CN106599405A - Method for calculating actual load in position of any connection point of main speed reducer and helicopter body - Google Patents
Method for calculating actual load in position of any connection point of main speed reducer and helicopter body Download PDFInfo
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Abstract
The invention discloses a method for calculating an actual load in the position of any connection point of a main speed reducer and a helicopter body. The method for calculating the actual load in the position of any connection point of the main speed reducer and the helicopter body comprises the following steps of 1: performing a stress calibration test on the helicopter body, connected with the main speed reducer, of a helicopter to obtain a stress test matrix equation; and 2: detecting a stress of any connection point of the main speed reducer of the helicopter during flight, and performing calculation through the stress test matrix equation to obtain the actual load in the position of any connection point of the main speed reducer and the helicopter body during flight of the helicopter. By adopting the method for calculating the actual load in the position of any connection point of the main speed reducer and the helicopter body, actually measured loads, in three directions, of a connection point of the main speed reducer and a support in each flight state in flight actual measurement can be obtained.
Description
Technical Field
The invention relates to the technical field of helicopter flight actual measurement load data tests, in particular to a method for calculating an actual load at any connecting point position of a main speed reducer and a fuselage.
Background
The main speed reducer and the helicopter body are generally connected in two modes, one is a main reducing support rod, and the other is a main reducing support.
By adopting the main reducer support form, the load direction is uncertain, the load can change along with the change of the flight state according to 3 directions (X-axis direction, Y-axis direction and Z-axis direction in a general coordinate system) under a machine body coordinate system, and the actual measurement is difficult.
Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The object of the present invention is to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art by providing a method of calculating the actual load at any connection point of the final drive to the fuselage.
In order to achieve the aim, the invention provides a method for calculating the actual load of the position of any connecting point of a main speed reducer and a fuselage, wherein the main speed reducer is arranged on the fuselage of a helicopter in a main reducing support mode and has a plurality of connecting point positions with the fuselage of the helicopter, and the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage comprises the following steps: a stress calibration test is carried out on a machine body of the helicopter, which is connected with a main speed reducer, so as to obtain a stress test matrix equation; step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a stress test matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
Preferably, the step 1 specifically comprises: step 11: determining stress test points for a helicopter body connected with a main speed reducer, wherein the number of the stress test points is at least 3; step 12: carrying out simulated flight constraint on a helicopter body connected with a main speed reducer, and respectively applying unit loads in three directions to the helicopter body connected with the main speed reducer; step 13: acquiring a load-stress response equation of each stress test point under each unit load; step 14: and acquiring a load-stress response matrix equation through the data obtained in the step 13.
Preferably, the number of the stress test points in the step 11 is 3.
Preferably, the load-stress response equation of step 13 is:
M1:σ1x=k1xFx
σ1y=k1yFy
σ1z=k1zFz
σ1=σ1x+σ1y+σ1z=k1xF1x+k1yF+k1zFz
M2:σ2x=k2xFx
σ2y=k2yFy
σ2z=k2zFz
σ2=σ2x+σ2y+σ2z=k2xFx+k2yFy+k2zFz
M3:σ3x=k3xFx
σ3y=k3yFy
σ3z=k3zFz
σ3=σ3x+σ3y+σ3z=k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is a stress test point; m3 is a stress test point; σ 1x is the stress per unit load yield of M1 in the first direction; σ 2x is the stress per unit load yield of M2 in the first direction; σ 3x is the stress per unit load yield of M3 in the first direction; σ 1y is the stress per unit load yield of M1 in the second direction; σ 2y is the stress per unit load yield of M2 in the second direction; σ 3y is the stress per unit load yield of M3 in the second direction; σ 1z is the stress per unit load yield of M1 in the third direction; σ 2z isStress per unit load yield of M2 in a third direction; σ 3z is the stress per unit load yield of M3 in the third direction; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyA test load applied in a second direction; fzThe test load applied in the third direction.
Preferably, the load-stress response matrix equation is:
wherein, FxA test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions.
By adopting the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage, the actual load of the main reducing support connecting point in 3 directions in each flight state in flight actual measurement can be obtained by the method.
Drawings
Fig. 1 is a schematic flow chart of a method for calculating an actual load at any connection point position of a final drive and a fuselage according to an embodiment of the 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 illustrative 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, but 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 thus, should not be construed as limiting the scope of the present invention.
The main speed reducer is installed on the helicopter body in a main speed reducing support mode, and the main speed reducer and the helicopter body are provided with a plurality of connecting point positions.
Fig. 1 is a schematic flow chart of a method for calculating an actual load at any connection point position of a final drive and a fuselage according to an embodiment of the invention.
The method for calculating the actual load of any connecting point position of the main speed reducer and the fuselage shown in the figure 1 comprises the following steps of 1: a stress calibration test is carried out on a machine body of the helicopter, which is connected with a main speed reducer, so as to obtain a stress test matrix equation; step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a stress test matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
In this embodiment, step 1 specifically includes: step 11: determining stress test points for a fuselage of the helicopter connected with a main speed reducer, wherein the number of the stress test points is 3, and it can be understood that more stress test points can be selected according to needs, for example, the number of the stress test points is 4, 5 or more; step 12: performing simulated flight constraints on the main reducer-connected fuselage of the helicopter (which may be performed by three-dimensional modeling software or in a finite element model, for example), and applying unit loads in three directions to the main reducer-connected fuselage of the helicopter (for example, applying unit loads in an X-axis direction to the main reducer-connected fuselage of the helicopter, applying unit loads in a Y-axis direction to the main reducer-connected fuselage of the helicopter, and applying unit loads in a Z-axis direction to the main reducer-connected fuselage of the helicopter, taking the main reducer-connected fuselage of the helicopter into a cartesian coordinate system as an example); step 13: acquiring a load-stress response equation of each stress test point under each unit load; step 14: and acquiring a load-stress response matrix equation through the data obtained in the step 13.
In this embodiment, the load-stress response equation of step 13 is:
M1:σ1x=k1xFx
σ1y=k1yFy
σ1z=k1zFz
σ1=σ1x+σ1y+σ1z=k1xF1x+k1yF+k1zFz
M2:σ2x=k2xFx
σ2y=k2yFy
σ2z=k2zFz
σ2=σ2x+σ2y+σ2z=k2xFx+k2yFy+k2zFz
M3:σ3x=k3xFx
σ3y=k3yFy
σ3z=k3zFz
σ3=σ3x+σ3y+σ3z=k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is a stress test point; m3 is a stress test point; σ 1x is the stress per unit load yield of M1 in the first direction; σ 2x is the stress per unit load yield of M2 in the first direction; σ 3x is the stress per unit load yield of M3 in the first direction; σ 1y is the stress per unit load yield of M1 in the second direction; σ 2y is the stress per unit load yield of M2 in the second direction; σ 3y is the stress per unit load yield of M3 in the second direction; σ 1z is the stress per unit load yield of M1 in the third direction; σ 2z is the stress per unit load yield of M2 in the third direction; σ 3z is the stress per unit load yield of M3 in the third direction; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyFor application in a second directionThe test load of (2); fzThe test load applied in the third direction.
In this embodiment, the load-stress response matrix equation is:
wherein,
Fxa test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions.
By adopting the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage, the actual load of the main reducing support connecting point in 3 directions in each flight state in flight actual measurement can be obtained by the method.
Finally, it should be pointed out that: the above examples are only for illustrating the technical solutions of the present invention, and are not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (5)
1. The method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage is characterized by comprising the following steps of:
step 1: carrying out a stress calibration test on a helicopter body connected with a main speed reducer to obtain a load-stress response matrix equation;
step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a load-stress response matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
2. The method for calculating the actual load of any connection point position of the main speed reducer and the fuselage according to claim 1, wherein the step 1 is specifically as follows:
step 11: determining stress test points for a helicopter body connected with a main speed reducer, wherein the number of the stress test points is at least 3;
step 12: carrying out simulated flight constraint on a helicopter body connected with a main speed reducer, and respectively applying unit loads in three directions to the helicopter body connected with the main speed reducer;
step 13: acquiring a load-stress response equation of each stress test point under each unit load;
step 14: and acquiring a load-stress response matrix equation through the data obtained in the step 13.
3. The method for calculating the actual load at any connecting point of the main speed reducer and the fuselage according to claim 2, wherein the stress test points in the step 11 are 3.
4. A method for calculating the actual load at any connecting point of the main reducer and the fuselage according to claim 3, wherein the load-stress response equation of the step 13 is as follows:
M1:σ1x=k1xFx
σ1y=k1yFy
σ1z=k1zFz
σ1=σ1x+σ1y+σ1z=k1xF1x+k1yF+k1zFz
M2:σ2x=k2xFx
σ2y=k2yFy
σ2z=k2zFz
σ2=σ2x+σ2y+σ2z=k2xFx+k2yFy+k2zFz
M3:σ3x=k3xFx
σ3y=k3yFy
σ3z=k3zFz
σ3=σ3x+σ3y+σ3z=k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is a stress test point; m3 is a stress test point; σ 1x is the stress per unit load yield of M1 in the first direction; σ 2x is the stress per unit load yield of M2 in the first direction; σ 3x is the stress per unit load yield of M3 in the first direction; σ 1y is the stress per unit load yield of M1 in the second direction; σ 2y is the stress per unit load yield of M2 in the second direction; σ 3y is the stress per unit load yield of M3 in the second direction; σ 1z is the stress per unit load yield of M1 in the third direction; σ 2z is the stress per unit load yield of M2 in the third direction; σ 3z is the stress per unit load yield of M3 in the third direction; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyA test load applied in a second direction; fzThe test load applied in the third direction.
5. The method for calculating the actual load at any connecting point position of the main speed reducer and the fuselage according to claim 4, wherein the load-stress response matrix equation is as follows:
wherein,
Fxa test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; σ 1 is the resultant stress of M1 in three directions; σ 2 is the resultant stress of M2 in three directions; σ 3 is the resultant stress of M3 in three directions.
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CN108762066A (en) * | 2018-04-24 | 2018-11-06 | 合肥工业大学 | A kind of control method of the electronic tail gearbox system of helicopter |
CN109960871A (en) * | 2019-03-22 | 2019-07-02 | 华南理工大学 | A kind of industrial robot precision speed reduction device performance single-station test modeling dispatching method |
CN110920930A (en) * | 2019-12-04 | 2020-03-27 | 中国直升机设计研究所 | Helicopter horizontal tail load calibration method |
CN111079329A (en) * | 2019-12-04 | 2020-04-28 | 中国直升机设计研究所 | Fatigue life assessment method based on similar structure test |
CN113086237A (en) * | 2021-04-20 | 2021-07-09 | 中国直升机设计研究所 | Design method for main speed reducer connecting stay bar of coaxial rotor helicopter |
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Cited By (10)
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CN108762066A (en) * | 2018-04-24 | 2018-11-06 | 合肥工业大学 | A kind of control method of the electronic tail gearbox system of helicopter |
CN108762066B (en) * | 2018-04-24 | 2021-03-12 | 合肥工业大学 | Control method of helicopter electric tail reducer system |
CN109960871A (en) * | 2019-03-22 | 2019-07-02 | 华南理工大学 | A kind of industrial robot precision speed reduction device performance single-station test modeling dispatching method |
CN109960871B (en) * | 2019-03-22 | 2021-03-23 | 华南理工大学 | Single-station testing modeling scheduling method for performance of precision speed reducer of industrial robot |
CN110920930A (en) * | 2019-12-04 | 2020-03-27 | 中国直升机设计研究所 | Helicopter horizontal tail load calibration method |
CN111079329A (en) * | 2019-12-04 | 2020-04-28 | 中国直升机设计研究所 | Fatigue life assessment method based on similar structure test |
CN110920930B (en) * | 2019-12-04 | 2022-09-13 | 中国直升机设计研究所 | Helicopter horizontal tail load calibration method |
CN111079329B (en) * | 2019-12-04 | 2022-10-18 | 中国直升机设计研究所 | Fatigue life assessment method based on similar structure test |
CN113086237A (en) * | 2021-04-20 | 2021-07-09 | 中国直升机设计研究所 | Design method for main speed reducer connecting stay bar of coaxial rotor helicopter |
CN113086237B (en) * | 2021-04-20 | 2023-03-14 | 中国直升机设计研究所 | Design method for main speed reducer connecting stay bar of coaxial rotor helicopter |
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