CN108910078B - Control gap and rigidity simulation device for flutter model - Google Patents
Control gap and rigidity simulation device for flutter model Download PDFInfo
- Publication number
- CN108910078B CN108910078B CN201810662848.9A CN201810662848A CN108910078B CN 108910078 B CN108910078 B CN 108910078B CN 201810662848 A CN201810662848 A CN 201810662848A CN 108910078 B CN108910078 B CN 108910078B
- Authority
- CN
- China
- Prior art keywords
- steering
- gap
- control
- stiffness
- mainplane
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
Landscapes
- Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
- Mechanical Control Devices (AREA)
Abstract
The invention relates to a control gap and rigidity simulation device for a flutter model, wherein the flutter model comprises a main wing surface structure and a control surface structure which are spaced from each other, the control gap and rigidity simulation device is connected between the main wing surface structure and the control surface structure, and the control gap and rigidity simulation device comprises: a steering stiffness adjustment mechanism connected to and suspended from the control surface structure; and a steering clearance control mechanism connected to the mainplane structure and forming a steering clearance, the steering stiffness adjustment mechanism being configured to be movable in the steering clearance provided by the steering clearance control mechanism but constrained in its movement within the steering clearance by the steering clearance control mechanism. The invention also relates to a method for simulating the steering clearance and the rigidity of the flutter model. By designing a brand-new control mechanism and method for the control clearance, the combination of different control rigidity and different clearances is realized, so that the experimental research on the influence of the control surface clearance on the model flutter characteristic is developed.
Description
Technical Field
The invention relates to a manipulation gap and rigidity simulation device for a flutter model and also relates to a method for simulating the manipulation gap and rigidity of the flutter model.
Background
When the main wing surface of the airplane is provided with the control surface, a gap inevitably exists in the rotating shaft and the actuating system. In addition, the clearance may also change constantly during use of the aircraft due to factors such as frictional wear. The presence of clearance can cause limit ring oscillation (LCO), and airworthiness provisions require that control surface clearance be verified experimentally for aircraft flutter performance.
In a conventional flutter model design, the steering stiffness is simulated with a torsion spring, as shown in fig. 1. When the control surface 5 deflects around the hinge rotation axis (i.e. the pivot axis 3), it is restrained from rotating freely by the torsion spring 4, and a steering stiffness is generated.
Although this conventional method can realize the adjustment of the control surface steering stiffness, it cannot simulate the control surface gap and cannot realize the adjustment of the control gap, and therefore, it is impossible to perform a test concerning the content of the gap.
In the prior art, for example, a device for connecting a horizontal vertical tail of a flutter model is known, which includes a lower stay bar, a U-shaped spring, an upper stay bar, a rotary support arm, and a vertical tail joint, wherein the rotary support arm is connected with a horizontal tail beam, the horizontal tail is connected with the rotary support arm through the horizontal tail beam, one end of the rotary support arm is connected with the vertical tail beam through being hinged with the vertical tail joint, a front point of an end head at the other end of the rotary support arm is connected with the upper stay bar through a gap adjusting nut, the other end of the upper stay bar is connected with a U-shaped edge of the U-shaped spring, and the other U-shaped edge of the U-shaped spring is connected with the vertical tail beam through the lower stay bar. This technique involves the connection of a full motion horizontal tail with a vertical tail, which, although simulating steering stiffness and steering clearance, cannot be precisely controlled.
For another example, a test apparatus is also known, which includes an inner wing spar, an outer wing spar, a bending bearing bracket, a bending bearing cover plate, a torsion bearing bracket, a torsion shaft, a bending spring, a torsion spring, a bending gap limit angle piece, and a torsion gap limit angle piece; the outer wing can rotate along with the torsion bearing support, so that the gap nonlinearity in the middle bending direction is realized relative to the inner wing; the outer wing is also able to follow the rotation of the torsion shaft, thereby achieving a gap non-linearity in the mid-torsion direction with respect to the inner wing. The technology relates to the design of a flutter model of a folding wing, and although the control clearance can be simulated, the technology does not relate to the adjustment of control rigidity.
In other words, the prior art only involved adjusting the steering stiffness, or adjusting the steering gap, or even if there were both steering stiffness and steering gap, the adjustment of the steering gap was very coarse and did not meet the requirement of fine adjustment to effectively develop flutter tests.
Therefore, there is always a need in flutter models to effectively simulate control surface clearance and control stiffness simultaneously.
Disclosure of Invention
According to the invention, the defect that the gap simulation cannot be carried out in the traditional method can be overcome. By designing a brand new control gap control mechanism, the combination of different control rigidity and different gaps is realized, so that the experimental research on the influence of the control surface gap on the model flutter characteristic is developed.
In particular, the present invention provides a manoeuvre gap and stiffness simulation means for a flutter model comprising a mainplane structure and a control surface structure spaced apart from each other, the manoeuvre gap and stiffness simulation means being connected between the mainplane structure and the control surface structure, the manoeuvre gap and stiffness simulation means comprising: a steering stiffness adjustment mechanism connected to and suspended from the control surface structure; and a steering gap control mechanism connected to the mainplane structure and forming a steering gap, wherein the steering stiffness adjustment mechanism is configured to be movable in the steering gap provided by the steering gap control mechanism, but its movement is constrained within the steering gap by the steering gap control mechanism.
Thus, when the range of motion of the steering stiffness adjustment mechanism is less than the size of the steering gap control mechanism, it is unconstrained and the steering surface structure is free to rotate, thereby creating a motion gap. However, when the range of motion of the steering stiffness adjustment mechanism is larger than the size of the steering gap control mechanism, the steering stiffness is generated due to the constraint of the steering gap control mechanism. For this purpose, a combination of different steering stiffnesses and different play can be achieved.
Preferably, the above-mentioned manoeuvring gap extends in the thickness direction of the mainplane structure, so that the range of motion of the manoeuvring stiffness adjustment means also extends in the thickness direction, so that a more compact spatial arrangement can be obtained.
In particular, the steering stiffness adjustment mechanism may comprise a link connected to the control surface structure and a suspended lever remote from the control surface structure, the lever being free to swing in the thickness direction within the steering gap about a pivot point.
In particular, the steering gap control mechanism includes a pair of stopper members spaced apart from each other in the thickness direction, the stopper members each including a convex arc surface in contact with the stem portion. The convex arc surface means a curved surface with a curvature, and the curved surface is protruded outward rather than being recessed.
Advantageously, the convexly curved faces have a radius and the convexly curved faces face each other, thereby constituting the steering gap. The convex cambered surface is used for forming an operating gap, so that the limiting element can be favorably moved between the convex cambered surface and the convex cambered surface, the structure is simple and reliable, and the operating rigidity and the operating surface gap can be quickly adjusted.
It is particularly preferred that the pair of limiting elements are configured as a pair of round rods extending in the longitudinal direction of the mainplane structure, the convexly curved faces being constituted by the outer surfaces of the round rods, or that the pair of limiting elements are configured to comprise protrusions protruding towards each other, the convexly curved faces being constituted by the outer surfaces of the protrusions. Thereby, the adjustment of the steering clearance is easily achieved by adjusting the radius of the boss.
Advantageously, such a shaft may be circular in cross-section. Such a circular rod portion is convenient for calculation of the steering rigidity at the time of design.
The invention also provides a method for simulating the steering gap and stiffness of a flutter model, the flutter model comprising a mainplane structure and a control surface structure which are spaced apart from each other, a steering gap and stiffness simulation device connected between the mainplane structure and the control surface structure, the steering gap and stiffness simulation device comprising a steering stiffness adjustment mechanism and a steering gap control mechanism, the steering stiffness adjustment mechanism being connected to and suspended from the control surface structure, the steering gap control mechanism being connected to the mainplane structure, and a steering gap being provided, wherein the steering stiffness adjustment mechanism is caused to move in the steering gap provided by the steering gap control mechanism, but its movement is constrained within the steering gap by the steering gap control mechanism.
By means of the overall design method of the test device for simulating the control surface clearance and the control rigidity, the simulation and adjustment of the control surface clearance and the control rigidity can be realized, and the combination of different control rigidities and different clearances can be realized.
In an advantageous method the manoeuvring stiffness adjusting means comprises a link connected to the control surface structure and a suspended stem remote from the control surface structure, the method further comprising swinging the stem freely about a pivot point within the range of the manoeuvring gap at a gap angle in the thickness direction of the mainplane structure.
Preferably, in this method, the operating gap control mechanism includes a pair of stopper elements spaced apart from each other in the thickness direction, the pair of stopper elements respectively including convex arc surfaces in contact with the shank, the convex arc surfaces having a radius, and the convex arc surfaces facing each other so as to constitute the operating gap. Therefore, a simple and reliable structure can be realized, and the manipulation rigidity and the control surface clearance can be conveniently and rapidly adjusted.
In particular, the method may further comprise determining an equivalent diameter of the shank from a predefined steering stiffness of the flutter model, and determining the radius of the convex camber from the equivalent diameter and dimensional parameters of the steering clearance control mechanism relative to the shank.
In particular, in the method, the dimensional parameters of the steering clearance control mechanism relative to the stem include the clearance angle, the distance from the pivot point to the center of the circle constituting the convex curve, the distance of travel of the outer surface of the stem to the convex curve, and the spacing of the pair of stop elements. By means of the dimensional parameters, the steering rigidity can be accurately calculated, and therefore accurate simulation of the control surface clearance and the steering rigidity can be obtained.
Drawings
FIG. 1 shows a schematic view of a flutter model mainplane and control surface connections according to the prior art;
FIG. 2 shows a schematic layout of a steering gap and stiffness simulator for a flutter model according to one embodiment of the invention;
FIG. 3 illustrates an operational schematic diagram of a steering stiffness adjustment mechanism of the steering gap and stiffness simulator according to the embodiment of FIG. 2;
FIG. 4 shows a schematic layout of a steering gap and stiffness simulator for a flutter model according to another embodiment of the present invention;
FIG. 5 illustrates an operational schematic diagram of a steering stiffness adjustment mechanism of the steering gap and stiffness simulator according to the embodiment of FIG. 4;
fig. 6 shows a design flowchart of a steering gap and stiffness simulation apparatus for a flutter model according to the present invention.
It should be noted that the drawings referred to are not all drawn to scale but may be exaggerated to illustrate aspects of the present invention, and in this regard, the drawings should not be construed as limiting.
Detailed Description
According to the invention, the flutter model generally comprises a mainplane structure and a control surface structure, wherein the mainplane structure is primarily used for simulating a stabilizer in the aircraft, and the control surface structure is primarily used for simulating an elevator in the aircraft. The mainplane structure and the control surface structure are advantageously each designed in the form of a longitudinally extending girder, in particular a metal girder.
As shown in fig. 1 and 2, the mainplane structure 1 and the control surface structure 5 are arranged longitudinally spaced apart from each other. In particular, the mainplane girder and the control surface girder are two girders extending substantially parallel to each other. In the present invention, the term "longitudinal" may be defined as the main extension direction of the mainplane structure 1 and the control surface structure 5, whereas "width direction" refers to a direction transverse to the longitudinal direction. When the mainplane structure 1 and the control surface structure 5 are cut in this width direction, as shown in fig. 3 and 5, the thickness direction or the height direction of the mainplane structure 1 and the control surface structure 5 may be defined.
The manoeuvre gap and stiffness simulating means according to the invention is connected between the mainplane structure 1 and the control surface structure 5, i.e. spans between the mainplane structure 1 and the control surface structure 5. In addition to the control play and stiffness simulation means, a bracket 2 and optionally a hinge spindle 3 or the like can be connected between the mainplane girder and the control surface girder. Since these members are not the point of improvement of the present invention, they will not be described in detail below.
The steering gap and rigidity simulating apparatus mainly includes two mechanisms, i.e., a steering rigidity adjusting mechanism 10 and a steering gap control mechanism 20, which are used to simulate the steering rigidity and generate the steering gap, respectively. The maneuvering stiffness adjusting means 10 is connected to the maneuvering surface structure 5 and extends suspended from the maneuvering surface structure 5, in particular towards the maneuvering gap control means 20, which maneuvering gap control means 20 is connected to the mainplane structure 1, as is clearly shown in fig. 2.
Preferably, the maneuvering gap control means 20 may also be designed to extend from the mainplane structure 1, for example to be cantilevered, in particular towards the maneuvering stiffness adjusting means 10, as shown in fig. 2. The manoeuvre gap control means 20 may also be designed to extend substantially in the longitudinal direction of the mainplane structure 1, as shown in fig. 4.
In each case, the steering gap control mechanism 20 provides a steering gap in which the steering stiffness adjustment mechanism 10 is configured to move, but within which its movement is constrained by the steering gap control mechanism 20.
More specifically, when the range of motion of the steering stiffness adjustment mechanism 10 is smaller than the size of the steering gap control mechanism 20, it is not constrained and the steering surface structure 5 rotates freely, thereby creating a motion gap. However, if the range of motion of the actuation stiffness adjustment means 10 is greater than the size of the actuation play control means 20, the actuation stiffness is generated by the constraint of the actuation play control means 20, and the actuation surface structure 5 cannot rotate freely, i.e. the play disappears or no further play is provided. At this time, the steering rigidity becomes a constant value.
As can be understood, the terms "manipulation gap" and "movement gap" in the present invention are different in meaning, the former referring to the actually existing gap structure, and the latter referring to the actual movable range of the manipulation rigidity adjusting mechanism 10. Thus, there is no "play" in which movement is possible when constrained by manipulation of the play control mechanism 20.
Advantageously, the maneuvering gap extends in the previously defined thickness direction of the mainplane structure 1 (or the maneuvering surface structure 5). Therefore, the movement of the steering rigidity adjusting mechanism 10 is mainly up-and-down movement in the thickness direction within the steering gap as shown in fig. 3 and 5.
In particular, the steering stiffness adjustment mechanism 10 may comprise a connection to the steering surface structure 5 and a cantilevered stem portion 18 remote from the steering surface structure 5. In particular, the connecting portion and the lever portion 18 of the steering stiffness adjustment mechanism 10 may be integrally formed (as shown in fig. 3) or connected to each other by a suitable connection means.
In the flutter model of the present invention, the control surface structure 5 is able to rotate about a pivot point X. The pivot point X may also be a hinge pivot point. It will be appreciated that the pivot point X need not be a physically present point but may be a virtual point. In the steering gap and rigidity simulating apparatus according to the present invention, the pivot point X may be formed on the steering rigidity adjusting mechanism 10.
In particular, as shown in fig. 3, the control surface bar and the lever portion 18 of the steering stiffness adjustment mechanism 10 are located on opposite sides of the pivot point X, respectively, as viewed in the width direction. As previously mentioned, the control surface structure 5 is rotatable about the pivot point X on one side of the pivot point X (the right side in fig. 3), while the lever 18 is rotatable about the pivot point X on the opposite side of the pivot point X (the left side in fig. 3).
Preferably, the lever portion 18 of the steering stiffness adjustment mechanism 10 can freely swing or pivot about the pivot point X in the thickness direction of the girder (i.e., the up-down direction in fig. 3) within the range of the aforementioned steering gap.
Advantageously, the operating clearance control means 20 may comprise a pair of stop elements 22 spaced from each other by a distance h in the aforementioned thickness direction. The pair of stopper members 22 respectively include convex arc surfaces 24 that contact the rod portion 18 of the steering stiffness adjustment mechanism 10.
It is to be understood that by convex curve 24 is meant a curve with a curvature and which is convex rather than concave. The convexly curved surface 24 may be a curved surface protruding from the rest of the check member 22, but the check member 22 itself may also be the convexly curved surface 24. Further, the convexly curved face 24 may be spherical, cylindrical or semi-cylindrical with generatrices extending longitudinally, or even any suitable feature with a partially curved face, so long as there is an arcuate portion in a cross-sectional view in the width direction (e.g., fig. 3 and 5).
In either case, the convex curve 24 has at least one radius r, but a variety of different radii are contemplated. It is understood that the pair of convexly curved surfaces 24 may face each other to form a steering gap of the steering gap control mechanism 20. More preferably, the shortest distance between the convexly curved faces 24 (outer surfaces thereof) each other constitutes the steering clearance.
As shown in fig. 4 and 5, the pair of limiting elements 22 may be configured as a pair of round rods extending in the longitudinal direction of the mainplane structure 1, while the convexly curved face 24 is constituted by the outer surface of said round rods. In particular, the pair of rods are substantially parallel to each other, and the parallel distance between them constitutes the steering gap.
As also shown in fig. 3, the pair of stop elements 22 may be configured to include projections that project toward each other, with the convexly curved surfaces 24 being formed by the outer surfaces of the projections. In this embodiment, the pair of limiting elements 22 may further include a pair of plate-like members disposed opposite to each other, and the protrusions respectively protrude from the pair of flat plate-like members, particularly near the ends, particularly the extreme ends, of the steering stiffness adjusting mechanism 10.
In this embodiment, the pair of limiting elements 22 may be cantilevered from the mainplane structure 1, similar to the stem 18 above. For example, the limiting element 22 may also comprise a connection portion and an overhang portion to the main airfoil structure 1. It is particularly advantageous that a convex arc 24 is provided at the free end of the overhang, as is clearly shown in fig. 3.
It is further noted that the pair of stop elements 22 each comprise a thickness t, the dimensions of which are selected such that the stop elements 22 can withstand a certain strength without being damaged, such as deformed, broken or torn, when a force is applied to the stop elements 22.
The range of motion of the steering stiffness adjustment mechanism 10, e.g., the rod portion 18 thereof, within the steering gap may be represented by the angle θ. When the rod portion 18 is disposed at the very middle of the steering gap in the thickness direction, its ranges of motion θ on both the upper and lower sides should be equal. Of course, it is also conceivable for the convexly curved surfaces 24 to be arranged asymmetrically with respect to the shank 18, in which case the angle θ is not equal, but is dependent on the distance of the shank 18 from one of the two convexly curved surfaces 24.
It is particularly advantageous if the actuating stiffness adjustment mechanism 10, for example the lever 18 thereof, has a circular cross section. Since any point on the outer surface of the circular member is the same distance from the center of the circle, the distance from the contact point to the center of the circle of the rod portion 18 in the form of a circular rod when it is in contact with the convex arc surface 24 is always constant, which is advantageous in avoiding calculation errors due to positional deviation of the rod portion 18. However, other cross-sectional shapes for stem portion 18, such as rectangular, square, oval, or other polygonal shapes, are also within the scope of the present invention.
According to the operating principle diagram of the operating clearance control mechanism 20 shown in fig. 3 and 5, as already defined above, the operating clearance is expressed in terms of angles, i.e., θ, the distance from the pivot point X of the shaft portion 18 to the vertex of the convex arc surface 24 of the stopper element 22 (i.e., the distance between a pair of convex arc surfaces from the central axis therebetween or the closest point to the outer surface of the shaft portion 18 disposed therebetween) is l, and the distance of the moving clearance in the thickness direction is s (i.e., the distance from the vertex of the convex arc surface of the stopper element 22 to the outer surface of the operating lever), and the three conversion relationships are as follows:
s＝l*tan(θ) (1)
in fig. 3, the radius r of the convex arc of the stop element 22, the distance h between the pair of stop elements, the equivalent diameter d of the stem 18 and the distance s of the movement clearance satisfy the following relation:
as shown in fig. 5, the distance s of the movement gap is also designed according to equation (1).
In the following, a specific flow of a method for simulating the steering clearance and stiffness of a flutter model according to the present invention is exemplarily explained:
firstly, designing a flutter model with a control surface:
according to conventional flutter model design methods, the mainplane structure 1, the control surface structure 5 (e.g., mainplane girders and control surface girders), the optional hinge mechanism and the bracket 2 are designed, and appropriate bearings are selected.
Second, define the gap state and corresponding steering stiffness:
according to the vibration test content, firstly defining a group of gaps thetanAnd a set of steering stiffnesses Km}。
1) Designing a rod part for operating the clearance control mechanism;
depending on the distance of the model mainplane structure to the control surface structure, the length l may be defined first. And then according to a predefined set of steering stiffnesses KmDesigning the corresponding rod part diameter (equivalent diameter in this case) under each operation stiffness to form a group of specifications of different diameters { d }mThe rod portion of (c). The length l is required to ensure that the rod part of the control stiffness adjustment mechanism 10 does not touch the main airfoil surface structure during the movement process and does not depart from the constraint of the control clearance control mechanism.
For example, when the cross section of the shaft portion is circular (i.e., the shaft portion is configured as a round shaft), the diameter of the shaft portion is calculated as follows:
in the formula, E represents the elastic modulus of the material.
2) Preliminarily designing a clearance control mechanism;
according to the section size of the main wing surface structure of the flutter model, a preliminary control clearance control mechanism is designed, the distance h between a pair of limiting elements is obtained, wherein the length and the width of the limiting elements need to ensure that the rod part of the control rigidity adjusting mechanism 10 does not deviate from the control range of the limiting elements in the moving process, the thickness t needs to ensure enough rigidity without deformation, and the control clearance control mechanism can be designed according to the specific model size and expected load.
3) Designing the round head radius of a limiting element;
according to a predefined gap state thetanWith reference to equation (1), a set of motion gap distances { s } can be calculatednCalculating the radius { r } of the convex cambered surface of each limiting element required by the rod part with each diameter specification in different clearance states according to a formula (2)m-n}. Diameter of the shaft { dm{ gap state (i.e., gap angle) { θ }nR, radius of convex cambered surface of limiting element rm-nThe corresponding relationship is shown in table 1:
TABLE 1 design State Table for Limit elements
4) Finally, designing a bolt connection;
bolt hole sites are designed on the limiting elements and the rod part and are used for being connected with the main wing surface structure and the control surface structure 5. The invention is not limited to threaded connections and other mechanical connections are also contemplated as are known.
According to the design process shown in fig. 6, the magnitude of the steering stiffness can be controlled by adjusting the equivalent diameter d of the rod, and the adjustment of the movement gap of the rod in the steering gap control mechanism is realized by adjusting the radius r of the convex cambered surface of the limiting element in the steering gap control mechanism. The distance s of this movement clearance is thus controlled by both the shank diameter d and the radius r of the convex curve.
In addition, the control stiffness adjusting mechanism 10, in particular the rod portion thereof, has a unique corresponding relationship with the control gap control mechanism, that is, the rod portion of one specification corresponds to the limiting element of one specification, the two need to be used in combination, and the design size thereof can be set according to a specific test scheme.
It can be understood that the present invention has advantages in that the structure is simple and reliable, and the manipulation stiffness and the manipulation gap are easily and rapidly adjusted, compared to the conventional stiffness simulation method.
Although various embodiments of the present invention have been described with reference to an arrangement for connecting mainplane girders and control surface girders on an aircraft, it should be understood that embodiments within the scope of the present invention are applicable to other aircraft control surface structures and the like having similar structure and/or function.
The foregoing description has set forth numerous features and advantages, including various alternative embodiments, as well as details of the structure and function of the devices and methods. The intent herein is to be exemplary and not exhaustive or limiting. It will be obvious to those skilled in the art that various modifications may be made, especially in matters of structure, materials, elements, components, shape, size and arrangement of parts including combinations of these aspects within the principles described herein, as indicated by the broad, general meaning of the terms in which the appended claims are expressed. To the extent that such various modifications do not depart from the spirit and scope of the appended claims, they are intended to be included therein as well.
Claims (12)
1. A handling gap and stiffness simulation device for a flutter model, the flutter model comprising a mainplane structure and a control surface structure spaced apart from each other, the handling gap and stiffness simulation device being connected between the mainplane structure and the control surface structure,
characterized in that the steering gap and stiffness simulation device comprises:
a steering stiffness adjustment mechanism connected to and suspended from the control surface structure; and
a steering gap control mechanism connected to the mainplane structure and forming a steering gap,
wherein the steering stiffness adjustment mechanism is configured to be movable in the steering gap provided by the steering gap control mechanism, but with its movement constrained within the steering gap by the steering gap control mechanism, the steering stiffness adjustment mechanism comprising a connection portion connected to the control surface structure and a suspended stem portion remote from the control surface structure, the steering gap control mechanism comprising a pair of spacing elements spaced from each other in a thickness direction of the mainplane structure.
2. The handling gap and stiffness simulator of claim 1, wherein the handling gap extends in a thickness direction of the mainplane structure.
3. The steering gap and stiffness simulator of claim 2, wherein the rod portion is free to oscillate about a pivot point in the thickness direction within the range of the steering gap.
4. The steering gap and stiffness simulator of claim 3, wherein the pair of stop elements each include a convex arc surface in contact with the stem portion.
5. The steering gap and stiffness simulator of claim 4, wherein the convexly curved surfaces have a radius (r) and the convexly curved surfaces face each other to form the steering gap.
6. The handling clearance and rigidity simulation device according to claim 5, wherein the pair of limiting elements are configured as a pair of round bars extending in a longitudinal direction of the main airfoil structure, the convex camber face being constituted by an outer surface of the round bars, or the pair of limiting elements are configured to include convex portions protruding toward each other, the convex camber face being constituted by an outer surface of the convex portions.
7. The steering gap and stiffness simulator of claim 6, wherein the cross-section of the stem portion is circular.
8. A method for simulating the handling clearance and stiffness of a flutter model, the flutter model comprising a mainplane structure and a control surface structure spaced apart from each other, a handling clearance and stiffness simulation device being connected between the mainplane structure and the control surface structure,
wherein the control gap and stiffness simulation means comprises a control stiffness adjustment means and a control gap control means, the control stiffness adjustment means being connected to and suspended from the control surface structure, the control gap control means being connected to the mainplane structure and providing a control gap,
wherein the steering stiffness adjustment mechanism is caused to move in, but constrained within, the steering gap provided by the steering gap control mechanism, the steering stiffness adjustment mechanism comprising a connection portion connected to the control surface structure and a suspended stem portion remote from the control surface structure, the steering gap control mechanism comprising a pair of spacing elements spaced from each other in a thickness direction of the mainplane surface structure.
9. The method of claim 8, further comprising causing the shank to be at a clearance angle in a thickness direction of the mainplane structure about a pivot point within the range of the handling clearance (x
) And free swing.
10. The method of claim 9, wherein the pair of stop elements each include a convexly curved surface in contact with the stem, the convexly curved surfaces having a radius (r), and the convexly curved surfaces face each other to define the steering gap.
11. The method of claim 10, further comprising determining an equivalent diameter (d) of the shank based on a predefined steering stiffness (K) of the flutter model, and determining the radius (r) of the convex camber based on the equivalent diameter and dimensional parameters of the steering clearance control mechanism relative to the shank.
12. The method of claim 11, wherein the dimensional parameter of the steering gap control mechanism relative to the stem portion comprises a gap angle (c:)
) The distance (l) from the pivot point to the circle center forming the convex cambered surface, the stroke distance(s) from the outer surface of the rod part to the convex cambered surface and the distance (h) between the pair of limiting elements.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810662848.9A CN108910078B (en) | 2018-06-25 | 2018-06-25 | Control gap and rigidity simulation device for flutter model |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810662848.9A CN108910078B (en) | 2018-06-25 | 2018-06-25 | Control gap and rigidity simulation device for flutter model |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108910078A CN108910078A (en) | 2018-11-30 |
| CN108910078B true CN108910078B (en) | 2021-09-10 |
Family
ID=64422396
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810662848.9A Active CN108910078B (en) | 2018-06-25 | 2018-06-25 | Control gap and rigidity simulation device for flutter model |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108910078B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110263413B (en) * | 2019-06-14 | 2023-05-26 | 庆安集团有限公司 | Optimized design method of torsion bar spring |
| CN112213070B (en) * | 2020-09-21 | 2023-03-14 | 中国航空工业集团公司沈阳飞机设计研究所 | External object hangs clearance analogue means under flutter wind tunnel test wing |
| CN112611537B (en) * | 2020-11-24 | 2022-05-06 | 中国航空工业集团公司沈阳飞机设计研究所 | Resistance rudder low-speed flutter wind tunnel model with flutter suppression device |
| CN114527008B (en) * | 2022-01-14 | 2024-03-15 | 成都飞机工业（集团）有限责任公司 | Device and method for simulating loading of folding gravity load of aircraft wing |
| CN114563161B (en) * | 2022-02-24 | 2023-08-01 | 中国船舶重工集团公司第七一九研究所 | Water tunnel test simulation device and method for rudder shaft system gap |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201724807U (en) * | 2010-02-26 | 2011-01-26 | 中国航空工业集团公司西安飞机设计研究所 | Connector for horizontal stabilizer and vertical stabilizer of flutter model |
| CN203732237U (en) * | 2013-12-30 | 2014-07-23 | 中国航空工业集团公司沈阳飞机设计研究所 | Connecting device for folding wing surface folding gap of flutter wind tunnel model |
| CN105083584A (en) * | 2015-06-23 | 2015-11-25 | 中国航空工业集团公司西安飞机设计研究所 | Flutter model of plane missile system |
| EP3184416A1 (en) * | 2015-12-21 | 2017-06-28 | Airbus Operations Limited | Seal assembly |
| CN206876375U (en) * | 2017-06-06 | 2018-01-12 | 大连理工大学 | A kind of device for simulating all movable rudder face flutter model bending support stiffness |
| CN108033036A (en) * | 2017-11-29 | 2018-05-15 | 中国航空工业集团公司西安飞机设计研究所 | A kind of flying tail flutter model rotary gap simulator |
-
2018
- 2018-06-25 CN CN201810662848.9A patent/CN108910078B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201724807U (en) * | 2010-02-26 | 2011-01-26 | 中国航空工业集团公司西安飞机设计研究所 | Connector for horizontal stabilizer and vertical stabilizer of flutter model |
| CN203732237U (en) * | 2013-12-30 | 2014-07-23 | 中国航空工业集团公司沈阳飞机设计研究所 | Connecting device for folding wing surface folding gap of flutter wind tunnel model |
| CN105083584A (en) * | 2015-06-23 | 2015-11-25 | 中国航空工业集团公司西安飞机设计研究所 | Flutter model of plane missile system |
| EP3184416A1 (en) * | 2015-12-21 | 2017-06-28 | Airbus Operations Limited | Seal assembly |
| CN206876375U (en) * | 2017-06-06 | 2018-01-12 | 大连理工大学 | A kind of device for simulating all movable rudder face flutter model bending support stiffness |
| CN108033036A (en) * | 2017-11-29 | 2018-05-15 | 中国航空工业集团公司西安飞机设计研究所 | A kind of flying tail flutter model rotary gap simulator |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108910078A (en) | 2018-11-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108910078B (en) | Control gap and rigidity simulation device for flutter model | |
| US9352961B2 (en) | Flexure bearing to reduce quadrature for resonating micromachined devices | |
| US8353484B2 (en) | Cockpit rudder control mechanism for an aircraft | |
| US9120557B2 (en) | Piloting device for piloting a vehicle, in particular an aircraft | |
| US20130248650A1 (en) | Helicopter skid type landing gear | |
| CN106844838B (en) | Aircraft air rudder performance evaluation method | |
| JP5552340B2 (en) | Actuator and link manufacturing method, actuator and link design method, actuator and link | |
| CN108313268B (en) | Aileron control system of light aircraft | |
| US10689100B2 (en) | Aircraft landing gear assembly | |
| EP1550607B1 (en) | Mechanism for eliminating limit cycle oscillations on servocontrolled aerodynamic control surfaces | |
| CN109406090B (en) | Flutter model connecting device | |
| US10508721B1 (en) | Load-adjustable constant-force mechanisms | |
| US20020125369A1 (en) | Device and mechanism for transmission of radial forces between the central and end regions of this device | |
| EP2851288A1 (en) | Aerodynamic surface drive mechanism | |
| JP6492138B2 (en) | Aircraft wing load reduction device and aircraft wing load reduction method | |
| EP2948368B1 (en) | Passive control stick | |
| CN202904947U (en) | Rigid suspender hanger allowing swing and passive reset and swing-resistant rigid suspender | |
| CN113366240A (en) | Vibration-proof component kit, component thereof, wing-shaped structure and aircraft provided with wing-shaped structure | |
| Gardonio et al. | Click mechanism for racing car self-levelling flap | |
| JP2019217879A (en) | Traveling truck | |
| CN109515088A (en) | Suspension control arm structure, suspension and vehicle | |
| US20160103041A1 (en) | Suspension damper test apparatus, control system and method of controlling a suspension damper test apparatus | |
| US3179362A (en) | Constant load support | |
| CN118076531A (en) | Damping system for electric bicycle | |
| Safi et al. | Interaction between wear processes and limit cycle oscillations of a control surface with free-play non-linearity |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |