CN111439391B - Lateral restraint device for double engines - Google Patents
Lateral restraint device for double engines Download PDFInfo
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- CN111439391B CN111439391B CN202010323686.3A CN202010323686A CN111439391B CN 111439391 B CN111439391 B CN 111439391B CN 202010323686 A CN202010323686 A CN 202010323686A CN 111439391 B CN111439391 B CN 111439391B
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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 belongs to the technical field of airplane ground strength tests, and particularly relates to a double-engine lateral restraint device which comprises two pull rods, two adjusting screws and two engine dummy pieces, wherein the two pull rods, the two adjusting screws and the two engine dummy pieces are symmetrically arranged on the left side and the right side of an airplane body to be tested; one end of the pull rod is hinged to the central symmetry plane of the airplane body to be tested, and the other end of the pull rod is hinged and fixed; the top end of the adjusting screw rod is hinged to the central constraint point; the top end of the engine dummy piece is hinged with the bottom end of the adjusting screw rod. The double-engine lateral restraint device can realize restraint of the two engines on the symmetrical plane, does not increase the rigidity of the airplane, does not influence relative deformation of the two engines, and enables the attitude control of the test airplane to be more accurate and the test examination to be more real.
Description
Technical Field
The application belongs to the technical field of airplane ground strength tests, and particularly relates to a double-engine lateral restraint device.
Background
In the test of the ground strength of the whole airplane, six-constraint static support modes are adopted for airplane support so as to constrain six degrees of freedom of the airplane. The lateral restraining position of the airplane is often arranged at a position with a strong structure, such as an engine dummy part, a landing gear dummy part, a fuselage frame and the like.
The optimal position of the airplane lateral restraint is on the intersection line of the plane symmetry plane and the plane structure horizontal plane (or the position on the plane symmetry plane close to the intersection line), but the requirements of the optimal ideal position cannot be met due to strong positions of an engine, an undercarriage, a fuselage frame and the like.
Taking a dual-engine airplane as an example, in the prior art, the airplane is laterally restrained and arranged on an engine dummy, but the following two ways exist, but the technical problems (similar problems also exist at the landing gear, the fuselage frame and other parts):
a) the lateral restraint is provided on a one-sided engine dummy. According to the scheme, only a single-side engine is constrained, the distance from the symmetrical plane is far, the aircraft attitude deviation can occur after the aircraft structure deforms, the plane symmetrical plane is not located on the theoretical position, and finally the error of the test result is large.
b) Binding the left engine dummy piece and the right engine dummy piece at a certain position on the plane symmetry plane, and then binding the position. The scheme can ensure that the plane symmetry plane is unchanged at the theoretical position, but can cause the two engines not to deform relatively, thereby increasing redundant constraint and rigidity between plane components and ensuring that the test is not true.
Disclosure of Invention
In order to solve at least one of the above technical problems, the present application provides a dual engine lateral restraint device.
The application discloses two engine side direction restraint device includes:
the test device comprises a first pull rod, a second pull rod and a third pull rod, wherein the first pull rod is horizontally arranged on the left side of the airplane body to be tested along the unfolding direction of the airplane body to be tested, one end of the first pull rod is hinged to the central symmetrical plane of the airplane body to be tested, a hinged point serves as a central constraint point, and the other end of the first pull rod is hinged and fixed;
the second pull rod is horizontally arranged on the right side of the airplane body to be tested along the unfolding direction of the airplane body to be tested, one end of the second pull rod is hinged to the central constraint point, and the other end of the second pull rod is hinged and fixed;
the first adjusting screw rod is positioned on the left side of the airplane body to be tested, and the top end of the first adjusting screw rod is hinged to the central constraint point;
the first engine dummy piece is positioned on the left side of the airplane body to be tested, and the top end of the first engine dummy piece is hinged with the bottom end of the first adjusting screw rod;
the second adjusting screw rod is positioned on the right side of the airplane body to be tested, and the top end of the second adjusting screw rod is hinged to the central constraint point;
the second engine dummy piece is positioned on the right side of the airplane body to be tested, and the top end of the second engine dummy piece is hinged with the bottom end of the second adjusting screw rod; wherein
The first pull rod and the second pull rod, the first adjusting screw rod and the second adjusting screw rod, and the first engine dummy piece and the second engine dummy piece are symmetrically arranged in a left-right mode on a central symmetry plane of the airplane body to be tested, and bottom surfaces of the first engine dummy piece and the second engine dummy piece are always in a horizontal placement state.
According to at least one embodiment of the application, the first pull rod and the second pull rod are identical in structure and adjustable in length.
According to at least one embodiment of this application, first pull rod and second pull rod all include many single poles, and respectively by many the single pole end to end detachably connects the combination and forms.
According to at least one embodiment of the application, the first adjusting screw and the second adjusting screw are identical in structure and adjustable in length.
According to at least one embodiment of the present application, the first and second adjustment screws each comprise:
the middle rod is provided with internal thread grooves with opposite thread turning directions at the end parts of two axial ends of the middle rod;
the end adjusting rod is located at the end parts of the two ends of the middle rod, a single lug is arranged at one end of the end adjusting rod and used for being hinged with the central constraint point and the first engine dummy piece and the second engine dummy piece, and an external thread matched with the internal thread groove of the middle rod is arranged on the rod body at the other end of the end adjusting rod.
According to at least one embodiment of the application, two ears matched with the single ears of the end adjusting rod are fixedly arranged at the top parts of the first engine dummy piece and the second engine dummy piece.
The application has at least the following beneficial technical effects:
the double-engine lateral restraint device can realize restraint of the two engines on the symmetrical plane, does not increase the rigidity of the airplane, does not influence relative deformation of the two engines, and enables the attitude control of the test airplane to be more accurate and the test examination to be more real.
Drawings
FIG. 1 is a schematic structural view (forward view) of a dual engine lateral restraint apparatus of the present application;
FIG. 2 is a schematic diagram of the dual engine lateral restraint of the present application.
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. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. 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 application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
It should be understood that terms such as "central," "longitudinal," "lateral," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, which may be referred to in the description of the present application, are used in the orientation or positional relationship indicated in the drawings for convenience in describing the present application and to simplify description, but do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be considered limiting of the scope of the present application.
The dual engine lateral restraint of the present application is described in further detail below with reference to fig. 1 and 2.
The application discloses twin-engine lateral restraint device for treating the aircraft of treating the examination and carrying out the full aircraft ground strength verification test of aircraft in the predetermined test area, wherein, twin-engine lateral restraint device can include parts such as pull rod, adjusting screw and engine dummy member.
Specifically, the tie rods include a first tie rod 21 and a second tie rod 22.
The first pull rod 21 is horizontally arranged on the left side of the airframe to be tested along the spanwise direction (left-right direction in fig. 1) of the airframe to be tested; one end (the right end in fig. 1) of the first pull rod 21 is hinged to a central symmetry plane of the airplane body to be tested (a suitable position on the airplane body to be tested), the hinge point serves as a central constraint point 5, and the other end (the left end in fig. 1) of the first pull rod 21 is hinged and fixed with the left fixing point 11.
The second pull rod 22 is horizontally arranged on the right side of the airplane body to be tested along the unfolding direction of the airplane body to be tested, one end (the left end in the figure 1) of the second pull rod 22 is hinged to the central constraint point 5, and the other end (the right end in the figure 1) of the second pull rod 22 is hinged and fixed with the right fixing point 12.
Specifically, the left fixing point 11 and the right fixing point 12 may be hinged and fixed at suitable positions in the test area, such as a point on a catenary wall, a point on a catenary wall bracket, and the like.
Further, in this embodiment, it is preferable that the first tie rod 21 and the second tie rod 22 have the same structure and are adjustable in length, and the first tie rod 21 and the second tie rod 22 are arranged in bilateral symmetry with respect to a central symmetry plane of the airframe to be tested.
It should also be noted that the first pull rod 21 and the second pull rod 22 may be any suitable length-adjustable structure, such as a bolt-and-screw type, a multi-rod connection type; in this embodiment, it is further preferable that the first pull rod 21 and the second pull rod 22 both include a plurality of single rods 211 and 221, and are respectively formed by connecting and combining the plurality of single rods 211 and 221 in a detachable manner (by bolts), so that a suitable number of single rods 211 and 221 can be selected to combine to meet the corresponding length requirement and the pre-tightening force requirement.
Likewise, the adjusting screw and the engine dummy may each include first and second adjusting screws 41 and 42 and first and second engine dummy 31 and 32; the first adjusting screw 41 and the second adjusting screw 42, and the first engine dummy 31 and the second engine dummy 32 are arranged symmetrically left and right about a central symmetry plane of the airplane body to be tested.
It should be noted that, in the aircraft ground strength test, a dummy is often used to replace a real engine; the first engine dummy 31 and the second engine dummy 32 are inherent structures of the airplane to be tested, and are fixed with the airplane, but have relative deformation with the airplane during testing.
Specifically, the first adjusting screw 41 and the first engine dummy 31 are located on the left side of the aircraft body to be tested; wherein, the top end of the first adjusting screw 41 is hinged to the central constraint point 5, and the top end of the first engine dummy 31 is hinged with the bottom end of the first adjusting screw 41.
The second adjusting screw 42 and the second engine dummy 32 are positioned on the right side of the airplane body to be tested; wherein the top end of the second adjusting screw 42 is hinged to the central constraint point 5, and the top end of the second engine dummy 32 is hinged to the bottom end of the second adjusting screw 42.
Further, in this embodiment, the first adjusting screw 41 and the second adjusting screw 42 are preferably identical in structure and adjustable in length.
Similarly, the first adjusting screw 41 and the second adjusting screw 42 can be a plurality of suitable length-adjustable structures, and in this embodiment, it is further preferable that each of the first adjusting screw 41 and the second adjusting screw 42 includes an intermediate rod (411, 421) and an end adjusting rod (412, 422).
Wherein, the axial both ends end of the intermediate lever (411, 421) are equipped with the internal thread groove that the direction of rotation of the screw thread is opposite; the end adjusting rods (412, 422) are positioned at the ends of the two ends of the middle rods (411, 421); specifically, one end of the end adjusting rod (412, 422) is provided with a single lug for hinging with the central constraint point 5 at the top thereof and with the first engine dummy 31 and the second engine dummy 32 at the bottom thereof; in addition, the rod body at the other end of the end adjusting rod (412, 422) is provided with an external thread matched with the internal thread groove of the middle rod (411, 421), and therefore the end adjusting rod (412, 422) at the two ends can be in threaded connection with the middle rod (411, 421), and meanwhile, the axial distance between the end adjusting rod (412, 422) at the two ends can be adjusted by rotating the middle rod (411, 421).
In addition, it is further preferable that both ears adapted to the single ears of the end adjustment rods (412, 422) are fixedly provided on the tops of the first engine dummy 31 and the second engine dummy 32, so that the hinge joint is achieved by a single-ear and double-ear structure.
Further, as shown in fig. 2, the first engine dummy 31 and the second engine dummy 32 of the present application are always in a horizontally placed state (the bottom surface of the engine dummy is always kept horizontal to simulate the state of a real engine) during the rotation with the first adjusting screw 41 and the second adjusting screw 42.
Further, through the structure, the double-engine lateral restraint device at least has the following characteristics:
1) the position of the central constraint point and the positions of the 2 engine dummy pieces relative to the central constraint point can be adjusted by adjusting the lengths of the 2 pull rods (combination) and the 2 adjusting screws, so that the aim of adjusting the attitude of the airplane is fulfilled, and the accurate position of the airplane before the test is ensured;
2) the device fixes two engine dummy pieces at 1 constraint point by applying pretension force by 2 sets of pull rods (combination), the structural form is stable, the structure can deform during test, and the structural deformation can be adapted by the rotation of a rotating shaft (namely a central constraint point 5);
3)2 fixed points (namely the left end of the first pull rod 21 and the right end of the second pull rod 22) are hinged and fixed at positions far away from the central constraint point, so that the additional constraint force generated by structural deformation during the test is low, and the influence on the pre-tightening force of the pull rod (combination) is small;
4) the device has the advantages of simple structure, convenient disassembly and assembly, small constraint error and small additional force, and can be used for designing lateral constraint points of airplanes with similar structures.
To sum up, the two-engine lateral restraint device of the application can realize the restraint of two engines on the symmetric plane, does not increase the rigidity of the airplane and does not influence the relative deformation of the two engines, so that the attitude control of the test airplane is more accurate, and the test examination is more real.
Finally, the application principle of the dual-engine lateral restraint device of the application is further summarized:
1) the adjusting screw and the pull rod are both provided with length adjusting mechanisms, so that the length can be adjusted;
2) the central constraint point is fixed on the plane symmetrical surface and can not move by adjusting the length of the pull rod (combination) and applying pretightening force;
3) in order to ensure that the double-engine dummy piece is symmetrical relative to the plane of symmetry, the lengths of the 2 adjusting pull rods are equal;
4) when 2 engine dummy pieces generate relative deformation, the left and right adjusting screws rotate at the central constraint point and respectively rotate at the constraint point 1 and the constraint point 2;
5) after deformation, since the lengths of the 2 adjusting tie rods are equal, the left engine dummy piece and the right engine dummy piece are symmetrical, and the relative distance is changed from 2 × L1 (before deformation, shown by a solid line in fig. 2) to 2 × L2 (after deformation, shown by a dotted line in fig. 2).
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 (6)
1. A dual engine lateral restraint device, comprising:
the test device comprises a first pull rod (21), wherein the first pull rod (21) is horizontally arranged on the left side of the airplane body to be tested along the unfolding direction of the airplane body to be tested, one end of the first pull rod (21) is hinged to the central symmetry plane of the airplane body to be tested, a hinged point serves as a central constraint point (5), and the other end of the first pull rod (21) is hinged and fixed;
the second pull rod (22) is horizontally arranged on the right side of the airplane body to be tested along the unfolding direction of the airplane body to be tested, one end of the second pull rod (22) is hinged to the central constraint point (5), and the other end of the second pull rod is hinged and fixed;
the first adjusting screw rod (41) is positioned on the left side of the airplane body to be tested, and the top end of the first adjusting screw rod (41) is hinged to the central constraint point (5);
the first engine dummy piece (31), the first engine dummy piece (31) is positioned at the left side of the airplane body to be tested, and the top end of the first engine dummy piece (31) is hinged with the bottom end of the first adjusting screw rod (41);
the second adjusting screw rod (42) is positioned on the right side of the airplane body to be tested, and the top end of the second adjusting screw rod (42) is hinged to the central constraint point (5);
the second engine dummy piece (32) is positioned on the right side of the airplane body to be tested, and the top end of the second engine dummy piece (32) is hinged with the bottom end of the second adjusting screw rod (42); wherein
The first pull rod (21) and the second pull rod (22), the first adjusting screw rod (41) and the second adjusting screw rod (42) and the first engine dummy piece (31) and the second engine dummy piece (32) are arranged in bilateral symmetry with a central symmetry plane of the airplane body to be tested, and the bottom surfaces of the first engine dummy piece (31) and the second engine dummy piece (32) are always in a horizontal placement state.
2. The twin engine lateral restraint device of claim 1 wherein the first tie rod (21) and the second tie rod (22) are identical in structure and adjustable in length.
3. The twin-engine lateral restraint device of claim 2 wherein the first tie bar (21) and the second tie bar (22) each comprise a plurality of single bars (211, 221) and are respectively assembled by detachably connecting the plurality of single bars (211, 221) end to end.
4. The twin-engine lateral restraint device of claim 2 wherein the first and second adjustment screws (41, 42) are identical in structure and adjustable in length.
5. The twin-engine lateral restraint device of claim 4 wherein the first and second adjustment screws (41, 42) each comprise:
the middle rod (411, 421), the axial both ends end of said middle rod (411, 421) offers the female thread groove with opposite direction of rotation of the whorl;
end adjusting rod (412, 422), end adjusting rod (412, 422) are located the both ends tip of intermediate lever (411, 421), the one end of end adjusting rod (412, 422) is provided with the monaural, be used for with central restraint point (5) and articulate with first engine dummy (31) and second engine dummy (32), be provided with on the body of rod of the other end of end adjusting rod (412, 422) with the external screw thread of the internal thread groove looks adaptation of intermediate lever (411, 421).
6. The twin engine lateral restraint apparatus of claim 5 wherein ears adapted to the ears of the end adjustment bars (412, 422) are fixedly provided on the top of the first and second engine dummy (31, 32).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010323686.3A CN111439391B (en) | 2020-04-22 | 2020-04-22 | Lateral restraint device for double engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010323686.3A CN111439391B (en) | 2020-04-22 | 2020-04-22 | Lateral restraint device for double engines |
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| Publication Number | Publication Date |
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| CN111439391A CN111439391A (en) | 2020-07-24 |
| CN111439391B true CN111439391B (en) | 2021-10-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010323686.3A Active CN111439391B (en) | 2020-04-22 | 2020-04-22 | Lateral restraint device for double engines |
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Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8161806B1 (en) * | 2010-12-23 | 2012-04-24 | General Electric Company | Method of monitoring engine performance parameters of a gas turbine engine |
| KR101229188B1 (en) * | 2011-01-18 | 2013-02-01 | 연세대학교 산학협력단 | Apparatus and system for measuring deformation of concrete structure under blast loading |
| CN108871783A (en) * | 2017-05-10 | 2018-11-23 | 淅川县金博橡塑有限公司 | Three axial rigidity detection structure of engine mounting |
| CN207197819U (en) * | 2017-07-05 | 2018-04-06 | 中国航空工业集团公司西安飞机设计研究所 | A kind of engine bogusware and engine hang slow test system |
| CN107345846B (en) * | 2017-07-28 | 2019-04-16 | 大连理工大学 | A kind of free vertical and twisted coupling vibration flow tunnel testing device of large amplitude |
| CN107651216B (en) * | 2017-10-23 | 2023-06-20 | 重庆通用航空产业集团有限公司 | Engine loading device and method applied to static test of single fixed wing aircraft |
| CN108956272B (en) * | 2018-07-30 | 2022-11-08 | 中国建筑股份有限公司 | Device for applying lateral restraint to test component and test method |
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