CN109573100B - Iron bird test stand - Google Patents
Iron bird test stand Download PDFInfo
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- CN109573100B CN109573100B CN201811586779.4A CN201811586779A CN109573100B CN 109573100 B CN109573100 B CN 109573100B CN 201811586779 A CN201811586779 A CN 201811586779A CN 109573100 B CN109573100 B CN 109573100B
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- 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
Abstract
The invention provides an iron bird test bed. This test bench includes: the aircraft nose section rack is used for installing a simulation cabin and a nose landing gear system; the front fuselage transition rack is used for connecting the fuselage head section rack and the middle fuselage section rack and is used as a personnel and equipment channel; the middle fuselage section rack is used for installing a main landing gear system and a hydraulic system; the middle and rear fuselage transition rack is used for connecting the middle fuselage section rack and the empennage section rack; the tail wing section rack is used for installing an elevator, a rudder control surface and an actuating system; the left wing section rack is used for mounting a left aileron, a spoiler, a flap control surface and an actuating system; and the right wing section rack is used for mounting a right aileron and the like. The embodiment of the invention can reduce the relevance of the structural design of the iron bird test bed, meets the design requirements on the overall strength and rigidity of the bed, improves the natural frequency of the iron bird test bed, is convenient for production, processing, installation, fixation, disassembly, assembly and maintenance of the iron bird test bed, and can reduce the production and change costs of the iron bird test bed.
Description
Technical Field
The invention relates to the technical field of aviation tests, in particular to an iron bird test bed.
Background
In the process of developing the airplane iron bird comprehensive test bed, the iron bird rack is a main bearing carrier of the iron bird comprehensive test bed, and plays a role in installing and supporting a tested system and test equipment, providing a working platform and a working channel and the like.
Because the iron bird comprehensive test bed needs to perform test items such as an undercarriage test, a flight control plane loading test, a control plane frequency sweeping test and the like, the iron bird rack is used as a supporting platform and has enough rigidity and strength to prevent the rack from deforming, vibrating or damaging during the loading or control plane frequency sweeping test, so that the requirement is met, and the inherent frequency of the iron bird rack meets certain requirements to avoid resonance during the control plane frequency sweeping. Therefore, the structural strength and natural frequency design of the iron bird stand often become the main technical difficulties in the development of the test stand.
At present, when the domestic iron bird rack is developed, an integrated design is generally adopted, and all parts of the rack are mutually connected in modes of welding, screw connection and the like, so that the whole iron bird rack structure is connected. Meanwhile, the design of the iron bird rack is separated from the development of the test equipment, the development of the rack is preferentially carried out, and after the processing and installation of the iron bird rack are completed, the installation requirements of the test equipment installation support, the workbench and the working ladder are considered.
Although the structural design of the iron bird stand is simple, the defects are obvious. All parts of the iron bird rack are connected with each other, so that all parts of the iron bird rack are connected into a whole, and all racks are mutually coupled. In order to reduce the coupling effect between the racks, the racks must be constructed by adopting larger-sized sectional materials, so that the structure of the iron bird rack is thicker and heavier, the natural frequency of the iron bird rack is reduced, and the frequency sweep test is adversely affected. In addition, the arrangement requirements of the test equipment, the workbench and the working ladder are not fully considered during the design of the rack, so that the arrangement and installation of the test equipment, the workbench and the working ladder are difficult. Especially the installation of the load ram, often requires the bird stand to be re-modified.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the problems that in the traditional design, all parts of the iron bird rack are mutually associated and coupled, the requirements on the rigidity and the strength of the iron bird rack are high, and the test equipment, the workbench and the working ladder are not easy to arrange are solved, and the optimized design of the iron bird rack is realized.
The technical scheme of the invention is as follows:
the test stand is a modular iron bird test stand which includes: mutually independent aircraft nose section rack, preceding fuselage transition rack, well fuselage section rack, well back fuselage transition rack, fin section rack, left wing section rack, right EDP rack, left EDP rack, wherein:
aircraft nose section rack, tail wing section rack, left wing section rack, right EDP rack, left EDP rack all include: a base stand and an upper stand;
the left wing section rack and the right wing section rack comprise an aileron rack, an outer flap, a spoiler rack and an inner flap rack which are mutually independent;
the tail wing section racks respectively comprise a left elevator rack, a right elevator rack and a rudder rack which are independent from each other;
the aircraft nose section rack is used for installing a simulation cabin and a nose landing gear system;
the front fuselage transition rack is used for connecting the fuselage head section rack and the middle fuselage section rack and is used as a personnel and equipment channel;
the middle fuselage section rack is used for installing a main landing gear system and a hydraulic system;
the middle and rear fuselage transition rack is used for connecting the middle fuselage section rack and the empennage section rack and is used as a personnel and equipment channel;
the tail wing section rack is used for installing an elevator, a rudder control surface and an actuating system;
the left wing section rack is used for mounting a left aileron, a spoiler, a flap control surface and an actuating system;
the right wing section rack is used for mounting a right aileron, a spoiler, a flap control surface and an actuating system;
a right EDP gantry for a right engine-driven pump and drive;
a left EDP gantry for left engine driven pumps and drives.
The technical effects of the invention can be as follows:
and determining the division of the iron bird rack modules according to the layout of the flight control system, the hydraulic system, the undercarriage system and the control surface on the airplane. The modularized iron bird test bed can reduce the relevance of the structural design of the iron bird test bed, simultaneously reduce the design requirements on the overall strength and rigidity of the bed, improve the natural frequency of the iron bird test bed, facilitate the production, the installation, the fixation, the disassembly and the assembly and the maintenance of the iron bird test bed, and reduce the production and the change cost of the iron bird test bed. The left wing rack and the right wing rack are designed asymmetrically, and the left wing rack can realize the exchange of a control surface dummy piece and an airborne piece, so that the flexibility of the test is improved. The right side wing rack is provided with the control surface simulation piece, aerodynamic force loading is carried out, so that the authenticity of a test can be guaranteed, and the cost for developing the iron bird stand can be reduced. The EDP noise reduction device is arranged on the EDP rack, so that the noise generated during the operation of the EDP can be effectively reduced, and a good working environment is provided for test participants. The working ladder, the working platform and the guardrail are only connected with the basic rack, so that the independence of the upper rack is ensured. The modularized iron bird test bed frame can save development cost to the maximum extent, is flexible in design and convenient to realize, and has high popularization value in aviation industry tests.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings of the present invention which need to be used in the description will be briefly calculated. It is obvious that the drawings described below are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic structural diagram of an iron bird test stand according to an embodiment of the present invention;
FIG. 2 (2 figures including a and b) is a schematic view of a head segment gantry structure according to an embodiment of the present invention;
FIG. 3 (2 views including a and b) is a schematic diagram of a front fuselage transition bench structure according to an embodiment of the present invention;
FIG. 4 (2 drawings including a and b) is a schematic illustration of a mid-fuselage section gantry configuration of an embodiment of the present invention;
FIG. 5 (2 drawings including a and b) is a schematic diagram of a mid-aft fuselage transition bench structure according to an embodiment of the invention;
FIG. 6 (2 drawings including a and b) is a schematic illustration of the structure of a tail section pylon according to an embodiment of the invention;
FIG. 7 (2 drawings including a and b) is a schematic illustration of a left wing segment pylon structure of an embodiment of the invention;
FIG. 8 (2 views including a and b) is a schematic diagram of a right wing segment pylon structure of an embodiment of the invention;
FIG. 9 (2 views including a and b) is a schematic structural diagram of the left EDP gantry of an embodiment of the present invention;
FIG. 10 (2 diagrams including a and b) is a schematic diagram of the left EDP gantry structure according to one embodiment of the present invention.
Wherein, 1-a head section rack, 2-a front fuselage transition rack, 3-a middle fuselage section rack, 4-a middle rear fuselage transition rack, 5-a tail wing section rack, 6-a left wing section rack, 7-a right wing section rack, 8-a left EDP rack and 9-a right EDP rack;
1-1 simulation cabin, 1-2 basic rack, 1-3 basic rack;
2-1 of a workbench, a guardrail, 2-2 of a basic rack, 2-3 of working ladders and 2-4 of working ladders;
3-1 workbench, guardrail, 3-2 basic rack and 3-3 basic rack;
4-1 workbench, guardrail, 4-2 basic rack, 4-3 working ladder and 4-4 working ladder;
5-1 upper part rack, 5-2 upper part rack, 5-3 upper part rack, 5-4 basic rack, 5-5 basic rack, 5-6 basic rack, 5-7 working table and guardrail, 5-8 working table and guardrail;
6-1 upper part rack, 6-2 upper part rack, 6-3 upper part rack, 6-4 working ladder, 6-5 working ladder, 6-6 basic rack, 6-7 basic rack, 6-8 basic rack, 6-9 working table and guardrail;
7-1 upper part rack, 7-2 upper part rack, 7-3 upper part rack, 7-4 working platform and guardrail, 7-5 working ladder, 7-6 working ladder, 7-7 basic rack, 7-8 basic rack, 7-9 basic rack;
8-1 noise reduction device, 8-2 workbench and guardrail, 8-3 basic rack, 8-4 working ladder;
the device comprises a 9-1 noise reduction device, a 9-2 working ladder, a 9-3 working table, a guardrail and a 9-4 basic rack.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. 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.
Features of various aspects of embodiments of the invention will be described in detail below. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without these specific details. The following description of the embodiments is merely intended to better understand the present invention by illustrating examples thereof. The present invention is not limited to any particular arrangement or method provided below, but rather covers all product structures, any modifications, alterations, etc. of the method covered without departing from the spirit of the invention. In the drawings and the following description, well-known structures and techniques are not shown to avoid unnecessarily obscuring the present invention.
It should be noted that, in the case of conflict, the embodiments and features of the embodiments of the present invention may be combined with each other, and the respective embodiments may be mutually referred to and cited. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 1 is a schematic structural diagram of an iron bird test stand according to an embodiment of the present invention.
As shown in fig. 1, the modularized iron bird test bed is divided into 9 modules according to the arrangement of a flight control system, a hydraulic system, an undercarriage system and a flight control surface on an airplane, wherein the 9 modules are respectively a nose section bed 1, a front fuselage transition bed 2, a middle fuselage section bed 3, a middle and rear fuselage transition bed 4, a tail section bed 5, a left wing section bed 6, a right wing section bed 7, a left EDP bed 8, a right EDP bed 9, and the 9 modules are mutually independent and mutually unconnected. Except for a front fuselage transition rack 2, a middle fuselage section rack 3 and a middle and rear fuselage transition rack 4, the rest 6 independent iron bird test rack modules are divided into a basic rack and an upper rack along the longitudinal direction of the airplane.
In some embodiments, the iron bird test stand may comprise: the aircraft comprises a nose section rack 1, a front fuselage transition rack 2, a middle fuselage section rack 3, a middle and rear fuselage transition rack 4, an empennage section rack 5, a left wing section rack 6, a right wing section rack 7, a right EDP rack 8 and a left EDP rack 9 which are mutually independent. Wherein: aircraft nose section rack 1, fin section rack 5, left wing section rack 6, right wing section rack 7, right EDP rack 8, left EDP rack 9 all include: a base stand and an upper stand; the left wing section rack 6 and the right wing section rack 7 both comprise an aileron rack, an outer flap, a spoiler rack and an inner flap rack which are mutually independent; the tail wing section racks 5 respectively comprise a left elevator rack, a right elevator rack and a rudder rack which are independent of each other.
In some embodiments, the nose stage gantry 1 may be used to mount a simulated cockpit and nose gear system;
the front fuselage transition rack 2 is used for connecting the fuselage head section rack 1 and the middle fuselage section rack 3 and is used as a passage for personnel and equipment; the mid-fuselage section skid 3 may be used to mount a main landing gear system and hydraulic system; the middle and rear fuselage transition rack 4 can be used for connecting the middle fuselage section rack 3 and the tail wing section rack 5 and used as a passage for personnel and equipment; the tail wing section rack 5 can be used for installing elevators, rudder control surfaces and actuating systems; the left wing panel rack 6 can be used for installing a left aileron, a spoiler, a flap control surface and an actuating system; the right wing section rack 7 can be used for installing a right aileron, a spoiler, a flap control surface and an actuating system; the right EDP gantry 8 can be used for the right engine driven pump and drive; the left EDP gantry 9 can be used for the left engine driven pump and drive.
In some embodiments, the left wing segment platform 6 comprises: left wing section upper portion benches 6-1, 6-2, 6-3. The right wing segment platform 7 includes: upper pylons 7-1, 7-2 and 7-3 of the right wing section. The upper part scaffolds 6-1, 6-2 and 6-3 of the left wing section and the upper part scaffolds 7-1, 7-2 and 7-3 of the right wing section are asymmetric; the left wing section upper part platforms 6-1, 6-2 and 6-3 are provided with an airborne control surface or an airborne control surface dummy piece for not carrying out aerodynamic load simulation; airborne control surface simulation pieces are installed on the upper portion platforms 7-1, 7-2 and 7-3 of the right wing section and used for aerodynamic load simulation.
In some embodiments, the rudder upper stand 5-1 is equipped with a rudder surface simulator for aerodynamic load simulation; or the upper rack 5-1 of the rudder is provided with an onboard control surface for not carrying out pneumatic load simulation.
In some embodiments, both the left EDP gantry 8 and the left EDP gantry 9 are mounted with noise reducers 8-1, 9-1. The head section rack 1 is provided with a simulation cabin 2-1. The foundation rack is fixed on the ground of the laboratory through bolts. The basic rack is connected with the upper rack through bolts, and the mounting plate is reserved on the basic rack. An installation interface of a control surface pneumatic load loading actuating cylinder is reserved on the upper portion platforms 7-1, 7-2 and 7-3 of the right control surface.
Fig. 2 (2 figures including a and b) is a schematic structural diagram of a head segment gantry according to an embodiment of the present invention.
As shown in fig. 2, the head segment gantry implementation can be as follows: the aircraft nose section rack 1 comprises a simulation cockpit 1-1 and two basic racks 1-2 and 1-3, wherein the basic racks 1-2 are simulation cockpit supporting racks, and the basic racks 1-3 are nose landing gear mounting racks. The simulation cabin 1-1 is a rack at the upper part of the aircraft nose section. The two basic platforms 1-2 and 1-3 are independent.
The basic rack 1-2 is an installation platform of the simulation cabin 1-1, and ensures the reliable connection and installation of the simulation cabin. The foundation rack 1-2 is formed by welding 100 multiplied by 100 square steel, the lower end of which is provided with a mounting plate which is fixed on the ground through bolts. An installation plate is reserved at the upper end of the basic rack 1-2 and is connected with the simulation cabin 1-1 through bolts. The foundation frame 1-2 is strong enough to withstand the weight of all the equipment mounted thereon and 1000kg of 10 people working at the same time.
The simulation cabin 1-1 is used for installing and arranging parts such as a visual system, a cockpit shell, an operating mechanism, an operating platform, a signal generator, a tester and the like. The lower end of the base is provided with a mounting interface which is connected with the base rack 1-2 through a bolt. The body of the simulated cockpit 1-1 is made of glass fiber reinforced plastic, and the floor of the cockpit is consistent with the components on the cockpit. The simulated cockpit 1-1 can provide an operation interaction interface for the test personnel and visual displays such as a runway and weather. The visual system adopts the cylindrical screen, and can provide weather condition display such as sunny days, cloudy days, raining, snowing, hailstones and the like. The cockpit shell, the control mechanism and the control console are consistent with the vehicle-mounted part.
The basic racks 1-3 are nose landing gear mounting platforms, and the nose landing gear is guaranteed to be folded, unfolded and turned and the like on the iron bird test bed. The basic rack 1-3 and the basic rack 1-2 are independent of each other. The basic rack 1-3 is formed by welding 200 x 200 square steel, and the strength of the basic rack can meet the requirement of impact load when the nose landing gear is retracted. A mounting interface of a front landing gear aerodynamic force loading actuator cylinder is reserved during design of the foundation rack 1-3, and a mounting plate is arranged at the lower end of the front landing gear aerodynamic force loading actuator cylinder and fixed on the ground through bolts.
Fig. 3 (2 figures including a and b) is a schematic diagram of the structure of a front fuselage transition gantry according to an embodiment of the present invention.
As shown in fig. 3, a front fuselage transition rack implementation can be as follows: the front machine body transition rack 2 is not provided with an upper rack and comprises three parts, namely a workbench, a guardrail 2-1, a base rack 2-2, a working ladder 2-3 and a working ladder 2-4. The front fuselage transition rack 2 is used for connecting the nose section rack 1 and the middle fuselage section rack 3.
The basic rack 2-2 is formed by welding 100 multiplied by 100 square steel, and the height of the basic rack is consistent with the height of the floor of the simulation cabin 1-1. The width of the front and rear channels of the front fuselage transition section rack 2 is not less than 2600mm, and the strength of the front fuselage transition section rack can bear the weight of 10 persons working at 1000 kg.
A workbench, a guardrail 2-1 and working ladders 2-3 and 2-4 are arranged on the front machine body transition rack 2 and are fixedly connected with the basic rack 2-2 through welding. Working ladders are arranged on two sides of the basic rack 2-2, and the widths of the working ladders on the right side and the right side are not less than 1500 mm. The lower end of the basic rack 2-2 is provided with a mounting plate which is fixed on the ground through bolts.
Preceding fuselage transition rack 2 reserves test equipment and personnel's passageway, makes things convenient for personnel and the removal of equipment around the iron bird rack, and the passageway width is not less than 2000mm, and the height is not less than 2000 mm.
Fig. 4 (2 figures including a and b) is a schematic diagram of a structure of a middle fuselage segment rack according to an embodiment of the present invention.
As shown in fig. 4, in some embodiments, a mid-fuselage section bench implementation may be as follows: the middle fuselage section rack 3 is not provided with an upper rack and comprises three parts, namely a workbench, a guardrail 3-1 and two basic racks 3-2 and 3-3. The two basic platforms 3-2 and 3-3 are symmetrically designed and mutually independent, and the heights of the two basic platforms are consistent with the height of the basic platform 2-2. And the middle fuselage section rack 3 is used for mounting left and right main undercarriages and 1# and 2# hydraulic systems.
The two basic platforms 3-2 and 3-3 are formed by welding 200 multiplied by 200 square steel, and the strength of the two basic platforms can meet the requirement of impact load when the main landing gear is retracted. A main landing gear aerodynamic force loading actuator cylinder mounting interface is reserved during design of the foundation platforms 3-2 and 3-3, and a mounting plate is arranged at the lower end of the main landing gear aerodynamic force loading actuator cylinder mounting interface and fixed on the ground through bolts. The workbench and the guardrail 3-1 are arranged on the foundation platforms 3-2 and 3-3 and are fixedly connected with the left middle machine body section platform frame through welding.
Fig. 5 (2 diagrams including a and b) is a schematic diagram of the structure of a transition rack of the middle-rear fuselage according to an embodiment of the invention.
As shown in fig. 5, a mid-aft fuselage transition rack implementation can be as follows: the transition rack 4 of the middle and rear machine bodies is not provided with an upper rack and comprises three parts, namely a workbench, a guardrail 4-1, a basic rack 4-2 and working ladders 4-3 and 4-4. The basic rack 4-2 is a supporting rack of the middle and rear fuselage transition rack 4. The height of the basic rack 4-2 is consistent with the height of the two basic racks 3-2 and 3-3. The middle and rear fuselage transition rack 4 is used for connecting the middle fuselage rack 3 and the tail section rack 5.
The basic rack 4-2 is formed by welding 100 multiplied by 100 square steel, and the height of the basic rack is consistent with that of the middle machine body section rack 3. The front and rear channel width of the middle and rear fuselage transition rack 4 is not less than 2600mm, and the strength of the middle and rear fuselage transition rack can bear the weight of 10 persons working at 1000 kg.
The working platform, the guardrail 4-1 and the working ladders 4-3 and 4-4 are arranged on the middle and rear machine body transition rack 4 and are fixedly connected with the middle and rear machine body transition rack 4 through welding. The width of the working ladder on the right side and the right side is not less than 1000 mm. The lower end of the basic rack 4-2 is provided with a mounting plate which is fixed on the ground through bolts.
The middle and rear machine body transition rack 4 is reserved with test equipment and personnel channels, so that personnel and equipment can conveniently move around the iron bird rack, the width of the channels is not less than 2000mm, and the height of the channels is not less than 2000 mm.
Fig. 6 (2 drawings including a and b) is a schematic view of the structure of a tail section shelf according to an embodiment of the present invention.
As shown in fig. 6, a tail section rack implementation can be as follows: the tail wing panel rack 5 is used for mounting flight control system components such as a 3# hydraulic system, an elevator, a rudder actuator and the like, a flight control plane, a 3# hydraulic system and the like. The tail wing section rack 5 comprises three upper racks 5-1, 5-2 and 5-3, three basic racks 5-4, 5-5 and 5-6, a workbench and guardrails 5-7 and 5-8. The upper rack 5-1 and the base rack 5-4 form a rudder rack, the upper rack 5-2 and the base rack 5-5 form a right elevator rack, and the upper rack 5-3 and the base rack 5-6 form a left elevator rack. The three parts of the racks are mutually independent.
The tail wing section rack 5 basic rack is mainly used for supporting, installing and fixing the rack on the upper part of the tail wing section rack 5. The tail wing section rack 5 is formed by welding 5-4, 5-5 and 5-6 of 200 multiplied by 200 square steel. The lower ends of the basic racks 5-4, 5-5 and 5-6 are provided with mounting plates which are fixed on the ground of the test room through bolts, and the upper ends of the basic racks are connected with the upper racks 5-1, 5-2 and 5-3 through the reserved mounting plates through bolts. And the tail wing section rack 5 basic rack arrangement workbench, the guardrails 5-7 and 5-8 and the working ladder are fixedly connected with the tail wing section rack 5 basic rack through welding. Because the tail wing section racks 5 are different in height, the working tables arranged on the racks are designed in two layers, wherein the height of the working table on the lower layer is consistent with the height of the transition rack 4 on the middle and rear machine bodies. The upper and lower layers of working tables are connected by a working ladder.
The left elevator upper rack 5-3 is used for installing rudder real parts or simulation parts. The upper rack 5-3 is formed by welding square steel and other profiles, and the rigidity of the upper rack is 4-6 times of that of a rudder actuating system. The lower end of the upper rack 5-3 is provided with an installation interface which is connected with the base rack 5-6 through a bolt.
The upper rack 5-1 of the rudder is provided with two sets of rudder surface mounting joints. One set of joint is used for installing rudder simulation piece, and one set of joint is used for installing the true piece of rudder. And replacing the control surface mounting connector and the control surface form according to the test requirement. When the rudder simulation piece is installed, aerodynamic force loading can be carried out, and the installation interface of the loading actuator cylinder and the upper rack 5-1 of the rudder are integrally designed. When the true rudder piece is installed, aerodynamic force loading is not carried out.
The upper rack 5-2 of the right elevator is provided with a right elevator simulation piece, the upper rack 5-2 is formed by welding square steel and other profiles, and the rigidity of the upper rack is 4-6 times of that of an elevator actuating system. The lower end of the upper rack 5-2 is provided with an installation interface which is connected with the base rack 5-5 through a bolt. The right elevator simulation piece simulates the rotational inertia and the rotating shaft position of a real control surface. The installation form of the right elevator simulation piece at the upper end of the upper rack 5-2 is simplified, and a bearing seat is adopted for installation. And (3) performing pneumatic loading on the right elevator simulation piece, and integrally mounting the upper rack 5-2 of the right elevator and the pneumatic loading actuator to reserve a pneumatic loading actuator mounting interface.
The upper rack 5-3 of the left elevator is also formed by welding square steel and other profiles, but the upper rack and the upper rack 5-2 of the right elevator are designed asymmetrically. Different from the installation of a right elevator simulation piece on the upper rack 5-2 of the right elevator, the suspension joint of the control surface on the upper rack 5-3 of the left elevator is consistent with the machine-borne state, and a left elevator dummy piece or a left elevator real piece is installed. The rotational inertia of the dummy part of the left elevator and the mounting joint of the control surface are consistent with those of the real part. The false or true control surface part installed on the upper rack 5-3 of the left elevator is not loaded by aerodynamic force.
Fig. 7 (2 figures including a and b) is a schematic diagram of the left wing segment pylon structure of an embodiment of the invention.
As shown in fig. 7, a left wing segment pylon implementation can be as follows: the left wing section frame 6 is used for installing a left wing movable surface, a flight control system component, a hydraulic pipeline and the like. The left wing section scaffold 6 comprises three upper scaffolds 6-1, 6-2 and 6-3, three basic scaffolds 6-6, 6-7 and 6-8, a workbench and a guardrail 6-9 and working ladders 6-4 and 6-5. Wherein, the upper part rack 6-1 and the basic rack 6-8 form a left aileron rack, the upper part rack 6-2 and the basic rack 6-7 form a left outer flap and spoiler rack, and the upper part rack 6-3 and the basic rack 6-6 form a left inner flap rack. The left aileron platform frame, the outer flap, the spoiler platform frame and the inner flap platform frame are mutually independent.
The left wing section frame 6 basic frames 6-6, 6-7 and 6-8 are mainly used for supporting, mounting and fixing the upper frames 6-1, 6-2 and 6-3 of the left wing section frame 6 and are formed by welding 200 multiplied by 200 square steel. The lower ends of the basic platforms 6-6, 6-7 and 6-8 are fixed on the ground of the test room through bolts, and the upper ends are connected with the upper platforms 6-1, 6-2 and 6-3 through reserved mounting plates through bolts. A workbench, guardrails 6-9 and working ladders 6-4 and 6-5 are arranged on a basic rack of the left wing section rack 6 and are fixedly connected with the basic racks 6-6, 6-7 and 6-8 through welding. The width of the workbench is not less than 3600 mm. Working ladders 6-4 and 6-5 connected with the left wing section trestle 6 and the middle fuselage section trestle 3 are arranged on the basic trestle 6-6 to facilitate the movement of a tester between the two trestles, and the width of the working ladder is not less than 800 mm.
The upper rack 6-1 of the left aileron rack is used for installing a left aileron false part or a left aileron true part, is formed by welding square steel, channel steel and other sectional materials, and is provided with an installation plate at the lower end and connected with the basic rack 6-8 through bolts. The rotary inertia and the control surface mounting joint of the left aileron dummy piece are consistent with those of the airborne piece, and the control surface suspension joint on the upper rack 6-1 is consistent with those of the airborne piece, so that the left aileron dummy piece or the real piece can be mounted on the upper rack 6-1. Neither the left aileron dummy nor the real one mounted on the upper gantry 6-1 is aerodynamically loaded.
The left outer flap and spoiler bench upper part bench 6-2 is used for installing a left spoiler dummy/true piece and a left outer flap true piece, is formed by welding square steel, channel steel and other profiles, and is provided with an installation plate at the lower end and connected with a base bench 6-7 through bolts. The left spoiler comprises a left inner spoiler and a left outer spoiler. The left spoiler and the left outer flap share one rack. The rotary inertia and the control surface installation joint of the left spoiler dummy piece are consistent with those of the airborne piece, and the spoiler suspension joint on the upper rack 6-2 is consistent with those of the airborne piece, so that the left spoiler dummy piece or the real piece can be ensured to be installed on the upper rack 6-2. The left outer flap arranged on the upper rack 6-2 is an airborne piece, and the control surface suspension point of the left outer flap is consistent with that of the airborne piece. The left spoiler dummy/real and the left outer flap real mounted on the upper gantry 6-2 are not subjected to aerodynamic loading.
The upper part rack 6-3 of the left inner flap rack is used for mounting a left inner flap real part and is formed by welding square steel, channel steel and other sectional materials. And the lower end is provided with a mounting plate which is connected with the foundation rack 6-6 through bolts. The suspension point of the upper control surface is consistent with the airborne piece. The left inner flap true does not carry out aerodynamic loading.
Fig. 8 (2 figures including a and b) is a schematic diagram of the structure of a right wing segment pylon according to an embodiment of the invention.
As shown in fig. 8, a right wing segment pylon implementation can be as follows: the right wing section frame 7 and the left wing section frame 6 are designed asymmetrically and are used for mounting a right wing movable surface, a flight control system component, a hydraulic pipeline and the like. The right wing section scaffold 6 comprises three upper scaffolds 7-1, 7-2 and 7-3, three basic scaffolds 7-7, 7-8 and 7-9, a workbench and a guardrail 7-4 and working ladders 7-5 and 7-6. Wherein, the upper part rack 7-1 and the basic rack 7-7 form a right side inner flap rack, the upper part rack 7-2 and the basic rack 7-8 form a right side outer flap and spoiler rack, and the upper part rack 7-3 and the basic rack 7-9 form a right side aileron rack. The right aileron platform, the outer flap, the spoiler platform and the inner flap platform are independent.
The right wing section bench 7 basic benches 7-7, 7-8 and 7-9 are mainly used for supporting, mounting and fixing the right upper benches 7-1, 7-2 and 7-3 and are formed by welding 200 multiplied by 200 square steel. The lower ends of the basic platforms 7-7, 7-8 and 7-9 are fixed on the ground of the test room through bolts, and the upper ends are connected with the upper platforms 7-1, 7-2 and 7-3 through reserved mounting plates through bolts. The basic platforms 7-7, 7-8 and 7-9 are provided with a workbench, a guardrail 7-4 and working ladders 7-5 and 7-6 which are fixedly connected with the basic platforms 7-7, 7-8 and 7-9 by welding. The width of the workbench is not less than 3600 mm. The basic platforms 7-7 are provided with working ladders for connecting the right wing section platform 6 and the middle fuselage section platform 3, so that the test personnel can move between the two platforms conveniently. The width of the working ladder is not less than 800 mm.
The upper rack 7-3 of the right aileron rack is used for installing a right aileron simulation piece and is formed by welding square steel and other profiles, and the lower end of the right aileron rack is provided with an installation plate which is connected with the base rack 7-9 through bolts. The rotary inertia and the position of a rotating shaft of the control surface of the right aileron simulation piece are consistent with those of the airplane. The installation form of the right aileron simulation piece at the upper end of the upper rack 7-3 is simplified, and a bearing seat is adopted for installation. The upper rack 7-3 is provided with a right aileron simulation piece for aerodynamic loading. The loading actuating cylinder and the upper rack 7-3 of the right aileron section are designed into a whole, so that the loading actuating cylinder is guaranteed to be detached and installed on the upper rack 7-3.
The right outer flap and spoiler bench upper part bench 7-2 is used for installing a right spoiler simulation piece and a right outer flap simulation piece, is formed by welding square steel and other profiles, and is provided with a mounting plate at the lower end and connected with a basic bench 7-8 through bolts. The right spoiler comprises a right inner spoiler and a right outer spoiler. The right spoiler and the right outer flap share one rack. The rotational inertia and the position of the rotating shaft of the control surface of the right spoiler simulation piece are consistent with those of the vehicle. The right outer flap arranged on the upper rack 7-2 is a dummy, and the rotational inertia and the suspension point of the dummy of the right outer flap are consistent with those of the airborne piece. The right spoiler dummy and the right outer flap dummy mounted on the upper gantry 7-2 are both aerodynamically loaded. The loading actuating cylinder and the upper rack 7-2 are designed integrally, so that the loading actuating cylinder is guaranteed to be detached and installed on the upper rack 7-2.
The upper part rack 7-1 of the right inner flap rack is used for installing a right inner flap dummy, is formed by welding square steel and other profiles, and is provided with an installation plate at the lower end and connected with the base rack 7-7 through bolts. The rotary inertia and the control surface suspension point of the right inner flap dummy piece are consistent with those of the airborne piece. The right inner flap dummy carries out aerodynamic loading. The loading actuating cylinder and the upper rack 7-1 are designed integrally, so that the loading actuating cylinder is guaranteed to be detached and installed on the upper rack 7-1.
FIG. 9 (2 diagrams including a and b) is a schematic diagram of the left EDP gantry structure according to an embodiment of the present invention.
As shown in fig. 9, the left EDP gantry 8 implementation can be as follows: the left EDP rack 8 comprises a noise reduction device 8-1, a workbench, a guardrail 8-2, a basic rack 8-3 and a working ladder 8-4. The basic rack 8-3 is a supporting rack on which a working ladder is arranged. The noise reduction device 8-1 is the upper stage of the left EDP stage 8. The noise reduction device 8-1 is a closed cabin body and is connected with the base rack 8-3 through bolts, and an EDP (electronic data processing) and an EDP driving device are installed in the noise reduction device.
The basic rack 8-3 is welded by 200X 200 square steel. The lower end of the basic rack 8-3 is fixed on the ground of the test room through a bolt, and the upper end is connected with the noise reduction device 8-1 through a reserved mounting plate through a bolt. The base frame 8-3 is strong enough to support all the equipment mounted thereon and the weight of a 10 person 1000kg working at the same time. The base rack 8-3 is provided with a workbench, a guardrail 8-2 and a working ladder 8-4 which are fixedly connected with the base rack 8-3 by welding. The basic rack 8-3 is provided with a working ladder for connecting the left EDP rack 8 and the middle fuselage section rack 3, so that the test personnel can move between the two racks conveniently. The width of the working ladder is not less than 800 mm.
The height of the noise reducer 8-1 is not less than 1500mm to ensure a sufficient operating space. A door is arranged on one side, close to the rack, of the noise reduction device 8-1, so that a tester can conveniently enter the door, and the noise reduction device 8-1 can reduce noise caused by the operation of the EDP and a driving device thereof to be below 80 dB.
FIG. 10 (2 diagrams including a and b) is a schematic diagram of the left EDP gantry structure according to one embodiment of the present invention.
As shown in fig. 10, the right EDP gantry 9 implementation can be as follows: the right EDP rack 9 and the left EDP rack 8 are symmetrically designed and comprise a noise reduction device 9-1, a working ladder 9-2, a working platform and guardrail 9-3 and a basic rack 9-4.
Therefore, the division of the iron bird rack modules can be determined according to the layout of the flight control system, the hydraulic system, the landing gear system and the control plane on the airplane. The modularized iron bird test bed can reduce the relevance of the structural design of the iron bird test bed, simultaneously reduce the design requirements on the overall strength and rigidity of the bed, improve the natural frequency of the iron bird test bed, facilitate the production, the installation, the fixation, the disassembly and the assembly and the maintenance of the iron bird test bed, and reduce the production and the change cost of the iron bird test bed. The left wing rack and the right wing rack are designed asymmetrically, and the left wing rack can realize the exchange of a control surface dummy piece and an airborne piece, so that the flexibility of the test is improved. The right side wing rack is provided with the control surface simulation piece, aerodynamic force loading is carried out, so that the authenticity of a test can be guaranteed, and the cost for developing the iron bird stand can be reduced. The EDP noise reduction device is arranged on the EDP rack, so that the noise generated during the operation of the EDP can be effectively reduced, and a good working environment is provided for test participants. The working ladder, the working platform and the guardrail are only connected with the basic rack, so that the independence of the upper rack is ensured. The modularized iron bird test bed frame can save development cost to the maximum extent, is flexible in design and convenient to realize, and has high popularization value in aviation industry tests.
It should be noted that the above-mentioned flow operations may be combined and applied to different degrees, and for simplicity, the implementation manners of various combinations are not described again. The order of the steps of the above-described method (or the positions of the components of the product) can be flexibly adjusted, combined and the like by those skilled in the art according to actual situations.
In addition, the implementation manner of the functional components shown in the above embodiments may be hardware, software, or a combination of both. When implemented in hardware, it may be an electronic circuit, an Application Specific Integrated Circuit (ASIC), a plug-in, a function card, or the like. When implemented in software, it can be used as a program or code segments to perform the required tasks. The program or code segments can be stored in a machine or readable medium or transmitted by a data signal carried in a carrier wave over a transmission medium or communication link.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the present invention, and these modifications or substitutions should be covered within the scope of the present invention.
Claims (8)
1. An iron bird test stand, comprising:
mutually independent aircraft nose section rack (1), preceding fuselage transition rack (2), well fuselage section rack (3), well back fuselage transition rack (4), fin section rack (5), left wing section rack (6), right wing section rack (7), right EDP rack (8), left EDP rack (9), wherein:
aircraft nose section rack (1), fin section rack (5), left wing section rack (6), right wing section rack (7), right EDP rack (8), left EDP rack (9) all include: a base stand and an upper stand;
the left wing section rack (6) and the right wing section rack (7) both comprise an aileron rack, an outer flap, a spoiler rack and an inner flap rack which are mutually independent;
the tail wing section racks (5) respectively comprise a left elevator rack, a right elevator rack and a rudder rack which are independent from each other;
the aircraft nose stage rack (1) is used for installing a simulation cabin and a nose landing gear system;
the front fuselage transition rack (2) is used for connecting the fuselage head section rack (1) and the middle fuselage section rack (3) and is used as a passage for personnel and equipment;
a middle fuselage section rack (3) for mounting a main landing gear system and a hydraulic system;
the middle and rear fuselage transition rack (4) is used for connecting the middle fuselage section rack (3) and the tail wing section rack (5) and is used as a passage for personnel and equipment;
the tail wing panel rack (5) is used for installing an elevator, a rudder control surface and an actuating system;
the left wing section rack (6) is used for mounting a left aileron, a spoiler, a flap control surface and an actuating system;
the right wing section rack (7) is used for mounting a right aileron, a spoiler, a flap control surface and an actuating system;
a right EDP gantry (8) for right engine driven pumps and drives;
a left EDP bench (9) for left engine driven pumps and drives.
2. The iron bird test stand of claim 1, wherein:
the left wing panel platform (6) comprises: a left wing section upper part bench (6-1, 6-2, 6-3),
the right wing section pylon (7) comprises: upper part platforms (7-1, 7-2, 7-3) of the right wing section,
the upper gantries (6-1, 6-2, 6-3) of the left wing section and the upper gantries (7-1, 7-2, 7-3) of the right wing section are asymmetric;
the upper part of the left wing section, namely the upper part of the left wing section, of the platform frame (6-1, 6-2 and 6-3), is provided with an airborne control surface or an airborne control surface dummy piece for not carrying out aerodynamic load simulation;
an airborne control surface simulation piece is arranged on the upper portion platforms (7-1, 7-2 and 7-3) of the right wing section and used for aerodynamic load simulation.
3. The iron bird test stand of claim 1, wherein:
the tail wing section rack (5) comprises upper racks (5-1, 5-2 and 5-3),
the upper part platforms (5-1, 5-2 and 5-3) are provided with control surface simulation pieces for carrying out pneumatic load simulation;
alternatively, the first and second electrodes may be,
the upper platforms (5-1, 5-2, 5-3) are provided with airborne control surfaces for not performing aerodynamic load simulation.
4. The iron bird test stand of claim 1, wherein:
the right EDP rack (8) and the left EDP rack (9) are both provided with noise reduction devices (8-1, 9-1).
5. The test stand of claim 1, wherein:
a simulation cabin (2-1) is arranged on the headstock stage rack (1).
6. The iron bird test stand of claim 1, wherein:
the foundation rack is fixed on the ground of the laboratory through bolts.
7. The iron bird test stand of claim 6, wherein:
the basic rack is connected with the upper rack through bolts, and the mounting plate is reserved on the basic rack.
8. The iron bird test stand of any one of claims 2-7, wherein:
an installation interface of a control surface pneumatic load loading actuating cylinder is reserved on a rack (7-1, 7-2 and 7-3) at the upper part of the right control surface.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811586779.4A CN109573100B (en) | 2018-12-24 | 2018-12-24 | Iron bird test stand |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811586779.4A CN109573100B (en) | 2018-12-24 | 2018-12-24 | Iron bird test stand |
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| CN109573100B true CN109573100B (en) | 2021-11-02 |
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| CN113071704B (en) * | 2021-03-30 | 2023-02-10 | 中国商用飞机有限责任公司 | Test method and system for simulating wing deformation |
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| JP2008114748A (en) * | 2006-11-06 | 2008-05-22 | Honda Motor Co Ltd | Test device for manual control device of airplane |
| KR101409360B1 (en) * | 2012-09-26 | 2014-06-20 | 한국항공우주산업 주식회사 | Aircraft waterproofness test system |
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