling the opening and closing of the cabin door.
Description
Technical Field
The invention relates to an aeronautical aerodynamic test device, in particular to a mechanism for controlling the opening and closing of a cabin door in a full-aircraft wind tunnel test process.
Background
The full-aircraft wind tunnel test is that the whole aircraft model is fixed in a wind tunnel according to the aerodynamic principle, and artificial airflow is applied to flow through the aircraft model so as to simulate various complex flight states in the air and obtain test data. The main purpose of the full-aircraft wind tunnel test is to obtain the change rule of various aerodynamic parameters of the aircraft model and simulate the operation performance of the aircraft under the conditions of different flow fields and flow rates.
Generally, the size of the wind tunnel can cause certain limitation on the size of the airplane model, that is, in order to adapt to the size of the wind tunnel, the airplane model adopted in the whole airplane wind tunnel experiment process cannot be too large, so that the wind blowing experiment can be performed on one or more parts at one time, and the rest parts can only be made into a fixed state. For example, various control surfaces of the aircraft, such as flaperons, elevators, full-motion horizontal tails, rudders, front wings, etc., are all main components for controlling the aircraft, and therefore, the components need to take the influence of different states on the aircraft into consideration. At this time, due to the limitation of the size of the airplane model, other components of the airplane model, such as the landing gear door, are usually set in a closed state, so that the general airplane model is provided with an external shape of the door, and the door cannot be opened at all substantially, and special wind tunnel experiment items are not generally set for the components such as the door which need to be opened and closed under normal conditions.
In the normal state of an aircraft, landing gear doors need to be opened and closed during takeoff and landing, and in addition, other doors which may exist on the aircraft need to be opened and closed during flight, and the aerodynamic state is a concern. However, during full-aircraft wind tunnel experiments, it is not possible to place a real aircraft in the wind tunnel to blow. In a general full-aircraft wind tunnel experiment, an aircraft model is very small, a real control mechanism of a cabin door cannot be installed in the aircraft model in a scaled-down mode, the cost is too high, and the structural strength is not enough, so that the cabin door control mechanism for opening and closing the controllable cabin door for the full-aircraft wind tunnel experiment is urgently needed.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a cabin door control mechanism for a full-aircraft wind tunnel experiment, so as to reduce or avoid the problems mentioned above.
In order to solve the technical problem, the invention provides a cabin door operating mechanism for a full-aircraft wind tunnel experiment, which is used for operating the opening and closing of a cabin door in the full-aircraft wind tunnel experiment process, wherein the cabin door is rotatably hinged on a fuselage of an aircraft model through a rotating shaft, the operating mechanism is provided with an operating shaft fixedly connected with the rotating shaft of the cabin door, a motor driving the operating shaft to rotate, and at least one reduction gear is arranged between the motor and the operating shaft.
Preferably, a clutch controller is arranged between the reduction gear and the motor.
Preferably, the rotating shaft is fixedly connected with the cabin door.
Preferably, the pivot shaft extends from the hatch door to form the steering shaft.
Preferably, the steering shaft is fixedly mounted inside the body by a bracket, and a steering gear is provided at an end of the steering shaft, the steering gear being engaged with the reduction gear, the reduction gear being supported on the bracket.
Preferably, the support is in a long strip shape, a plurality of through holes are formed in the support side by side, a bearing is arranged in each through hole, the outer ring of each bearing is in interference fit with the through hole, and the inner ring of each bearing is fixedly connected with the operating shaft and the rotating shaft of the reduction gear respectively.
Preferably, the motor and the clutch controller are integrally supported on the bracket.
Preferably, the support is L-shaped, wherein a plurality of through holes are arranged in parallel on one arm of the L-shape, a bearing is arranged in each through hole, an outer ring of the bearing is in interference fit with the through holes, an inner ring of the bearing is fixedly connected with the operating shaft and a rotating shaft of the reduction gear respectively, and the motor and the clutch controller are fixedly connected to the other arm of the L-shape support.
Preferably, the operating gear, the reduction gear, the clutch controller and the motor are arranged inside an included angle between two L-shaped arms of the support, and one side of a plane formed by the two arms of the support is fixedly installed inside the machine body.
The invention discloses a cabin door control mechanism for a full-aircraft wind tunnel experiment, and provides a cabin door control mechanism for opening and closing a controllable cabin door for the full-aircraft wind tunnel experiment.
Drawings
The drawings are only for purposes of illustrating and explaining the present invention and are not to be construed as limiting the scope of the present invention. Wherein,
fig. 1 is a schematic structural diagram of a cabin door for a full-aircraft wind tunnel experiment according to an embodiment of the invention;
fig. 2 is a schematic structural diagram of a cabin door operating mechanism for a full-aircraft wind tunnel experiment according to an embodiment of the invention;
fig. 3 is a schematic structural diagram of a cabin door operating mechanism for a wind tunnel experiment of an all-terrain vehicle according to another embodiment of the invention.
Detailed Description
In order to more clearly understand the technical features, objects, and effects of the present invention, embodiments of the present invention will now be described with reference to the accompanying drawings. Wherein like parts are given like reference numerals.
Fig. 1 shows a schematic structural diagram of a cabin door 1 for a wind tunnel experiment of a whole aircraft according to an embodiment of the present invention. The figure shows a partial structural schematic view of an aircraft model, which shows that an opening is arranged on a fuselage 2, and a door 1 is covered at the position of the opening, wherein the door 1 can be a landing gear door or any door structure which can be opened and closed during the flight of a real aircraft, namely, the door 1 on the aircraft model is a structure which can be opened and closed by an operating mechanism.
The hatch door 1 is rotatably hinged on the fuselage 2 of the airplane model through a rotating shaft 11, specifically, a rotating shaft 11 fixedly connected with the hatch door 1 into a whole is arranged on one side edge of the hatch door 1, and a plurality of hinged lugs for supporting the rotating shaft 11 are arranged on the opening edge of the fuselage 2. Through the operating mechanism of the invention, the rotating shaft 11 can be operated to rotate, thereby controlling the opening and closing of the cabin door 1. This is explained in detail below.
Fig. 2 shows a schematic structural diagram of a cabin door operating mechanism for an all-aircraft wind tunnel experiment according to an embodiment of the present invention, which can be used for operating the opening and closing of the cabin door 1 during the all-aircraft wind tunnel experiment. The operating mechanism comprises an operating shaft 21 fixedly connected with the rotating shaft 11 (see fig. 1) of the hatch door 1, a motor 22 for driving the operating shaft 21 to rotate, and at least one reduction gear 23 arranged between the motor 22 and the operating shaft 21.
In a specific embodiment, although the steering shaft 21 and the steering rotating shaft 11 shown in fig. 1 can be connected together by a shaft connector or the like, since the aircraft model is very small compared with a real aircraft in the full-aircraft wind tunnel experiment, the space in the fuselage 2 is limited, the shaft connector is not provided with extra space, or the opening for the cabin door 1 is very small, and the shaft connector or the like is inconvenient to install, in this embodiment, the steering shaft 21 is actually formed by extending the rotating shaft 11 from the cabin door 1, that is, the steering shaft 21 shown in fig. 2 is actually an extension of the rotating shaft 11.
In another embodiment, a clutch controller 24 may be disposed between the reduction gear 23 and the motor 22. In general, in a real aircraft, a hydraulic mechanism is often used for controlling the opening and closing of a cabin door, the control force of the hydraulic mechanism is well controlled, however, in the whole aircraft wind tunnel experiment process, because an aircraft model is too small, the control mechanism cannot be set according to the mode of the real aircraft, and therefore, the electric control mode is adopted in the invention. However, in the case of the motor 22, in addition to the need to decelerate the rotation speed of the motor 22, it is also considered that after the door 1 is opened to its maximum state, the motor 22 continues to drive the door 1 and necessarily generates a certain bounce (even if the power of the motor is immediately cut off, the door 1 still continues to be opened and then bounces back due to the moment of inertia of the door), which is a problem that does not exist at all for a real airplane, but for a model airplane of wind tunnel experiment, although the bounce is not large in appearance, the bounce is too large for the gear 23 and the motor 22 in the model, and is easy to damage the gear 23, in order to avoid the problem, a clutch controller 24 is provided in the embodiment, and is used for cutting off the power of the motor 22 from the gear 23 when the door 1 is opened to a certain extent, for example, when the door is opened to its maximum state, so that the bounce of the hatch door 1 can bring the gear wheel 23 to move freely but does not interact with the motor 22 so that the bounce can be released.
Of course, it is possible for those skilled in the art to provide any existing mechanical or electronic clutch controller, for example, a mechanical clutch controller may be used to automatically disconnect the motor 22 from the gear 23 when the door 1 reaches a certain angle, or an electrically operated clutch controller may be used to automatically cut off the power of the motor 22 and simultaneously cut off the connection between the motor 22 and the gear 23 when the door 1 reaches a certain angle.
In the embodiment shown in fig. 2, the steering shaft 21 is fixedly mounted inside the body 2 by means of a bracket 25, the end of the steering shaft 21 being provided with a steering gear 26, the steering gear 26 being in engagement with the reduction gear 23 (two reduction gears 23 are shown in the figure, i.e. a multi-stage reduction can be provided), the reduction gear 23 being supported on the bracket 25.
In one embodiment, the bracket 25 is a long bar shape, and has a plurality of through holes arranged side by side, each through hole has a bearing 251, the outer ring of the bearing 251 is in interference fit with the through hole, and the inner ring of the bearing 251 is fixedly connected to the rotating shafts of the operating shaft 21 and the reduction gear 23, respectively.
In another embodiment, the motor 22 and the clutch controller 24 may be integrally supported on the bracket 25. Fig. 3 shows a schematic structural diagram of a door operating mechanism for a full-aircraft wind tunnel experiment according to another embodiment of the invention.
Specifically, the bracket 25 of this embodiment is L-shaped, wherein a plurality of through holes are arranged side by side on one arm of the L-shape, each through hole is provided with a bearing 251, the outer ring of the bearing 251 is in interference fit with the through hole, the inner ring of the bearing 251 is fixedly connected with the operating shaft 21 and the rotating shaft of the reduction gear 23, respectively, and the motor 22 and the clutch controller 24 are fixedly connected on the other arm of the L-shaped bracket 25.
In the structure of the L-shaped bracket 25 shown in the figure, all the operating structures are arranged inside the angle between the two arms of the L-shaped bracket 25, that is, the operating gear 26, the reduction gear 23, the clutch controller 24 and the motor 22 are arranged inside the angle between the two arms of the L-shape of the bracket 25, and the bracket 25 is fixedly mounted inside the body 2 on one side of the plane formed by the two arms. In this configuration of the present embodiment, the entire configuration of the steering mechanism can be assembled in advance on the bracket 25, and then put into the interior of the body 2, and screwed into the bracket 25 from the outside of the body 2 by screws or the like, thereby fixedly mounting the bracket 25, which eliminates the trouble of additionally connecting the structures of the motor 22, the clutch controller 24, and the like inside the body 2, and further fixing after connection in the body 2 (the body interior space of the airplane model is small, and is difficult to handle), compared with the foregoing embodiments.
The above description is only an exemplary embodiment of the present invention, and is not intended to limit the scope of the present invention. Any equivalent alterations, modifications and combinations can be made by those skilled in the art without departing from the spirit and principles of the invention.
Claims (9)
1. A cabin door control mechanism for a full-aircraft wind tunnel experiment is used for controlling the opening and closing of a cabin door (1) in the full-aircraft wind tunnel experiment process, the cabin door (1) is rotatably hinged to a fuselage (2) of an aircraft model through a rotating shaft (11), and the full-aircraft wind tunnel experiment mechanism is characterized by comprising a control shaft (21) fixedly connected with the rotating shaft (11) of the cabin door (1), a motor (22) driving the control shaft (21) to rotate, and at least one reduction gear (23) is arranged between the motor (22) and the control shaft (21).
2. Hatch operating mechanism according to claim 1, characterised in that a clutch control (24) is arranged between the reduction gear (23) and the motor (22).
3. Hatch operating mechanism according to claim 2, characterised in that the rotary shaft (11) is fixedly connected to the hatch (1).
4. Hatch operating mechanism according to claim 3, characterised in that the rotary shaft (11) extends from the hatch (1) forming the operating shaft (21).
5. Door operating mechanism according to claim 4, characterized in that the operating shaft (21) is fixedly mounted inside the fuselage (2) by means of a bracket (25), the end of the operating shaft (21) being provided with an operating gear (26), the operating gear (26) meshing with the reduction gear (23), the reduction gear (23) being supported on the bracket (25).
6. Door operating mechanism according to claim 5, characterized in that the carrier (25) is elongated and has a plurality of through holes arranged side by side, each through hole having a bearing (251) arranged therein, the outer ring of the bearing (251) being in interference fit with the through hole, and the inner ring of the bearing (251) being fixedly connected to the operating shaft (21) and the rotating shaft of the reduction gear (23), respectively.
7. Hatch operating mechanism according to claim 5, characterized in that the motor (22) is supported on the carrier (25) integrally with the clutch control.
8. Hatch operating mechanism according to claim 7, characterised in that the bracket (25) is L-shaped, wherein one arm of the L-shape is provided with a plurality of through holes side by side, each through hole is provided with a bearing (251), the outer ring of the bearing (251) is in interference fit with the through hole, the inner ring of the bearing (251) is fixedly connected with the operating shaft (21) and the rotating shaft of the reduction gear (23), respectively, and the motor (22) and the clutch controller (24) are fixedly connected with the other arm of the L-shaped bracket (25).
9. Hatch operating mechanism according to claim 8, characterised in that the operating gear (26), the reduction gear (23), the clutch control (24) and the motor (22) are arranged inside the angle between the two arms of the L-shape of the bracket (25), the bracket (25) being fixedly mounted inside the fuselage (2) on one side of the plane formed by its two arms.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310722297.8A CN103674475B (en) | 2013-12-23 | 2013-12-23 | For the hatch door operating mechanism of full machine wind tunnel experiment |
| CN201610243020.0A CN105758615B (en) | 2013-12-23 | 2013-12-23 | A kind of landing gear compartment gate operator for model aircraft |
| CN201610243031.9A CN105699047B (en) | 2013-12-23 | 2013-12-23 | Hatch door operating mechanism for model aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310722297.8A CN103674475B (en) | 2013-12-23 | 2013-12-23 | For the hatch door operating mechanism of full machine wind tunnel experiment |
Related Child Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610243020.0A Division CN105758615B (en) | 2013-12-23 | 2013-12-23 | A kind of landing gear compartment gate operator for model aircraft |
| CN201610243031.9A Division CN105699047B (en) | 2013-12-23 | 2013-12-23 | Hatch door operating mechanism for model aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103674475A true CN103674475A (en) | 2014-03-26 |
| CN103674475B CN103674475B (en) | 2016-05-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201310722297.8A Expired - Fee Related CN103674475B (en) | 2013-12-23 | 2013-12-23 | For the hatch door operating mechanism of full machine wind tunnel experiment |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5881973A (en) * | 1996-09-04 | 1999-03-16 | Mcdonnell Douglas Corporation | Passenger door operation control set |
| CN102980738A (en) * | 2012-12-28 | 2013-03-20 | 中国人民解放军国防科学技术大学 | Cabin door opening device for hypersonic velocity wind tunnel experiment cabin |
| CN103105259A (en) * | 2011-11-14 | 2013-05-15 | 中国航空工业集团公司沈阳空气动力研究所 | Device for motion simulation and load measurement of weapon cabin door and method |
| CN103291190A (en) * | 2013-06-25 | 2013-09-11 | 江苏金秋竹集团有限公司 | Sliding door |
-
2013
- 2013-12-23 CN CN201310722297.8A patent/CN103674475B/en not_active Expired - Fee Related
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5881973A (en) * | 1996-09-04 | 1999-03-16 | Mcdonnell Douglas Corporation | Passenger door operation control set |
| CN103105259A (en) * | 2011-11-14 | 2013-05-15 | 中国航空工业集团公司沈阳空气动力研究所 | Device for motion simulation and load measurement of weapon cabin door and method |
| CN102980738A (en) * | 2012-12-28 | 2013-03-20 | 中国人民解放军国防科学技术大学 | Cabin door opening device for hypersonic velocity wind tunnel experiment cabin |
| CN103291190A (en) * | 2013-06-25 | 2013-09-11 | 江苏金秋竹集团有限公司 | Sliding door |
Non-Patent Citations (2)
| Title |
|---|
| 于素莲: "《货运飞机专用技术设计指南》", 31 March 1997, article "货舱门控制系统设计要求", pages: 10.2.5 * |
| 陈皞: "舱门运动模拟装置及其控制系统开发", 《中国优秀硕士学位论文全文数据库工程科技II辑》, 15 October 2012 (2012-10-15), pages 1 - 2 * |
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| Publication number | Publication date |
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| CN103674475B (en) | 2016-05-25 |
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Granted publication date: 20160525 Termination date: 20171223 |
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