CN210822825U

CN210822825U - Emergency landing dynamic test system for general-purpose aircraft

Info

Publication number: CN210822825U
Application number: CN201921902920.7U
Authority: CN
Inventors: 熊俊; 吕万韬; 刘嘉; 石春森
Original assignee: Cetc Wuhu General Aviation Industry Technology Research Institute Co ltd; Cetc Wuhu Diamond Aircraft Manufacture Co ltd
Current assignee: Cetc Wuhu General Aviation Industry Technology Research Institute Co ltd; Cetc Wuhu Diamond Aircraft Manufacture Co ltd
Priority date: 2019-11-06
Filing date: 2019-11-06
Publication date: 2020-06-23
Anticipated expiration: 2029-11-06

Abstract

The utility model discloses an emergent landing dynamic test system of general aircraft, including trailer wagon, driving motor, with driving motor and the transmission that the trailer wagon is connected and be used for bumping with the trailer wagon and be used for absorbing the buffer of collision energy. The utility model discloses an emergent landing dynamic test system of general aircraft adopts the motor with higher speed, and disposable input cost is lower, and later stage use is maintained also simple and easy, and experimental loss is less at every turn, has saved small-size general aircraft's design verification cost greatly.

Description

Emergency landing dynamic test system for general-purpose aircraft

Technical Field

The utility model belongs to the technical field of aircraft test equipment, specifically speaking, the utility model relates to an emergent landing dynamic test system of general aircraft.

Background

The department of civil aviation airworthiness regulations CCAR23 stipulate that each seat and restraint system for use on normal, utility or stunt type aircraft must be designed to protect the occupants during an emergency landing. Each seat and restraint system for the crew and passengers on a normal, utility or special purpose aircraft must be successfully tested under each of the following conditions or proven by a reasonable analysis supported by the dynamic tests. The occupant must be simulated by a local approved anthropomorphic test model (ATD) or local approved equivalent, having a nominal weight of 77 kilograms (170 pounds), sitting in a normal upward position for the performance of the power test.

(1) For the first run, the change in velocity should not be less than 9.4 meters/second (31 feet/second). The orientation of the seat and restraint system must be in a nominal position relative to the aircraft. The horizontal plane of the aircraft is tilted upward by 60 degrees relative to the direction of impact without deflection. With the first row of seats and restraint systems installed in the aircraft, the maximum negative acceleration must occur within 0.05 seconds after the crash and the minimum must reach 19.0 g. For all other seats and restraint systems, the maximum negative acceleration must occur within 0.06 seconds after impact and reach a minimum of 15.0 g.

(2) For the second run, the change in velocity was no less than 12.8 meters/second (42 feet/second). The orientation of the seat and restraint system must be in a nominal position relative to the aircraft. The vertical plane of symmetry of the aircraft is deflected by 10 degrees relative to the direction of impact without pitching, in the direction that produces the greatest load on the shoulder straps. For seats and restraint systems installed in the first row of an aircraft, the maximum negative acceleration must occur within 0.05 seconds after impact and be as small as 26.0 g. For all other seats and restraint systems, the maximum negative acceleration must occur within 0.06 seconds after impact and reach a minimum of 21.0 g.

The current devices for accelerating the passenger seat mainly have the following two forms:

(1) rocket acceleration:

the rocket accelerated arrival test requires speed and acceleration, a long track is needed, the rocket ignition has high danger, and the test method is only suitable for verification of fighters and passenger escape systems loaded in spacecrafts and is not suitable for verification of passengers and restraint systems of general aircrafts.

(2) High-pressure piston acceleration:

the high-pressure piston is adopted for acceleration, the maximum air pressure can reach 200 atmospheric pressures, the test device can reach the highest acceleration of 122g, the maximum load is 4 tons, the test device is suitable for automobile crash test verification, and the equipment capability is far higher than that of an emergency landing dynamic test of a general airplane (the small general airplane generally only takes 2 to 4 people, the maximum acceleration requires 26g, and the maximum weight does not exceed 2 tons). If the small-sized general-purpose aircraft adopts the equipment for verification, the defects of difficult maintenance of the high-pressure gas cylinder, high danger, overhigh investment cost of disposable infrastructure and the like exist.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides an emergent landing dynamic test system of general aircraft, the purpose reduces the input cost.

In order to realize the purpose, the utility model discloses the technical scheme who takes does: the emergency landing dynamic test system for the general-purpose aircraft comprises a traction trolley, a driving motor, a transmission device connected with the driving motor and the traction trolley, and a buffer device used for colliding with the traction trolley and absorbing collision energy.

The transmission device comprises a speed reducer connected with the driving motor, a winch connected with the speed reducer and a traction steel cable wound on the winch and connected with the traction trolley.

The transmission device further comprises a first pulley and a second pulley, the traction steel cable winds around the first pulley and the second pulley, the second pulley is located below the first pulley, and the height of the first pulley is smaller than that of the buffer device.

The buffer device comprises a fixed seat, a plurality of buffer steel plates and a connecting plate, wherein the buffer steel plates are arranged on the fixed seat, the connecting plate is connected with the buffer steel plates and is arranged opposite to the traction trolley, all the buffer steel plates are sequentially arranged along the length direction of the fixed seat, and the length direction of the fixed seat is the horizontal direction and is vertical to the moving direction of the traction trolley.

The width of the buffer steel plate is larger than the thickness of the buffer steel plate.

The utility model discloses an emergent landing dynamic test system of general aircraft adopts the motor with higher speed, and disposable input cost is lower, and later stage use is maintained also simple and easy, and experimental loss is less at every turn, has saved small-size general aircraft's design verification cost greatly.

Drawings

The description includes the following figures, the contents shown are respectively:

fig. 1 is a schematic structural diagram of the universal aircraft emergency landing dynamic test system of the present invention when a test piece is placed 60 degrees upward;

FIG. 2 is a schematic structural diagram of the universal aircraft emergency landing dynamic test system when the test piece is placed horizontally;

FIG. 3 is a schematic view of the test piece in contact with the buffer device;

FIG. 4 is a schematic view of the structure of the cushioning device when deformed to absorb energy;

FIG. 5 is a schematic view of the structure of the cushioning device;

FIG. 6 is a schematic structural view of a buffer steel plate;

labeled as: 1. a drive motor; 2. a speed reducer; 3. a first electromagnetic clutch; 4. a winch; 5. a traction wire rope; 6. a first pulley; 7. a tractor; 8. a second electromagnetic clutch; 9. a buffer device; 901. a fixed seat; 902. buffering the steel plate; 903. a connecting plate; 10. a data acquisition system; 11. an illumination system; 12. a high-speed camera system; 13. testing a standard dummy; 14. a second pulley.

Detailed Description

The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings, for the purpose of helping those skilled in the art to understand more completely, accurately and deeply the conception and technical solution of the present invention, and to facilitate its implementation.

It should be noted that, in the following embodiments, the "first" and "second" do not represent an absolute distinction relationship in structure and/or function, nor represent a sequential execution order, but merely for convenience of description.

As shown in fig. 1 to 6, the utility model provides a general aircraft emergency landing dynamic test system, including tow truck 7, driving motor 1, with the transmission that driving motor 1 and tow truck 7 are connected and be used for bumping with tow truck 7 and be used for absorbing the buffer 9 of collision energy.

Specifically, as shown in fig. 1 and 2, the transmission includes a decelerator 2 connected to a driving motor 1, a winch 4 connected to the decelerator 2, and a traction cable 5 wound on the winch 4 and connected to a traction sheave 7. The driving motor 1 is a high-power motor, a motor shaft of the driving motor 1 is connected with an input shaft of the speed reducer 2, the winch 4 is arranged on an output shaft of the speed reducer 2, the driving motor 1 outputs torque to drive the speed reducer 2 to operate, and the speed reducer 2 plays a role in reducing speed and increasing torque. The output shaft of the speed reducer 2 is provided with a first electromagnetic clutch 3, the first electromagnetic clutch 3 is used for braking a winch 4, a traction steel cable 5 is fixed on the winch 4, the traction steel cable 5 is connected with a traction trolley 7 through a second electromagnetic clutch 8, the second electromagnetic clutch 8 is arranged at the front end of the traction trolley 7, when the traction trolley 7 is accelerated to a required speed v and collides with a buffer device 9, the second electromagnetic clutch 8 disconnects the traction steel cable 5 from the traction trolley 7, and meanwhile, the first electromagnetic clutch 3 applies braking force to the output shaft of the speed reducer 2, so that the braking of the winch 4 is realized. At the moment, the traction trolley 7 runs at the speed V and collides with the buffer devices 9, the buffer devices 9 deform to absorb collision energy, and the deceleration of the trolley is realized.

As shown in fig. 1 and 2, the transmission device further includes a first pulley 6 and a second pulley 14, the traction cable 5 is wound around the first pulley 6 and the second pulley 14, the second pulley 14 is located below the first pulley 6, the height of the first pulley 6 is smaller than that of the buffer device 9, the axis of the first pulley 6 is parallel to that of the second pulley 14, and the axis of the winch 4 is perpendicular to the axes of the first pulley 6 and the second pulley 14.

As shown in fig. 2 and 3, L is the trolley acceleration distance, V is the trolley speed, the test piece is horizontally placed, the traction trolley 7 collides with the buffer device 9, the buffer device 9 deforms to absorb energy, the dummy leans forward, the data acquisition system acquires the acceleration and the load of the head, the neck, the chest, the waist, the elbow joint, the knee joint and other parts of the dummy, and the high-speed camera system shoots the motion track of the dummy in the collision process.

As shown in fig. 1 to 6, the buffering device 9 includes a fixing base 901, a plurality of buffering steel plates 902 disposed on the fixing base 901, and a connecting plate 903 connected to the buffering steel plates 902 and disposed opposite to the traction trolley 7, where all the buffering steel plates 902 are sequentially disposed along a length direction of the fixing base 901, and the length direction of the fixing base 901 is a horizontal direction and perpendicular to a moving direction of the traction trolley 7. Fixing base 901 is fixed setting on test platform, and the length direction of connecting plate 903 is parallel with the length direction of fixing base 901, and the ascending one end in length direction of buffering steel sheet 902 and fixing base 901 fixed connection, the ascending other end in length direction of buffering steel sheet 902 and connecting plate 903 fixed connection, connecting plate 903 is used for contacting with traction trolley 7. When the damper 9 is in the undeformed state, the damping steel plate 902 is in a horizontal state, and the longitudinal direction of the damping steel plate 902 is perpendicular to the longitudinal direction of the mount 901.

As shown in fig. 5 and 6, the cushioning steel plate 902 is a rectangular plate, the width w of the cushioning steel plate 902 is greater than the thickness t thereof, and the width direction of the cushioning steel plate 902 is parallel to the length direction of the connecting plate 903. Bending moment of inertia w in the width direction of the buffer steel plate 902³t/12 is much larger than the inertia moment t in the thickness direction³w/12, when the steel plate is subjected to impact load, the bending deformation is along the direction with smaller inertia moment, and the direction of the bending deformation is controllable.

The invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above-described manner. Various insubstantial improvements are made by adopting the method conception and the technical proposal of the utility model; or without improvement, the above conception and technical solution of the present invention can be directly applied to other occasions, all within the protection scope of the present invention.

Claims

1. Emergent landing dynamic test system of general aircraft, including the small tractor, its characterized in that: the energy-saving and energy-saving device is characterized by also comprising a driving motor, a transmission device connected with the driving motor and the traction trolley, and a buffer device used for colliding with the traction trolley and absorbing collision energy.

2. The universal aircraft emergency landing dynamic test system according to claim 1, wherein: the transmission device comprises a speed reducer connected with the driving motor, a winch connected with the speed reducer and a traction steel cable wound on the winch and connected with the traction trolley.

3. The universal aircraft emergency landing dynamic test system according to claim 2, wherein: the transmission device further comprises a first pulley and a second pulley, the traction steel cable winds around the first pulley and the second pulley, the second pulley is located below the first pulley, and the height of the first pulley is smaller than that of the buffer device.

4. The universal aircraft emergency landing dynamic test system according to any one of claims 1 to 3, characterized in that: the buffer device comprises a fixed seat, a plurality of buffer steel plates and a connecting plate, wherein the buffer steel plates are arranged on the fixed seat, the connecting plate is connected with the buffer steel plates and is arranged opposite to the traction trolley, all the buffer steel plates are sequentially arranged along the length direction of the fixed seat, and the length direction of the fixed seat is the horizontal direction and is vertical to the moving direction of the traction trolley.

5. The universal aircraft emergency landing dynamic test system according to claim 4, wherein: the width of the buffer steel plate is larger than the thickness of the buffer steel plate.