CN103969035A - Flap twist test system - Google Patents
Flap twist test system Download PDFInfo
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- CN103969035A CN103969035A CN201310034130.2A CN201310034130A CN103969035A CN 103969035 A CN103969035 A CN 103969035A CN 201310034130 A CN201310034130 A CN 201310034130A CN 103969035 A CN103969035 A CN 103969035A
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Abstract
The invention belongs to the technical field of monitoring of flight control systems, and relates to a flap twist test system. The signal change reversible principle of LVDTs is utilized, when a twist test is conducted on each control plane, the LVDTs on two ball screws on each control plane are connected in series and then connected to a controller, in other words, the auxiliary sides of the LVDTs corresponding to every two ball screws are connected, and the primary sides of the LVDTs are connected to the controller. Through the method, the number of interfaces of the LVDTs connected to the controller is greatly reduced, so that the design of a hardware circuit of the controller is simplified, complexity of the controller is reduced, the size and the weight of the controller are reduced, reliability of the controller is improved, and meanwhile the number of onboard cables is reduced.
Description
Technical field
The invention belongs to flight control system monitoring technique field, relate to a kind of wing flap distortion test macro.
Background technology
Airplane in transportation category adopt more wing flap and slat when taking off lift-rising and while landing lift-rising increase resistance function, and in general the driving power source of these wing flaps and slat is all positioned at fuselage sections, it drives power to be all delivered to slat or wing flap by being installed on the torque tube of wing front and rear edge, these torque tubes are born larger load, if control system is still controlled output when running into rudder face and driving certain part jam, will cause the fracture of torque tube; Or because using the factors such as wearing and tearing to add compared with large torsional moment for a long time, aging, burn into cause the middle fracture of torque tube.Due to the use of wing flap and slat all take off and land dangerous compared with the megastage; when the fracture of torque tube, do not add the variation that protection causes wing structure; even the larger distortion of flap slat all can cause the asymmetric of the variation of aircraft aerodynamic characteristic and lateral aerodynamic characteristics, thereby causes difficult incidents.
Conventionally, the fracture of torque tube must be accompanied by the distortion of rudder face in advance, therefore airplane in transportation category is just become to one of requisite part of contemporary airplane in transportation category flap slat Control System Design to distortion monitoring and the protection of wing flap and slat.Conventional design respectively has 2 wing flap rudder faces to about aircraft, has two ball-screws on every rudder face, and as shown in Figure 1, system comprises the wing flap rudder face distortion test macro of wing flap by torque transfer linear system: left controller 1, left controller 2, the first from left ball-screw 3, the second from left ball-screw 4, left three ball-screws 5, left four ball-screws 6, right four ball-screws 7, right three ball-screws 8, right two ball-screws 9, a right ball-screw 10, the first from left wing flap twist sensors 11, the second from left wing flap twist sensors 12, left three wing flap twist sensors 13, left four wing flap twist sensors 14, right four wing flap twist sensors 15, right three wing flap twist sensors 16, right two wing flap twist sensors 17, a right wing flap twist sensors 18, the first from left wing flap 19, the second from left wing flap 20, right two wing flaps 21 and a right wing flap 22, every wing flap twist sensors is 2 electric two remainings, is divided into passage A and channel B, the first from left wing flap twist sensors 11, the second from left wing flap twist sensors 12, left three wing flap twist sensors 13, left four wing flap twist sensors 14, right four wing flap twist sensors 15, right three wing flap twist sensors 16, right two wing flap twist sensors 17 and right wing flap twist sensors 18 passage A are connected to left controller 1, channel B is connected to right controller 2, for left controller 1 and right controller 2 provide the information of the movement position on every ball-screw, left controller 1 and right controller 2 receive after these information the positional information of two ball-screws on more every rudder face, and judge consistance, when inconsistent while exceeding in advance given threshold value, output wing flap distortion information, the folding and unfolding control of stop control to wing flap, and transmission linear system is protected, prevent that fault from spreading, the first from left wing flap twist sensors 11 when Fig. 2 has provided conventional design method the first from left wing flap 19 is detected, the signal that is connected of the second from left wing flap twist sensors 12 and left controller 1 and right controller 2, Fig. 3 has provided its concrete wiring relation, can analyze totally 96 of all required left controllers 1 of 8 wing flap twist sensors with two remainings of this system and right controller 2 hardware interface numbers from Fig. 3.
From the above, for conventional wing flap distortion detection system, wing flap twist sensors mainly adopts linear variable difference transformer, i.e. LVDT(LinearVariable Differential Transformer).Owing to thering is the installation of wing flap twist sensors of remaining configuration, greatly increase the interface quantity of wing flap control system controller, thereby greatly increase hardware circuit, therefore the difficulty, controller power supply consumption, weight, expense and the reliability of himself that have greatly increased controller design, also increased system cable and cable laying workload simultaneously greatly.
Summary of the invention
The technical problem to be solved in the present invention is: be the normal arrangement carrier system of flaps, that is: the each 2 wing flap rudder faces in left and right, on every wing flap rudder face, there are two ball-screws, each wing flap rudder face all drives wing flap torque transfer linear system to control wing flap motion by being positioned at the Power Drive Unit of wing central authorities, a kind of wing flap distortion test macro is provided, solve the complex interfaces problem that conventional design is brought, simplify the design of wing flap control system controller, thereby save cost in improving system reliability, optimization system design.
Technical scheme of the present invention is:
A kind of wing flap distortion test macro, comprise: left controller 1, left controller 2, the first from left ball-screw 3, the second from left ball-screw 4, left three ball-screws 5, left four ball-screws 6, right four ball-screws 7, right three ball-screws 8, right two ball-screws 9, a right ball-screw 10, the first from left wing flap twist sensors 11, the second from left wing flap twist sensors 12, left three wing flap twist sensors 13, left four wing flap twist sensors 14, right four wing flap twist sensors 15, right three wing flap twist sensors 16, right two wing flap twist sensors 17, a right wing flap twist sensors 18, the first from left wing flap 19, the second from left wing flap 20, right two wing flaps 21 and a right wing flap 22, eight described wing flap twist sensors are all the linear variable difference transformer of passage A and electric two remainings of channel B two, wherein,
The former limit of the first from left wing flap twist sensors 11 passage A is connected to left controller 1, and after the secondary of secondary and the second from left wing flap twist sensors 12 passage A is in parallel, the former limit of the second from left wing flap twist sensors 12 passage A is connected to controller 1,
The former limit of left three wing flap twist sensors 13 passage A is connected to left controller 1, and after the secondary of secondary and left four wing flap twist sensors 14 passage A is in parallel, the former limit of left four wing flap twist sensors 14 passage A is connected to controller 1,
The former limit of right four wing flap twist sensors 15 passage A is connected to left controller 1, and after the secondary of secondary and right three wing flap twist sensors 16 passage A is in parallel, the former limit of right three wing flap twist sensors 16 passage A is connected to controller 1,
The former limit of right two wing flap twist sensors 17 passage A is connected to left controller 1, and after the passage A secondary of secondary and a right wing flap twist sensors 18 is in parallel, the former limit of right wing flap twist sensors 18 passage A is connected to controller 1,
The former limit of the first from left wing flap twist sensors 11 channel B is connected to left controller 2, and after the secondary of secondary and the second from left wing flap twist sensors 12 channel B is in parallel, the former limit of the second from left wing flap twist sensors 12 channel B is connected to controller 2,
The former limit of left three wing flap twist sensors 13 channel B is connected to left controller 2, and after the secondary of secondary and left four wing flap twist sensors 14 channel B is in parallel, the former limit of left four wing flap twist sensors 14 channel B is connected to controller 2,
The former limit of right four wing flap twist sensors 15 channel B is connected to left controller 2, and after the secondary of secondary and right three wing flap twist sensors 16 channel B is in parallel, the former limit of right three wing flap twist sensors 16 channel B is connected to controller 2,
The former limit of right two wing flap twist sensors 17 channel B is connected to left controller 2, and after the secondary of secondary and right wing flap twist sensors 18 channel B is in parallel, the former limit of right wing flap twist sensors 18 channel B is connected to controller 2.
Beneficial effect of the present invention is: reversible tropism's principle of utilizing LVDT sensor signal to change, in the time of the test to every rudder face distortion, after being connected, LVDT on two ball-screws of every rudder face is connected to controller, that is: secondary between every two corresponding LVDT of ball-screw is interconnected, former limit is connected to controller, the method has greatly reduced the interface number of twist sensors LVDT to controller, therefore simplified the design of controller hardware circuit, reduce controller complexity, reduce controller volume, weight and reliability, also reduced number of cables on machine simultaneously.
Brief description of the drawings
Fig. 1 is the inner connection diagram of conventional wing flap distortion test macro;
Fig. 2 is the connection diagram of conventional wing flap distortion test macro to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12;
Fig. 3 is the wiring diagram of conventional wing flap distortion test macro to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12;
Fig. 4 is the inner connection diagram of a kind of wing flap distortion of the present invention test macro;
Fig. 5 is the connection diagram to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12 in a kind of wing flap distortion of the present invention test macro;
Fig. 6 is the wiring diagram to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12 in a kind of wing flap distortion of the present invention test macro;
Fig. 7 be by after two LVDT series connection with controller connection under the schematic diagram of two LVDT displacement synchronous;
Fig. 8 be by after two LVDT series connection with controller connection under the nonsynchronous schematic diagram of two LVDT displacements.
Embodiment
Below in conjunction with accompanying drawing, the present invention will be further described.
Participate in Fig. 4, a kind of wing flap distortion test macro, comprise left controller 1, left controller 2, the first from left ball-screw 3, the second from left ball-screw 4, left three ball-screws 5, left four ball-screws 6, right four ball-screws 7, right three ball-screws 8, right two ball-screws 9, a right ball-screw 10, the first from left wing flap twist sensors 11, the second from left wing flap twist sensors 12, left three wing flap twist sensors 13, left four wing flap twist sensors 14, right four wing flap twist sensors 15, right three wing flap twist sensors 16, right two wing flap twist sensors 17, a right wing flap twist sensors 18, the first from left wing flap 19, the second from left wing flap 20, right two wing flaps 21 and a right wing flap 22, eight described wing flap twist sensors are all the linear variable difference transformer of passage A and electric two remainings of channel B two, wherein,
The former limit of the first from left wing flap twist sensors 11 passage A is connected to left controller 1, and after the secondary of secondary and the second from left wing flap twist sensors 12 passage A is in parallel, the former limit of the second from left wing flap twist sensors 12 passage A is connected to controller 1,
The former limit of left three wing flap twist sensors 13 passage A is connected to left controller 1, and after the secondary of secondary and left four wing flap twist sensors 14 passage A is in parallel, the former limit of left four wing flap twist sensors 14 passage A is connected to controller 1,
The former limit of right four wing flap twist sensors 15 passage A is connected to left controller 1, and after the secondary of secondary and right three wing flap twist sensors 16 passage A is in parallel, the former limit of right three wing flap twist sensors 16 passage A is connected to controller 1,
The former limit of right two wing flap twist sensors 17 passage A is connected to left controller 1, and after the passage A secondary of secondary and a right wing flap twist sensors 18 is in parallel, the former limit of right wing flap twist sensors 18 passage A is connected to controller 1,
The former limit of the first from left wing flap twist sensors 11 channel B is connected to left controller 2, and after the secondary of secondary and the second from left wing flap twist sensors 12 channel B is in parallel, the former limit of the second from left wing flap twist sensors 12 channel B is connected to controller 2,
The former limit of left three wing flap twist sensors 13 channel B is connected to left controller 2, and after the secondary of secondary and left four wing flap twist sensors 14 channel B is in parallel, the former limit of left four wing flap twist sensors 14 channel B is connected to controller 2,
The former limit of right four wing flap twist sensors 15 channel B is connected to left controller 2, and after the secondary of secondary and right three wing flap twist sensors 16 channel B is in parallel, the former limit of right three wing flap twist sensors 16 channel B is connected to controller 2,
The former limit of right two wing flap twist sensors 17 channel B is connected to left controller 2, and after the secondary of secondary and right wing flap twist sensors 18 channel B is in parallel, the former limit of right wing flap twist sensors 18 channel B is connected to controller 2.
Its connection diagram as shown in Figure 4, Fig. 5 has provided the connection diagram to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12 in a kind of wing distortion of the present invention test macro, Fig. 6 has provided the wiring diagram to the first from left wing flap twist sensors 11 on the first from left wing flap 19 and the second from left wing flap twist sensors 12 in a kind of wing flap distortion of the present invention test macro, can analyze a kind of wing flap distortion of the present invention test macro totally 32 of all required left controllers 1 of 8 wing flap twist sensors with two remainings and right controller 2 hardware interface numbers from Fig. 6.Controller is shown in shown in Fig. 7 and Fig. 8 the detection principle of wing flap distortion, due to LVDT principle and transformer ' s type seemingly, based on the symmetrical reciprocity principle of its inductance, in the time synchronously there is not distortion in wing flap two ball-screws yet, two LVDT are synchronized with the movement, controller is transported to the AC signal of certain amplitude behind the former limit of A sensor, onesize signal will be received at B sensor rim end, when wing flap two ball-screw are asynchronous while also there is distortion, two LVDT motions are asynchronous, controller is transported to the AC signal of certain amplitude behind the former limit of A sensor, the signal of different sizes will be received at B sensor rim end, thereby judge the distortion of wing flap rudder face.
Mainly that realize the position of comparing two ball-screws on same wing flap by monitoring for the detection of wing flap distortion, the monitoring position of two ball-screws can adopt LVDT to realize, equally also can between ball-screw and sensor, install displacement and angle converting mechanism additional, can adopt rotation variable differential transformer, be RVDT(RotaryVariable DifferentialTransformer) realize, no matter be to adopt LVDT or RVDT, tandem method of attachment of the present invention is all suitable for.
Claims (2)
1. a wing flap distortion test macro, native system comprises left controller (1), left controller (2), the first from left ball-screw (3), the second from left ball-screw (4), left three ball-screws (5), left four ball-screws (6), right four ball-screws (7), right three ball-screws (8), right two ball-screws (9), a right ball-screw (10), the first from left wing flap twist sensors (11), the second from left wing flap twist sensors (12), left three wing flap twist sensors (13), left four wing flap twist sensors (14), right four wing flap twist sensors (15), right three wing flap twist sensors (16), right two wing flap twist sensors (17), a right wing flap twist sensors (18), the first from left wing flap (19), the second from left wing flap (20), right two wing flaps (21) and a right wing flap (22), eight described wing flap twist sensors are all the linear variable difference transformer of passage A and electric two remainings of channel B two, it is characterized in that,
The former limit of the first from left wing flap twist sensors (11) passage A is connected to left controller (1), and after the secondary of secondary and the second from left wing flap twist sensors (12) passage A is in parallel, the former limit of the second from left wing flap twist sensors (12) passage A is connected to controller (1),
The former limit of left three wing flap twist sensors (13) passage A is connected to left controller (1), and after the secondary of secondary and left four wing flap twist sensors (14) passage A is in parallel, the former limit of left four wing flap twist sensors (14) passage A is connected to controller (1),
The former limit of right four wing flap twist sensors (15) passage A is connected to left controller (1), and after the secondary of secondary and right three wing flap twist sensors (16) passage A is in parallel, the former limit of right three wing flap twist sensors (16) passage A is connected to controller (1),
The former limit of right two wing flap twist sensors (17) passage A is connected to left controller (1), and after the passage A secondary of secondary and a right wing flap twist sensors (18) is in parallel, the former limit of right wing flap twist sensors (18) passage A is connected to controller (1),
The former limit of the first from left wing flap twist sensors (11) channel B is connected to left controller (2), and after the secondary of secondary and the second from left wing flap twist sensors (12) channel B is in parallel, the former limit of the second from left wing flap twist sensors (12) channel B is connected to controller (2),
The former limit of left three wing flap twist sensors (13) channel B is connected to left controller (2), and after the secondary of secondary and left four wing flap twist sensors (14) channel B is in parallel, the former limit of left four wing flap twist sensors (14) channel B is connected to controller (2),
The former limit of right four wing flap twist sensors (15) channel B is connected to left controller (2), and after the secondary of secondary and right three wing flap twist sensors (16) channel B is in parallel, the former limit of right three wing flap twist sensors (16) channel B is connected to controller (2),
The former limit of right two wing flap twist sensors (17) channel B is connected to left controller (2), and after the secondary of secondary and right wing flap twist sensors (18) channel B is in parallel, the former limit of right wing flap twist sensors (18) channel B is connected to controller (2).
2. a kind of wing flap distortion test macro as claimed in claim 1, is characterized in that, between each ball-screw and wing flap twist sensors, install additional after displacement and angle converting mechanism, wing flap twist sensors can adopt rotation variable differential transformer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310034130.2A CN103969035A (en) | 2013-01-29 | 2013-01-29 | Flap twist test system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310034130.2A CN103969035A (en) | 2013-01-29 | 2013-01-29 | Flap twist test system |
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| CN103969035A true CN103969035A (en) | 2014-08-06 |
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| CN201310034130.2A Pending CN103969035A (en) | 2013-01-29 | 2013-01-29 | Flap twist test system |
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Cited By (4)
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|---|---|---|---|---|
| CN109443314A (en) * | 2018-10-24 | 2019-03-08 | 庆安集团有限公司 | A kind of high-lift system slant detection method |
| CN110532607A (en) * | 2019-07-24 | 2019-12-03 | 北京航空航天大学 | The sensor placement method of hypersonic aircraft rudder face structure distribution load identification |
| CN112249362A (en) * | 2020-10-13 | 2021-01-22 | 安徽感航电子科技有限公司 | A accurate measurement and control device of pillar corner for when diamond unmanned aerial vehicle descends |
| CN112498739A (en) * | 2020-12-16 | 2021-03-16 | 清华大学 | Wing class component testing arrangement |
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| CN110532607A (en) * | 2019-07-24 | 2019-12-03 | 北京航空航天大学 | The sensor placement method of hypersonic aircraft rudder face structure distribution load identification |
| CN112249362A (en) * | 2020-10-13 | 2021-01-22 | 安徽感航电子科技有限公司 | A accurate measurement and control device of pillar corner for when diamond unmanned aerial vehicle descends |
| CN112249362B (en) * | 2020-10-13 | 2024-03-08 | 合肥市闪感智能科技有限公司 | A accurate measurement and control device of pillar corner for diamond unmanned aerial vehicle when descending |
| CN112498739A (en) * | 2020-12-16 | 2021-03-16 | 清华大学 | Wing class component testing arrangement |
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Application publication date: 20140806 |