CN106295059B - Design method and simplified structure of full-aircraft dynamic model nose landing gear - Google Patents
Design method and simplified structure of full-aircraft dynamic model nose landing gear Download PDFInfo
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- CN106295059B CN106295059B CN201610707946.0A CN201610707946A CN106295059B CN 106295059 B CN106295059 B CN 106295059B CN 201610707946 A CN201610707946 A CN 201610707946A CN 106295059 B CN106295059 B CN 106295059B
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Abstract
The invention relates to a design method of a full-aircraft dynamic model nose landing gear, which comprises the following steps: obtaining the design size of the nose landing gear of the full-aircraft dynamic model according to the size of the real nose landing gear and a preset scaling; step two: obtaining a force transmission structure of the model nose landing gear according to the force transmission structure of the real nose landing gear, and carrying out simulation calculation on the mechanical property of the simplified nose landing gear force transmission structure; step three: fitting according to a hydraulic buffer and tire performance parameters in the real nose landing gear to obtain a spring stiffness coefficient and tire performance parameters in a simplified structure of the nose landing gear; step four: recalculating the dimensions of the spring and the tire according to the mechanical property obtained in the step two, the spring stiffness coefficient and the tire performance parameter obtained in the step three; step five: and (5) obtaining the optimal size of the nose landing gear of the full-aircraft dynamic model through iterative optimization. The design method of the full-aircraft dynamic model nose landing gear completely ensures that the force transmission structure and the force transmission characteristic can be designed to meet the requirements of dynamic tests.
Description
Technical Field
The invention belongs to the technical field of airplane structural strength tests, and particularly relates to a design method and a simplified structure of a full-airplane dynamic model nose landing gear.
Background
The nose landing gear is an accessory device which is used for supporting the airplane at the lower part of the airplane during taking off and landing or ground taxiing and is used for ground movement, and the nose landing gear is also an important load transmission component during landing of the airplane. In previous dynamic model design, the nose landing gear bumper is designed with the following methods:
(1) the design of the nose model undercarriage is completely consistent with that of a real airplane, and the nose undercarriage buffer is high in cost and complex in structure; meanwhile, the size space of the model nose landing gear is limited, so that the processing requirement is extremely high;
(2) the model nose landing gear is a combination of a single rod and a tire, a buffer part is not arranged, and the nose landing gear only provides a supporting function in a test and cannot meet the requirement of a mechanical property curve in the test.
Disclosure of Invention
The invention aims to provide a design method of a nose landing gear of a full-aircraft dynamic model, which solves the problem of the defects of the design of the nose landing gear in the existing dynamic model.
In order to achieve the purpose, the invention adopts the technical scheme that: a design method for a full-aircraft dynamic model nose landing gear comprises
The method comprises the following steps: obtaining the design size of the nose landing gear of the full-aircraft dynamic model according to the size of the real nose landing gear and a preset scaling;
step two: obtaining a force transmission structure of the nose landing gear of the full-aircraft dynamic model according to the force transmission structure of the real nose landing gear, and carrying out simulation calculation on the mechanical property of the simplified force transmission structure of the nose landing gear of the full-aircraft dynamic model;
wherein, the power transmission structure is changed into:
the main force transmission route is changed from a machine body, an outer cylinder, a hydraulic buffer, an inner cylinder and a tire into the main force transmission route of the machine body, the inner cylinder, a spring buffer, the outer cylinder and the tire;
the auxiliary force transmission route is changed from a machine body, a support rod, an upper antitorque arm, a lower antitorque arm and an outer cylinder into the machine body, the support rod and the outer cylinder;
step three: fitting according to a hydraulic buffer and tire performance parameters in the real nose landing gear to obtain a spring stiffness coefficient and tire performance parameters in a simplified structure of the nose landing gear of the full-aircraft dynamic model;
step four: recalculating the dimensions of the spring and the tire according to the mechanical property obtained in the step two, the spring stiffness coefficient and the tire performance parameter obtained in the step three;
step five: and (5) performing iterative optimization to obtain the optimal size of the nose landing gear of the full-aircraft dynamic model.
Further, the predetermined scaling is a ratio of a real nose landing gear size to a full-aircraft dynamic model size.
The invention also provides a simplified structure of the front landing gear of the full-mechanical dynamic model, which comprises an inner cylinder, a spring outer cylinder, a stay bar and tires, wherein the tires are connected by using wheel shafts, one end of the outer cylinder is vertically and fixedly connected with the centers of the wheel shafts, the other end of the outer cylinder is connected with one end of the inner cylinder through a spring, the other end of the inner cylinder is fixed with a machine body, one end of the stay bar is fixed with the outer cylinder, the other end of the stay bar is fixed with the machine body, the straight line where the axis of the stay bar is located is a first straight line, the straight line where the outer cylinder, the spring and the inner cylinder are located is a second straight line, the connecting line of the fixed point of the inner cylinder and the machine body and the fixed point of the stay.
The design method of the full-aircraft dynamic model nose landing gear and the simplified structure of the invention are complete, and the force transmission structure and the force transmission characteristic are ensured; the landing gear structure is optimally simplified under given parameters. The structure is simple, the constraint requirements among parts are clear, and the requirements of test parameters are easily met; the manufacturing cost and the process requirement are low; through test verification, the landing gear structure design meets the requirements of a dynamic test.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
FIG. 1 is a force transfer diagram of a real nose landing gear configuration according to an embodiment of the present invention.
FIG. 2 is a simplified force transfer diagram of a full-aircraft-dynamics-model nose landing gear according to an embodiment of the invention.
FIG. 3 is a diagram illustrating a fitting of spring rate coefficients according to an embodiment of the present invention.
FIG. 4 is a schematic diagram of a full-machine dynamics model according to an embodiment of the present invention.
FIG. 5 is a simplified structural diagram of a full-aircraft dynamic model nose landing gear according to an embodiment of the present invention.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, but not all embodiments of the invention. The embodiments described below with reference to the drawings are exemplary and intended to be illustrative of the invention and are not to be construed as limiting the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be taken as limiting the scope of the present invention.
The invention discloses a design method of a full-aircraft dynamic model nose landing gear, which comprises the following specific steps:
the method comprises the following steps: obtaining the design size (or called scaling size) of the full-aircraft dynamic model nose landing gear according to the size and parameters of the real nose landing gear and a preset scaling, wherein the preset scaling is the ratio of the size of the real nose landing gear to the size of the full-aircraft dynamic model, and the examples of the size of the structural parameters, the relational expression of the structural parameters and the scaling factors and the specific structural parameters of a certain nose landing gear, which are related in the nose landing gear, are shown in tables 1 and 2;
TABLE 1 scaling parameters
TABLE 2 example scaling parameters
Step two: simplifying and changing the force transmission structure of the front landing gear of the full-aircraft dynamic model according to the force transmission structure of the real front landing gear to obtain the force transmission structure of the front landing gear of the full-aircraft dynamic model, and performing simulation calculation on the mechanical property of the simplified force transmission structure of the front landing gear of the full-aircraft dynamic model.
However, before simplification, the actual nose gear force transfer structure is first studied, as shown in fig. 1, and the actual nose gear force transfer path is illustrated as follows:
(1) the machine body is fixedly connected with the outer cylinder, is hinged with the stay bar and transfers force downwards, the machine body transfers 6 space force elements through the outer cylinder, and the stay bar transfers unidirectional force in the direction of the stay bar;
(2) the machine body force is transmitted to the hydraulic buffer through the lower end of the outer cylinder, and is transmitted to the inner cylinder and finally transmitted to the tire after the action of the hydraulic buffer;
(3) the antitorque arm prevents the inner and outer cylinders from twisting and does not participate in the force transmission.
Then simplifying the real undercarriage force transmission structure and simulating the calculation of mechanical properties, in particular
(1) The main force transmission route is simplified and changed from a machine body to an outer cylinder to a hydraulic buffer to an inner cylinder to a tire to be a machine body to an inner cylinder to a spring buffer to an outer cylinder to a tire;
(2) the ' auxiliary force transmission route ' is simplified and changed into ' body-stay bar-outer cylinder (lower part of the undercarriage) ' from body-stay bar-upper antitorque arm-lower antitorque arm-outer cylinder (upper part of the undercarriage) ', the stay bar can meet the original force transmission characteristic and simultaneously play the role of antitorque arm, therefore, an antitorque arm component is cancelled (because the stay bar is connected with the lower part of the undercarriage, the stay bar cannot be structurally arranged to be connected with the inner cylinder, and therefore the outer cylinder is arranged below).
Step three: and fitting according to the hydraulic buffer and the tire performance parameters in the real nose landing gear to obtain the spring stiffness coefficient and the tire performance parameters (namely calculating the buffer and the tire performance parameters) in the simplified structure of the nose landing gear of the full-aircraft dynamic model.
Since the mechanical characteristics of the hydraulic buffer of the real nose landing gear are curves and the mechanical characteristics of the spring are straight lines, the mechanical characteristics of the buffer need to be fitted to obtain the spring stiffness coefficient K, as shown in fig. 3.
Tire performance parameters generally result in a maximum load F and a k that is fit to a true tire curve according to test task requirements.
Step four: and recalculating the size parameters of the spring and the tire according to the mechanical property obtained in the step two, the spring stiffness coefficient and the tire performance parameter obtained in the step three.
And under the frame of the design size of the buffer and the mechanical property of the spring, the spring buffer is designed according to the design requirement of the spring.
According to the maximum load F and k obtained by fitting a real tire curve, the radius d of the tire is larger than F/k, and then according to the layout size of the undercarriage, the tire size parameter is obtained.
Step five: and (5) performing iterative optimization to obtain the optimal size of the nose landing gear of the full-aircraft dynamic model.
According to the determined initial parameters of the undercarriage force transmission structure, a dynamic model is established, and the target is optimized: the vertical acceleration of the center of gravity of the model is minimal. Through the iterative optimization, the obtained undercarriage is shown in the following table 3, namely the specific parameters of the simplified thick full-aircraft dynamic model nose undercarriage structure.
TABLE 3 parameters after iterative optimization
| Serial number | Parameter(s) | Numerical value |
| 1 | Free extension of front spring | 84.7375504mm |
| 2 | Frontal internal barrel size | 132.491mm |
| 3 | Front-opening outer cylinder size | 103.183mm |
| 4 | Front tyre radius | 60mm |
| 5 | Vertical stiffness of leading tire | 30000N/m |
| 6 | Damping coefficient of front-lift tire | 100kg/s |
| 7 | The stiffness coefficient of the front spring is 100 percent | 6020N/m |
| 8 | Damping coefficient of front spring | 300kg/s |
Finally, the simplified structure of the full-engine dynamic model nose landing gear is further illustrated, and the simplified structure comprises an inner cylinder 1, a spring 2, an outer cylinder 3, a support rod 4 and a tire 5, wherein the tire 5 is formed by connecting two wheels in parallel by using a wheel shaft, one end of the outer cylinder 3 is vertically and fixedly connected with the center of the wheel shaft, the other end of the outer cylinder 3 is connected with the inner cylinder 1 through the spring 2, the other end of the inner cylinder 1 is fixed with an engine body, one end of the support rod 4 is fixed with the outer cylinder 3, the other end of the support rod is fixed with the engine body, a straight line where the support rod 4 is located is a first straight line, a straight line where the outer cylinder 3, the spring 2 and the inner cylinder 1 are located is a second straight line, a connecting line of a fixed point of the inner cylinder 1 and the engine body and a fixed point of.
The design method and the simplified structure of the full-aircraft dynamic model nose landing gear of the invention take a real nose landing gear as a reference, the landing gear force transmission structure is kept to the maximum extent, the tire performance is scaled according to the performance parameters of the real nose landing gear, the hydraulic buffer is simplified into a spring mechanism, and the mechanical curve of the buffer is fitted for design. On the premise of ensuring the mechanical property and the model size of the undercarriage, the undercarriage is simplified to the greatest extent, the aircraft dynamic model undercarriage is designed to be the truest, the design and processing cost is reduced, and the dynamic requirements and the similarity requirements are met.
The above description is only for the best mode of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (2)
1. A design method for a full-aircraft dynamic model nose landing gear is characterized by comprising the following steps
The method comprises the following steps: obtaining the design size of the nose landing gear of the full-aircraft dynamic model according to the size of the real nose landing gear and a preset scaling;
step two: obtaining a force transmission structure of the nose landing gear of the full-aircraft dynamic model according to the force transmission structure of the real nose landing gear, and carrying out simulation calculation on the mechanical property of the simplified force transmission structure of the nose landing gear of the full-aircraft dynamic model;
wherein the force transmission structure is as follows:
the main force transmission route is changed from 'machine body-outer cylinder-hydraulic buffer-inner cylinder-tyre' into 'machine body-inner cylinder-spring buffer-outer cylinder-tyre';
the auxiliary force transmission route is changed from 'machine body-stay bar-upper antitorque arm-lower antitorque arm-outer cylinder';
step three: fitting is respectively carried out according to the hydraulic buffer and the tire performance parameters in the real nose landing gear to obtain the spring stiffness coefficient and the tire performance parameters in the simplified structure of the nose landing gear of the full-aircraft dynamic model;
step four: recalculating the dimensions of the spring and the tire according to the mechanical property obtained in the step two, the spring stiffness coefficient and the tire performance parameter obtained in the step three;
step five: and (5) performing iterative optimization to obtain the optimal size of the nose landing gear of the full-aircraft dynamic model.
2. The full-aircraft-dynamics-model nose landing gear design method according to claim 1, wherein the predetermined scaling is a ratio of a real nose landing gear size to a full-aircraft-dynamics-model size.
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