CN112158359B - Method for detecting fatigue fracture of wing - Google Patents
Method for detecting fatigue fracture of wing Download PDFInfo
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- CN112158359B CN112158359B CN202011082444.6A CN202011082444A CN112158359B CN 112158359 B CN112158359 B CN 112158359B CN 202011082444 A CN202011082444 A CN 202011082444A CN 112158359 B CN112158359 B CN 112158359B
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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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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/004—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring coordinates of points
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N27/00—Investigating or analysing materials by the use of electric, electrochemical, or magnetic means
- G01N27/02—Investigating or analysing materials by the use of electric, electrochemical, or magnetic means by investigating impedance
- G01N27/04—Investigating or analysing materials by the use of electric, electrochemical, or magnetic means by investigating impedance by investigating resistance
Abstract
The method for detecting the fatigue fracture of the wing provided by the invention comprises the steps of arranging two layers of crossed conducting strips and a brittle insulating layer between the two layers of crossed conducting strips on the wing, obtaining position data of the fatigue fracture by changing resistance values and calculating coordinates of all conducting strips, directly arranging the conducting strips according to a sweepback angle of the wing, thus obtaining fatigue fracture data closest to a real state, and then obtaining accurate fatigue fracture data by coordinate transformation, thereby providing the truest first-hand data for the design, manufacture and flight detection of an airplane and providing reference for the correction and reinforcement of the wing.
Description
Technical Field
The invention relates to the technical field of aircraft reliability, in particular to a method for detecting fatigue fracture of wings.
Background
In order to ensure that the composite material is normally applied to various occasions as a main component and meets the requirements on the integrity of the composite material component or the structure, particularly the integrity of a composite material structural member directly influences the safety and reliability of an aircraft in an aerospace application scene, the structural integrity of the composite material is required to be monitored.
The surface of the airplane wing is of an airfoil structure, so the airplane wing is not a plane, and the situation of stress borne by the airplane wing in the flying process is more complex due to the fact that the airplane wing has a sweepback angle, namely the stress borne by the airplane wing in the two directions of the flying direction and the sweepback angle is borne simultaneously, so that the difficulty is brought to detecting fatigue fracture of the wing, the existing strain foil structure is used for detecting, and the result cannot truly reflect the fatigue situation of the wing. Accordingly, it is desirable to design a detection method that can truly reflect the location and magnitude of fatigue fracture of the wing, thereby providing references for the design and manufacture of the aircraft to assist the design and manufacture personnel in correcting and reinforcing the location susceptible to fatigue fracture.
Disclosure of Invention
In view of the above technical problems, embodiments of the present invention provide a method for detecting a fatigue fracture of an aircraft wing, which can truly reflect the position of the fatigue fracture and the amplitude of the fatigue fracture of the aircraft wing.
A method of detecting a fatigue fracture of an airfoil, comprising:
plating a first group of conductive strips on a measured part of an airplane wing, wherein the direction of the first group of conductive strips is parallel to the front edge of the airplane wing, and the sweepback angle of the front edge of the airplane wing is theta; if the contact surface of the wing and the first group of conductive strips is a conductor, the surface of the wing needs to be subjected to insulation treatment, for example, a layer of brittle insulation layer is plated on the wing, and then the operation of the second step is performed;
each bus bar in the first group of bus bars has a width By, a distance Wy between adjacent bus bars and a thickness Hy, and the specific values are related to the size of the measured part and the measurement precision, and generally, By is 0.1mm to 5mm, Wy is 0.1mm to 5mm, and Hy is 0.1 μm to 0.1 mm;
the first group of conductive strips are made of conductive materials, such as metal, alloy, carbon nanotubes, polymer conductive materials and the like;
plating a brittle insulating layer on the first group of conductive strips;
the brittle insulating layer is used for insulating parts at two sides and preventing short circuit, and the material of the brittle insulating layer can be a brittle film layer formed by insulating materials such as metal oxide, ceramic and the like; the fatigue fracture shape transmitted to the second group of conductive strips through the brittle insulating layer can be closer to the real fatigue fracture shape, so that accurate fatigue fracture data can be obtained;
plating a second group of conductive strips on the brittle insulating layer;
each bus bar in the second group of bus bars has a width Bx, a distance Wx between adjacent bus bars, and a thickness Hx, and the specific values are related to the size of the measured portion and the measurement accuracy, where Bx is 0.1mm to 5mm, Wx is 0.1mm to 5mm, and Hx is 0.1 μm to 0.1 mm;
the direction of the second group of conductive strips is parallel to the flight direction of the airplane; the included angle between the first group of conducting strips and the second group of conducting strips is 90-theta;
the second group of conductive strips are made of conductive materials, such as metal, alloy, carbon nanotubes, polymer conductive materials and the like;
step four, detecting the resistance Ra of the first group of conductive strips and the resistance Rb of the second group of conductive strips;
fifthly, carrying out fatigue test on the wings;
step six, after the fatigue test, the tested part of the wing may crack, and as the first group of conductive strips, the brittle insulating layer and the second group of conductive strips plated on the wing are very thin, the first group of conductive strips, the brittle insulating layer and the second group of conductive strips can be considered to be integrated with the wing on a macroscopic level, so that the cracks can be considered to be generated on the film layer similarly and have consistent sizes;
after the fatigue test is finished, detecting again to obtain the resistance Ra 'of the first group of conductive strips and the resistance Rb' of the second group of conductive strips so as to obtain the change delta Ra and delta Rb of the resistance, and calculating the number of the disconnected conductive strips in the two groups of conductive strips respectively;
step seven, establishing a coordinate system by taking the common vertex of the two groups of conducting strips as a coordinate origin, wherein the y 'axis is vertical to the length direction of the first group of conducting strips, the x' axis is vertical to the length direction of the second group of conducting strips, the included angle between the y 'axis and the x' axis is equal to 90-theta, and the coordinates of the first group of conducting strips and the second group of conducting strips are marked on the x 'oy' coordinate system;
and step eight, electrifying to detect the broken conductive strips on the two groups of conductive strips, and calculating the size of the crack.
Assuming that the actual size of the crack is Lx + Ly, which causes n bus bars in total of 2(j +1) to 2(j + n) to break in the y 'direction, and m bus bars in total of (i +1) to 3(i + m) in the x' direction to break, the actual size of the crack can be obtained in the x 'oy' coordinate system By approximately the length Cx-m (Bx + Wx) and the height Cy-n (By + Wy), the actual size of the crack is the area S enclosed By Pa-Pb-Pc-Pd, and the calculated value is the area S enclosed By Pa-Pb '-Pc-Pd', the deviation degree of which is determined By the sweep angle θ, which is usually between 15 and 45 degrees, and the larger the deviation is obviously, and the specific calculation method is as follows:
Lx＝Cx＝m·(Bx+Wx)
the actual size of the fracture can be obtained thereby.
And step nine, calculating the position of the fracture. To determine the specific location of the fracture, the location of the coordinates of the four vertices needs to be determined. Under the x 'oy' coordinate system, the coordinates of each point are respectively:
Pa：(x＝Dx+Cx＝(i+m)*(Bx+Wx),y＝Dy＝j*(By+Wy))
Pb：(x＝Dx+Cx＝(i+m)*(Bx+Wx),
y＝Dy+Ly*cosθ＝(j+n)*(By+Wy)-m*(Bx+Wx)*sinθ)
Pc：(x＝Dx＝i*(Bx+Wx),y＝Dy+Cy＝(j+n)*(By+Wy))
Pd：(x＝Dx＝i*(Bx+Wx),
y＝Dy+Cy-Ly*cosθ＝j*(By+Wy)+m*(Bx+Wx)*sinθ)
thus, the size and position of the fracture 5 are all determined, and then coordinate conversion is performed according to the positional relationship of the x 'oy' coordinate system and the airplane coordinate system, thereby obtaining the values of the respective coordinates in the airplane coordinate system. If the position under other coordinate systems is needed (such as a rectangular coordinate system of the airplane body), the position can be converted by means of coordinate transformation.
It is noted that the break need not be rectangular, but may be of any shape, and that the break need not cut the conductive strip exactly, possibly damaging only a portion of the conductive strip, which all contribute to errors that are ignored by the above calculation derivation process for simplicity of calculation. Obviously, when the widths (Bx, By) and the spacings (Wx, Wy) of the conductive strips are small enough, i.e., the layout of the first and second groups of conductive strips is very dense, the above-mentioned error is very small and can be controlled within max { Bx, By, Wx, Wy }. When very accurate calculation of the size and position information of the fracture is required, compensation can be taken into account accordingly.
According to the method for detecting the fatigue fracture of the wing, the conducting strips are directly arranged according to the sweepback angle of the wing, so that fatigue fracture data which are closest to the real state are obtained, and then accurate fatigue fracture data are obtained through coordinate transformation, so that the most real first-hand data are provided for the design, manufacture and flight detection of an airplane, and reference is provided for the correction and reinforcement of the wing.
According to the invention, two groups of bus bars with the same sweepback angle as the wing are designed, the data which best accords with fatigue fracture is directly obtained by using the fracture detection of the bus bars, and accurate coordinates are provided by using the distribution of the bus bars, so that the fracture is accurately positioned.
According to the invention, mutual verification is carried out according to the resistance change of the broken conductive strips and the direct detection of the broken conductive strips, so that the truth and reliability of detection data are ensured, and the method is also applied for the first time in the detection field.
Drawings
The invention may be better understood from the following description of specific embodiments thereof taken in conjunction with the accompanying drawings, in which:
other features, objects and advantages of the invention will become apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings in which like or similar reference characters refer to the same or similar parts.
Fig. 1 is a layout structure diagram of a first group of conductive strips and a second group of conductive strips.
Fig. 2 is a schematic cross-sectional layout structure of a first group of conductive strips and a second group of conductive strips from the flight direction of the aircraft.
Fig. 3 is a schematic diagram of the fracture in two coordinate systems.
Wherein:
1, a detected part;
2 is a first group of conductive strips;
2(j) is the jth conductive strip in the first group of conductive strips in the y' direction;
2(j +1) is the j +1 th conductive strip in the first group of conductive strips in the y' direction;
2(j + n) is the j + n conductive bar in the first group of conductive bars in the y' direction;
3 is a second group of conductive strips;
3(i) is the ith conductive strip in the second group of conductive strips in the x' direction;
3(i +1) is the (i +1) th conductive strip in the second group of conductive strips in the x' direction;
3(i + m) is the (i + m) th conductive strip in the second group of conductive strips in the direction of x';
4 is a brittle insulating layer;
5, fatigue fracture;
and 51 is an included angle.
Detailed Description
Features and exemplary embodiments of various aspects of the present 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 some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present invention by illustrating examples of the present invention. The present invention is in no way limited to any specific configuration and algorithm set forth below, but rather covers any modification, replacement or improvement of elements, components or algorithms without departing from the spirit of the invention. In the following description, well-known structures and techniques are not shown in order to avoid unnecessarily obscuring the present invention.
Example embodiments will now be described with reference to the accompanying drawings, which may be embodied in various forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art.
Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that the invention may be practiced without one or more of the specific details, or with other methods, components, materials, and so forth. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring aspects of the invention.
A method of detecting a fatigue fracture of an airfoil, comprising:
plating a first group of conductive strips 2 on a measured part 1 of an airplane wing, wherein the direction of the first group of conductive strips 2 is parallel to the leading edge of the airplane wing, and the sweepback angle of the leading edge of the airplane wing is theta; if the contact surface of the wing and the first group of conductive strips 2 is a conductor, the surface of the wing needs to be subjected to insulation treatment, for example, a layer of brittle insulation layer 4 is plated on the wing, and then the operation of the second step is performed;
each conductive strip 2(j) in the first group of conductive strips 2 has a width By, a distance Wy between adjacent conductive strips, and a thickness Hy, and the specific values are related to the size of the measured portion and the measurement accuracy, and generally, By is 0.1mm to 5mm, Wy is 0.1mm to 5mm, and Hy is 0.1 μm to 0.1 mm;
the first group of conductive strips 2 are made of conductive materials, such as metal, alloy, carbon nanotube, polymer conductive material, etc.;
step two, plating a layer of brittle insulating layer 4 on the first group of conductive strips 2;
the brittle insulating layer is used for insulating parts at two sides and preventing short circuit, and the material of the brittle insulating layer can be a brittle film layer formed by insulating materials such as metal oxide, ceramic and the like; the fatigue fracture shape transmitted to the second group of conductive strips through the brittle insulating layer can be closer to the real fatigue fracture shape, so that accurate fatigue fracture data can be obtained;
step three, plating a second group of conductive strips 3 on the brittle insulating layer 4, wherein the overall structure is shown in fig. 2;
each conductive strip 3(i) in the second group of conductive strips 3 has a width Bx, a distance Wx between adjacent conductive strips, and a thickness Hx, and the specific values are related to the size of the measured portion and the measurement accuracy, and usually Bx is 0.1mm to 5mm, Wx is 0.1mm to 5mm, and Hx is 0.1 μm to 0.1 mm;
the direction of the second group of conductive strips 3 is parallel to the flight direction of the airplane; namely, the included angle between the first group of conductive strips 2 and the second group of conductive strips 3 is 90 ° - θ, as shown in fig. 1;
the second group of conductive strips 3 are made of conductive materials, such as metal, alloy, carbon nanotube, polymer conductive material, etc.;
step four, detecting the resistance Ra of the first group of conductive strips 2 and the resistance Rb of the second group of conductive strips 3;
fifthly, carrying out fatigue test on the wings;
step six, after the fatigue test, the tested part of the wing may have a crack 5, and since the first group of conductive strips 2, the brittle insulation layer 4 and the second group of conductive strips 3 plated on the wing are very thin and can be considered to be integrated with the wing on a macroscopic level, the crack 5 can be considered to be generated on the film layer and have the same size;
after the fatigue test is finished, detecting again to obtain the resistance Ra 'of the first group of conductive strips 2 and the resistance Rb' of the second group of conductive strips 3 so as to obtain the change delta Ra and delta Rb of the resistance, and respectively calculating the number of the conductive strips disconnected by the two groups of conductive strips;
step seven, establishing a coordinate system by taking the common vertex of the two groups of conducting strips as a coordinate origin, wherein y 'is vertical to the length direction of the first group of conducting strips 2, the x' axis is vertical to the length direction of the second group of conducting strips 3, the included angle between the y 'axis and the x' axis is equal to 90-theta, and the coordinates of the first group of conducting strips 2 and the second group of conducting strips 3 are marked on the x 'oy' coordinate system, as shown in fig. 1;
and step eight, electrifying to detect the broken conductive strips on the two groups of conductive strips, and calculating the size of the crack.
As shown in fig. 1, assuming that the actual size of the crack 5 is Lx × Ly, which causes n bus bar fractures in the y ' direction, which is 2(j +1) to 2(j + n), and m bus bar fractures in the x ' direction, which is 3(i +1) to 3(i + m), the actual size of the crack 5 is substantially long Cx × m (Bx + Wx) and high Cy × n (By + Wy) in the x ' oy ' coordinate system, as shown in fig. 3, the actual size of the crack 5 is the area S enclosed By Pa-Pb-Pc-Pd, the calculated value is the area S ' enclosed By Pa-Pb ' -Pc-Pd ', the deviation degree of the two is determined By the back angle θ, and θ is usually between 15 degrees and 45 degrees, and obviously, the larger θ is, the larger the deviation is, and the specific calculation method is:
Lx＝Cx＝m·(Bx+Wx)
the actual size of the fracture 5 can thus be obtained.
And step nine, calculating the position of the fracture 5. In order to determine the specific location of the fracture 5, the location of the coordinates of the four vertices needs to be determined. As shown in fig. 1, in the x 'oy' coordinate system, the coordinates of each point are:
Pa：(x＝Dx+Cx＝(i+m)*(Bx+Wx),y＝Dy＝j*(By+Wy))
Pb：(x＝Dx+Cx＝(i+m)*(Bx+Wx),
y＝Dy+Ly*cosθ＝(j+n)*(By+Wy)-m*(Bx+Wx)*sinθ)
Pc：(x＝Dx＝i*(Bx+Wx),y＝Dy+Cy＝(j+n)*(By+Wy))
Pd：(x＝Dx＝i*(Bx+Wx),
y＝Dy+Cy-Ly*cosθ＝j*(By+Wy)+m*(Bx+Wx)*sinθ)
thereby, the size and location of the rupture 5 is all determined. If the position under other coordinate systems is needed (such as a rectangular coordinate system of the airplane body), the position can be converted by means of coordinate transformation.
Note that the break 5 in fig. 1 is not necessarily rectangular, but may be of any shape, and the break 5 does not necessarily cut the conductive strip 3(i +1) exactly, and may only damage a portion of the conductive strip 3(i +1), which may cause errors that are ignored by the above calculation derivation process for simplicity of calculation. Obviously, when the widths (Bx, By) and the spacings (Wx, Wy) of the conductive strips are small enough, i.e., the layout of the first group of conductive strips 2 and the second group of conductive strips 3 is very dense, the above-mentioned error is very small and can be controlled within max { Bx, By, Wx, Wy }. When very accurate calculation of the size and position information of the fracture 5 is required, compensation can be taken into account accordingly.
According to the method for detecting the fatigue fracture of the wing, the conducting strips are directly arranged according to the sweepback angle of the wing, so that fatigue fracture data which are closest to the real state are obtained, and then accurate fatigue fracture data are obtained through coordinate transformation, so that the most real first-hand data are provided for the design, manufacture and flight detection of an airplane, and reference is provided for the correction and reinforcement of the wing.
According to the invention, two groups of bus bars with the same sweepback angle as the wing are designed, the data which best accords with fatigue fracture is directly obtained by using the fracture detection of the bus bars, and accurate coordinates are provided by using the distribution of the bus bars, so that the fracture is accurately positioned.
According to the invention, mutual verification is carried out according to the resistance change of the broken conductive strips and the direct detection of the broken conductive strips, so that the truth and reliability of detection data are ensured, and the method is also applied for the first time in the detection field.
It will be appreciated by persons skilled in the art that the above embodiments are illustrative and not restrictive. Different features which are present in different embodiments may be combined to advantage. Other variations to the disclosed embodiments can be understood and effected by those skilled in the art upon studying the specification and the claims. In the claims, the term "comprising" does not exclude other means or steps; the indefinite article "a" does not exclude a plurality; the terms "first" and "second" are used to denote a name and not to denote any particular order.
Claims (5)
1. A method of detecting a fatigue fracture of an airfoil, comprising:
plating a first group of conductive strips (2) on a measured part (1) of an airplane wing, wherein the direction of the first group of conductive strips (2) is parallel to the leading edge of the airplane wing, and the sweepback angle of the leading edge of the airplane wing is theta;
each conductive strip (2(j)) in the first group of conductive strips (2) has a width By, a distance Wy between adjacent conductive strips, and a thickness Hy of each conductive strip (2(j)) in the first group of conductive strips (2);
step two, plating a layer of brittle insulating layer (4) on the first group of conductive strips (2);
step three, plating a second group of conductive strips (3) on the brittle insulating layer (4);
each conductive strip (3(i)) in the second group of conductive strips (3) has a width Bx, a distance between adjacent conductive strips is Wx, and a thickness Hx of each conductive strip (3(i)) in the second group of conductive strips (3);
the direction of the second group of conductive strips (3) is parallel to the flight direction of the airplane; namely, the included angle between the first group of conductive strips (2) and the second group of conductive strips (3) is 90-theta, and theta is the sweepback angle of the wing;
step four, detecting the resistance Ra of the first group of conductive strips (2) and the resistance Rb of the second group of conductive strips (3);
fifthly, carrying out fatigue test on the wings;
step six, after a fatigue test, a tested part of the wing can have a crack (5), and the first group of conductive strips (2), the brittle insulating layer (4) and the second group of conductive strips (3) plated on the wing are very thin and are integrated with the wing on a macroscopic level, so that the crack (5) can be generated on the brittle insulating layer and have the same size;
after the fatigue test is finished, detecting again to obtain the resistance Ra 'of the first group of conductive strips (2) and the resistance Rb' of the second group of conductive strips (3) so as to obtain the change delta Ra and delta Rb of the resistance, and respectively calculating the number of the conductive strips disconnected by the two groups of conductive strips;
step seven, establishing a coordinate system by taking the common vertex of the two groups of conducting strips as a coordinate origin, wherein the y 'axis is vertical to the length direction of the first group of conducting strips (2), the x' axis is vertical to the length direction of the second group of conducting strips (3), the included angle between the y 'axis and the x' axis is equal to 90 degrees-theta, and the coordinates of the first group of conducting strips (2) and the second group of conducting strips (3) are marked on the x 'oy' coordinate system;
step eight, electrifying to detect the broken conductive strips on the two groups of conductive strips, and calculating the size of the fracture;
assuming that the actual size of the crack (5) is Lx × Ly, n bus bar fractures in the y ' direction (2(j +1)) to (2(j + n)), and m bus bar fractures in the x ' direction (3(i +1)) to (3(i + m)), thereby obtaining the size of the crack (5) in the x ' oy ' coordinate system as long Cx ═ m (Bx + Wx) and high Cy ═ n (By + Wy), the actual size of the crack (5) is the area S enclosed By Pa-Pb-Pc-Pd, the calculated value is the area S ' enclosed By Pa-Pb ' -Pc-Pd ', the degree of deviation of the two is determined By the sweep angle θ, and the larger the θ is between 15 degrees and 45 degrees, obviously, the larger the deviation is, and the specific calculation mode is:
Lx＝Cx＝m·(Bx+Wx)
thereby obtaining the actual size of the fracture (5);
step nine, calculating the position of the fracture (5); in order to determine the specific location of the fracture (5), the location of the coordinates of the four vertices is determined, the coordinates of each point being, in the x 'oy' coordinate system:
Pa：(x＝Dx+Cx＝(i+m)*(Bx+Wx),y＝Dy＝j*(By+Wy))
Pb：(x＝Dx+Cx＝(i+m)*(Bx+Wx),
y＝Dy+Ly*cosθ＝(j+n)*(By+Wy)-m*(Bx+Wx)*sinθ)
Pc：(x＝Dx＝i*(Bx+Wx),y＝Dy+Cy＝(j+n)*(By+Wy))
Pd：(x＝Dx＝i*(Bx+Wx),
y＝Dy+Cy-Ly*cosθ＝j*(By+Wy)+m*(Bx+Wx)*sinθ)
thus, the size and position of the fracture (5) are all determined, and then coordinate transformation is performed according to the position relation of the x 'oy' coordinate system and the airplane coordinate system, so that the numerical value of each coordinate in the airplane coordinate system is obtained.
2. The method of claim 1,
if the contact surface of the wing and the first group of conductive strips (2) is a conductor, the surface of the wing is subjected to insulation treatment, a layer of brittle insulation layer (4) is plated on the wing, and then the operation of the second step is carried out.
3. The method of claim 1,
the materials used by the first group of conductive strips (2) are conductive materials, including metal, carbon nano tubes and high polymer conductive materials.
4. The method of claim 1,
the second group of conductive strips (3) are made of conductive materials, including metal, carbon nanotubes and high polymer conductive materials.
5. The method of claim 1,
the material of the brittle insulating layer (4) is a film layer with brittleness formed by metal oxide or ceramic insulating material.
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| CN109490116A (en) * | 2018-12-12 | 2019-03-19 | 中国航空工业集团公司西安飞机设计研究所 | A kind of wing Plumb load method of full scale fatigue test |
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