CN110861783A - Parallel fuselage course unidirectional constraint method and system - Google Patents

Parallel fuselage course unidirectional constraint method and system Download PDF

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Publication number
CN110861783A
CN110861783A CN201911144386.2A CN201911144386A CN110861783A CN 110861783 A CN110861783 A CN 110861783A CN 201911144386 A CN201911144386 A CN 201911144386A CN 110861783 A CN110861783 A CN 110861783A
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fuselage
constraint
restraining
load
load balancing
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CN110861783B (en
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王育鹏
李涛
冯建民
余寅强
谭巧银
崔松涛
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AVIC Aircraft Strength Research Institute
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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

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Abstract

The application relates to a parallel fuselage course unidirectional constraint method, which is used for realizing course constraint of a large aircraft fuselage, and comprises the following steps: determining four course restriction points, wherein the course restriction points comprise two frames with stronger bearing capacity in the front/rear airframe and two frames which are symmetrical left and right along the axis of the airframe at the intersection point of the stringer; the front cavities of the uniform load restraining devices on the left side and the right side of the front fuselage are connected with the atmosphere through oil pipes, the front cavities of the uniform load restraining devices on the left side and the right side of the rear fuselage are connected with the atmosphere through oil pipes, and the rear cavities of the uniform load restraining devices on the left side and the right side of the rear fuselage are communicated with the atmosphere; hydraulic oil is injected into a front cavity of the load balancing constraint device of the front fuselage or the rear fuselage to realize the heading displacement constraint and the load monitoring of the airplane. The long lever joint mode of striding the fuselage can be avoided in this application, has shortened the length of connecting piece, has reduced the influence of restraint connecting piece weight to restraint point load.

Description

Parallel fuselage course unidirectional constraint method and system
Technical Field
The application belongs to the technical field of airplane strength tests, and particularly relates to a parallel fuselage course unidirectional constraint method and system.
Background
In the full-size aircraft structural strength verification test, test piece support is the basis and the precondition of test implementation, is not only used for the support during the test preparation period, but also keeps the posture of the test piece stable in the test process and runs through the whole strength test process.
In a structural strength test of a full-size airplane, six degrees of freedom of the full-size airplane are usually constrained by three vertical constraints, one course constraint and two lateral constraints. In a full-size aircraft structural strength test, if the joint of the undercarriage and the aircraft body is used as a key checking part of the test, in order to ensure the checking accuracy of the undercarriage, a course constraint point needs to be arranged on the aircraft body to constrain the course displacement and the balanced course loading error of the aircraft. For a large airplane, the constraint on the course displacement of the airplane body is realized by symmetrically arranging adhesive tapes or other transmission and carrying pieces on the left side and the right side of the frame with stronger bearing capacity of the front airplane body and the rear airplane body. In order to avoid the yaw moment generated by unequal loads on the left side and the right side of the aircraft body in course constraint, equal loads on course constraint points on the left side and the right side of the aircraft body are required, if a left side lever combination mode and a right side lever combination mode are adopted, the connecting piece is long due to the large diameter of the aircraft body, and the weight of the aircraft body has large influence on the calculation of constraint force.
Disclosure of Invention
The application aims to provide a parallel fuselage course unidirectional constraint method and a parallel fuselage course unidirectional constraint system, so as to solve or alleviate at least one problem in the background art.
In one aspect, the technical solution provided by the present application is: a parallel fuselage course unidirectional constraint method is used for realizing course constraint of a large aircraft fuselage, the fuselage comprises a front fuselage and a rear fuselage, and the method comprises the following steps:
determining a heading constraint point, wherein the heading constraint point comprises two frames with stronger bearing capacity in the front fuselage and two frames with stronger bearing capacity in the rear fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the front fuselage and the stringer, and two frames with stronger bearing capacity in the rear fuselage and the stringer, which are symmetrical left and right along the fuselage axis;
the device comprises a front machine body, a rear machine body, a load balancing restraining device, a force sensor, a rear machine body and a control device, wherein the same load balancing restraining device and the force sensor are arranged at each course restraining point, the load balancing restraining device is used for providing restraining force, the force sensor is used for measuring the magnitude of the restraining force, front cavities of the load balancing restraining devices on the left side and the right side of the front machine body are connected through an oil pipe, a rear cavity of the load balancing restraining device is communicated with the atmosphere, front cavities of the load balancing restraining devices on the left side and the right side of the rear machine body are connected through;
each uniform load restraint device is fixed, and hydraulic oil is injected into a front cavity of the uniform load restraint device of the front fuselage or the rear fuselage to realize course displacement restraint and load monitoring of the airplane.
In the method of the present application, the restraining forces provided by the load balancing restraining devices on the left and right sides of the front fuselage are respectively:
Ffront L＝P1×π(D2-d2)/4-P0×πD2/4-f0
FFront R＝P1×π(D2-d2)/4-P0×πD2/4-f1
In the formula, FFront LFor the measurement of the force cell on the left side of the front fuselage, FFront RIs the measured value of the force measuring sensor on the right side of the front machine body, D is the diameter of the cylinder body, D is the diameter of the piston rod, f0And f1For the friction force between the piston rod and the cylinder of the load balancing restraining device, the load balancing restraining devices on the left and right sides are the same, so f0＝f1；
Thus FFront L＝FFront RNamely, the loads of the left and right side loading restraining devices of the front machine body are equal.
In the method of the present application, the restraining forces provided by the load balancing restraining devices on the left and right sides of the rear body are respectively:
Frear L＝P1×π(D2-d2)/4-P0×πD2/4-f0
FRear R＝P1×π(D2-d2)/4-P0×πD2/4-f1
In the formula, FRear LFor the rear fuselage left force cell measurement, FRear RMeasured by a force cell sensor on the right side of the rear machine body, D is the diameter of the cylinder body, D is the diameter of the piston rod, f0And f1For the friction force between the piston rod and the cylinder of the load balancing restraining device, the load balancing restraining devices on the left and right sides are the same, so f0＝f1；
Thus FRear L＝FRear RNamely, the loads of the left and right side load restraining devices of the rear machine body are equal.
In the method of the application, the total load value F of the constraint points of the course of the fuselageNavigation deviceComprises the following steps:
Fnavigation device＝(FFront L+FFront R)-(FRear L+FRear R)。
On the other hand, the technical scheme provided by the application is as follows: a parallel fuselage course unidirectional constraint system is used for any parallel fuselage course unidirectional constraint method, and the system comprises:
the four same load balancing constraint devices and the four force measuring sensors are arranged at a heading constraint point, wherein the heading constraint point comprises two frames with stronger bearing capacity in the front fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the front fuselage and the stringers, and two frames with stronger bearing capacity in the rear fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the rear fuselage and the stringers;
the oil pipe is connected with the front cavity of the uniform-load restraining device on the left side and the right side of the front machine body and the front cavity of the uniform-load restraining device on the left side and the right side of the rear machine body, is connected with the pressure pump and is used for providing pressure.
In the system of the application, the medium used in the load balancing constraint device is non-compressed oil.
In the system of the present application, the deadweight restraint is a hydraulic ram.
The parallel fuselage course unidirectional constraint method and system can avoid a long lever combination mode of crossing the fuselage, shorten the length of the connecting piece, reduce the influence of the weight of the constraint connecting piece on the load of a constraint point, and are simple to implement and convenient to maintain.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
FIG. 1 is a schematic view of a parallel fuselage heading unidirectional constraint method of the present application.
FIG. 2 is a schematic view of the installation position of the parallel fuselage course unidirectional constraint method of the present application.
FIG. 3 is a structural diagram of a parallel fuselage heading unidirectional constraint system of the present application.
Description of the labeling:
1-fuselage, 11-front fuselage, 12-rear fuselage;
2-load balancing constraint device, 21-piston rod, 22-cylinder, 221-front cavity, 222-rear cavity and 23-load cell.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application.
As shown in fig. 1, in order to solve the problem that in the prior art, a large-sized aircraft needs to fix the heading of a fuselage in a landing gear test, and a fixing device has a large self weight, the application proposes a parallel fuselage heading constraint method which can be used in a full-sized aircraft structural strength test, and the method comprises the following steps;
and S1, determining heading constraint points, wherein the heading constraint points are located at four positions, and the heading constraint points comprise two points which are symmetrical left and right along the axis of the fuselage at the intersection point of the frame with stronger bearing capacity in the front fuselage and the stringer, and two points which are symmetrical left and right along the axis of the fuselage at the intersection point of the frame with stronger bearing capacity in the rear fuselage and the stringer.
S2, arranging the same load balancing restraining devices and force measuring sensors at each course restraining point, wherein the load balancing restraining devices are used for providing restraining force, the force measuring sensors are used for measuring the magnitude of the restraining force, front cavities of the load balancing restraining devices on the left side and the right side of the front machine body are connected through oil pipes, a rear cavity of each load balancing restraining device is communicated with the atmosphere, front cavities of the load balancing restraining devices on the left side and the right side of the rear machine body are connected through oil pipes, and a rear cavity of each load balancing restraining device is communicated with the atmosphere.
S3, each uniform load restraining device is fixed on the restraining upright post through a connecting piece, and the heading displacement restraint and the load monitoring of the airplane can be realized by injecting hydraulic oil into a front cavity of the uniform load restraining device of the front airplane body or the rear airplane body.
As shown in fig. 2, the fuselage 1 of the full-size aircraft comprises a front fuselage 11 and a rear fuselage 12, two heading constraint points of the front fuselage 11 are symmetrically arranged at a front fuselage frame, each heading constraint point comprises a uniform load constraint device 2, a load cell 23 and a connecting piece 4, and front cavities 221 in the uniform load constraint devices 2 at two sides of the fuselage are communicated through an oil pipe 3.
As shown in FIG. 3, taking the course restriction point of the front fuselage 11 as an example, the pressure values of the front cavity 221 of the uniform load restriction device 2 are all P according to the principle of the communicating vessel in the present application1，P1The pressure values of the back cavity 222 are P for supplying pressure to the hydraulic pump0，P0For the atmospheric pressure value, the left side of the front body 11 has the same F for the uniform load restraint device 2Front L＝P1×π(D2-d2)/4-P0×πD2/4-f0For the right side of the front body 11, the load balancing restraint device 2 has FFront R＝P1×π(D2-d2)/4-P0×πD2/4-f1。
In the formula, FFront LMeasuring a feedback value for a force cell on the left side of the front fuselage, FFront RMeasuring a feedback value for a force measuring sensor on the right side of the front machine body, D is the diameter of the cylinder body, D is the diameter of the piston rod, f0And f1For the friction force between the piston rod and the cylinder of the uniform load restraining device, the structures and the specifications of the uniform load restraining devices on the left side and the right side are completely consistent, so that f0＝f1. Thus FFront L＝FFront RI.e. the left and right of the front body 11The loads of the side load balancing restraining devices are equal, and the requirement that the loads on the two sides of the heading of the airplane body are equal is met.
The course constraint point of the rear body 12 is the same as that of the front body 11, and the pressure values of the front cavity 221 of the uniform load constraint device 2 are P1，P1The pressure values of the back cavity 222 are P for supplying pressure to the hydraulic pump0，P0The left side of the rear body 12 is provided with the equal-load restraint device 2 at the atmospheric pressure value:
Ffront L＝P1×π(D2-d2)/4-P0×πD2/4-f0；
The right side equipartition restraint device 2 for the rear body 12 has:
Ffront R＝P1×π(D2-d2)/4-P0×πD2/4-f1。
In the formula, FRear LMeasuring a feedback value for a rear fuselage left force cell, FRear RMeasuring a feedback value for a force measuring sensor at the right side of the rear machine body, wherein D is the diameter of the cylinder body, D is the diameter of the piston rod, and f0And f1For the friction force between the piston rod and the cylinder of the uniform load restraining device, the structures and the specifications of the uniform load restraining devices on the left side and the right side are completely consistent, so that f0＝f1. Thus FRear L＝FRear RNamely, the loads of the load balancing restraining devices on the left side and the right side of the rear fuselage 11 are equal, and the requirement that the loads on the two sides of the heading of the fuselage are equal is met.
Finally, the total load value F of the aircraft body course constraint pointNavigation deviceIs FNavigation device＝(FFront L+FFront R)-(FRear L+FRear R)。
The uniform load restraining device in the application uses hydraulic oil, and the heading displacement of the machine body can be kept unchanged in the test due to the approximate incompressibility of the hydraulic oil. In the test process, the load value of the heading constraint point of the airplane body can be obtained through the formula, and meanwhile, the feedback value of the force measuring sensor of each constraint point is monitored in real time. In a full-size airplane structural strength test, when loads of other parts are applied and a fuselage tends to move backwards, the pressure value of a front cavity of a uniform load restraining device of a front fuselage course restraining point is increased, the load is increased, the pressure value of the front cavity of the uniform load restraining device of a rear fuselage course restraining point is reduced, the load is reduced, and the reverse is true.
Correspondingly, the present application further provides a parallel fuselage course unidirectional constraint system, which can be used in any one of the parallel fuselage course unidirectional constraint methods described above, and as shown in fig. 2 and 3, the system of the present application includes:
the four same load-sharing restraining devices 2 and the four force measuring sensors 23 are arranged on heading restraining points, wherein the heading restraining points comprise two frames with stronger bearing capacity in the front fuselage 11 and two frames with stronger bearing capacity in the rear fuselage 12, which are bilaterally symmetrical along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the front fuselage 11 and the stringers, and two frames with stronger bearing capacity in the rear fuselage 12 and the stringers, which are bilaterally symmetrical along the fuselage axis; the oil pipe 3, the oil pipe 3 connects the front cavity 221 of the uniform load restraining device 2 on the left and right sides of the front body 11 and the front cavity 221 of the uniform load restraining device 2 on the left and right sides of the rear body 11, and is connected to the pressure pump for providing pressure. Each of the load balancing constraint devices 2 includes a piston rod 21 and a cylinder 22, the piston rod 21 is disposed in the cylinder 22 to divide the interior of the cylinder 22 into a front cavity 221 and a rear cavity 222 which are not communicated with each other, the front cavity 221 is connected with an oil pipe 3, and the piston rod 21 can move by injecting hydraulic oil into the front cavity 221 through the oil pipe 3.
In an embodiment of the present application, the deadweight restraint 2 may be a hydraulic ram.
In the system of the application, the medium used in the load balancing constraint device is non-compressed oil.
The parallel fuselage course unidirectional constraint method and system can avoid a long lever combination mode of crossing the fuselage, shorten the length of the connecting piece, reduce the influence of the weight of the constraint connecting piece on the load of a constraint point, and are simple to implement and convenient to maintain.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (7)

1. A parallel fuselage course unidirectional constraint method is used for realizing course constraint of a large aircraft fuselage, the fuselage comprises a front fuselage and a rear fuselage, and the method is characterized by comprising the following steps:
determining a heading constraint point, wherein the heading constraint point comprises two frames with stronger bearing capacity in the front fuselage and two frames with stronger bearing capacity in the rear fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the front fuselage and the stringer, and two frames with stronger bearing capacity in the rear fuselage and the stringer, which are symmetrical left and right along the fuselage axis;
the device comprises a front machine body, a rear machine body, a load balancing restraining device, a force sensor, a rear machine body and a control device, wherein the same load balancing restraining device and the force sensor are arranged at each course restraining point, the load balancing restraining device is used for providing restraining force, the force sensor is used for measuring the magnitude of the restraining force, front cavities of the load balancing restraining devices on the left side and the right side of the front machine body are connected through an oil pipe, a rear cavity of the load balancing restraining device is communicated with the atmosphere, front cavities of the load balancing restraining devices on the left side and the right side of the rear machine body are connected through;
each uniform load restraint device is fixed, and hydraulic oil is injected into a front cavity of the uniform load restraint device of the front fuselage or the rear fuselage to realize course displacement restraint and load monitoring of the airplane.
2. The parallel fuselage course unidirectional constraint method of claim 1, characterized in that the constraint forces provided by the load balancing constraint devices on the left and right sides of the front fuselage are respectively:
Ffront L＝P1×π(D2-d2)/4-P0×πD2/4-f0
FFront R＝P1×π(D2-d2)/4-P0×πD2/4-f1
In the formula, FFront LFor the measurement of the force cell on the left side of the front fuselage, FFront RFor force-measuring sensor on right side of front bodyMeasured values of the device, D is the diameter of the cylinder, D is the diameter of the piston rod, f0And f1For the friction force between the piston rod and the cylinder of the load balancing restraining device, the load balancing restraining devices on the left and right sides are the same, so f0＝f1；
Thus FFront L＝FFront RNamely, the loads of the left and right side loading restraining devices of the front machine body are equal.
3. The parallel fuselage course unidirectional constraint method of claim 1, characterized in that the constraint forces provided by the load balancing constraint devices on the left and right sides of the rear fuselage are respectively:
Frear L＝P1×π(D2-d2)/4-P0×πD2/4-f0
FRear R＝P1×π(D2-d2)/4-P0×πD2/4-f1
In the formula, FRear LFor the rear fuselage left force cell measurement, FRear RMeasured by a force cell sensor on the right side of the rear machine body, D is the diameter of the cylinder body, D is the diameter of the piston rod, f0And f1For the friction force between the piston rod and the cylinder of the load balancing restraining device, the load balancing restraining devices on the left and right sides are the same, so f0＝f1；
Thus FRear L＝FRear RNamely, the loads of the left and right side load restraining devices of the rear machine body are equal.
4. The parallel type fuselage heading unidirectional constraint method of claim 2 or 3, characterized in that the total load value F of the fuselage heading constraint pointsNavigation deviceComprises the following steps:
Fnavigation device＝(FFront L+FFront R)-(FRear L+FRear R)。
5. A parallel fuselage heading unidirectional constraint system, which is used for the parallel fuselage heading unidirectional constraint method according to any one of claims 1 to 4, and is characterized in that the system comprises:
the four same load balancing constraint devices and the four force measuring sensors are arranged at a heading constraint point, wherein the heading constraint point comprises two frames with stronger bearing capacity in the front fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the front fuselage and the stringers, and two frames with stronger bearing capacity in the rear fuselage, which are symmetrical left and right along the fuselage axis, at the intersection point of the frames with stronger bearing capacity in the rear fuselage and the stringers;
the oil pipe is connected with the front cavity of the uniform-load restraining device on the left side and the right side of the front machine body and the front cavity of the uniform-load restraining device on the left side and the right side of the rear machine body, is connected with the pressure pump and is used for providing pressure.
6. The parallel fuselage heading unidirectional restriction system of claim 5, wherein the medium used in the uniform load restriction device is uncompressed oil.
7. A parallel fuselage heading unidirectional restraint system according to claim 5 or 6, wherein the load sharing restraint device is a hydraulic ram.
CN201911144386.2A 2019-11-20 2019-11-20 Parallel fuselage course unidirectional constraint method and system Active CN110861783B (en)

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CN103625653A (en) * 2013-12-04 2014-03-12 中国飞机强度研究所 Included angle constraining method for full-scale fatigue test
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