CN106599405B - Method for calculating actual load of any connection point position of main reducer and body - Google Patents

Method for calculating actual load of any connection point position of main reducer and body Download PDF

Info

Publication number
CN106599405B
CN106599405B CN201611068516.5A CN201611068516A CN106599405B CN 106599405 B CN106599405 B CN 106599405B CN 201611068516 A CN201611068516 A CN 201611068516A CN 106599405 B CN106599405 B CN 106599405B
Authority
CN
China
Prior art keywords
stress
load
sigma
test
helicopter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201611068516.5A
Other languages
Chinese (zh)
Other versions
CN106599405A (en
Inventor
朱勇
许名瑞
曹欣
吕明月
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China Helicopter Research and Development Institute
Original Assignee
China Helicopter Research and Development Institute
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by China Helicopter Research and Development Institute filed Critical China Helicopter Research and Development Institute
Priority to CN201611068516.5A priority Critical patent/CN106599405B/en
Publication of CN106599405A publication Critical patent/CN106599405A/en
Application granted granted Critical
Publication of CN106599405B publication Critical patent/CN106599405B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Geometry (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

The invention discloses a method for calculating the actual load of any connection point position of a main speed reducer and a machine body. The method for calculating the actual load of any connecting point position of the main speed reducer and the body comprises the following steps of 1: a stress calibration test is carried out on a machine body of the helicopter, which is connected with a main speed reducer, so as to obtain a stress test matrix equation; step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a stress test matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter. By adopting the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage, the actual load of the main reducing support connecting point in 3 directions in each flight state in flight actual measurement can be obtained by the method.

Description

Method for calculating actual load of any connection point position of main reducer and body
Technical Field
The invention relates to the technical field of helicopter flight actual measurement load data tests, in particular to a method for calculating an actual load at any connecting point position of a main speed reducer and a fuselage.
Background
The main speed reducer and the helicopter body are generally connected in two modes, one is a main reducing support rod, and the other is a main reducing support.
By adopting the main reducer support form, the load direction is uncertain, the load can change along with the change of the flight state according to 3 directions (X-axis direction, Y-axis direction and Z-axis direction in a general coordinate system) under a machine body coordinate system, and the actual measurement is difficult.
Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The object of the present invention is to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art by providing a method of calculating the actual load at any connection point of the final drive to the fuselage.
In order to achieve the aim, the invention provides a method for calculating the actual load of the position of any connecting point of a main speed reducer and a fuselage, wherein the main speed reducer is arranged on the fuselage of a helicopter in a main reducing support mode and has a plurality of connecting point positions with the fuselage of the helicopter, and the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage comprises the following steps: a stress calibration test is carried out on a machine body of the helicopter, which is connected with a main speed reducer, so as to obtain a stress test matrix equation; step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a stress test matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
Preferably, the step 1 specifically comprises: step 11: determining stress test points for a helicopter body connected with a main speed reducer, wherein the number of the stress test points is at least 3; step 12: carrying out simulated flight constraint on a helicopter body connected with a main speed reducer, and respectively applying unit loads in three directions to the helicopter body connected with the main speed reducer; step 13: acquiring a load-stress response equation of each stress test point under each unit load; step 14: and acquiring a load-stress response matrix equation through the data obtained in the step 13.
Preferably, the number of the stress test points in the step 11 is 3.
Preferably, the load-stress response equation of step 13 is:
M1:σ1x＝k1xFx
σ1y＝k1yFy
σ1z＝k1zFz
σ1＝σ1x+σ1y+σ1z＝k1xF1x+k1yF+k1zFz
M2:σ2x＝k2xFx
σ2y＝k2yFy
σ2z＝k2zFz
σ2＝σ2x+σ2y+σ2z＝k2xFx+k2yFy+k2zFz
M3:σ3x＝k3xFx
σ3y＝k3yFy
σ3z＝k3zFz
σ3＝σ3x+σ3y+σ3z＝k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is a stress test point; m3 is a stress test point; sigma1xStress produced for unit load of M1 in a first direction; sigma2xStress produced for unit load of M2 in a first direction; sigma3xStress produced for unit load of M3 in a first direction; sigma1yStress produced for unit load of M1 in the second direction; sigma2yStress produced for unit load of M2 in the second direction; sigma3yStress produced for unit load of M3 in the second direction; sigma1zStress produced for unit load of M1 in the third direction; sigma2zStress produced for unit load of M2 in the third direction; sigma3zStress produced for unit load of M3 in the third direction; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyA test load applied in a second direction; fzThe test load applied in the third direction.
Preferably, the load-stress response matrix equation of step 14 is:
Figure GDA0002439917010000031
wherein, FxA test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions.
By adopting the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage, the actual load of the main reducing support connecting point in 3 directions in each flight state in flight actual measurement can be obtained by the method.
Drawings
Fig. 1 is a schematic flow chart of a method for calculating an actual load at any connection point position of a final drive and a fuselage according to an embodiment of the invention.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. 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 only some, but not all embodiments of the invention. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention. 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 invention. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplifying the description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the scope of the present invention.
The main speed reducer is installed on the helicopter body in a main speed reducing support mode, and the main speed reducer and the helicopter body are provided with a plurality of connecting point positions.
Fig. 1 is a schematic flow chart of a method for calculating an actual load at any connection point position of a final drive and a fuselage according to an embodiment of the invention.
The method for calculating the actual load of any connecting point position of the main speed reducer and the fuselage shown in the figure 1 comprises the following steps of 1: a stress calibration test is carried out on a machine body of the helicopter, which is connected with a main speed reducer, so as to obtain a stress test matrix equation; step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a stress test matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
In this embodiment, step 1 specifically includes: step 11: determining stress test points for a fuselage of the helicopter connected with a main speed reducer, wherein the number of the stress test points is 3, and it can be understood that more stress test points can be selected according to needs, for example, the number of the stress test points is 4, 5 or more; step 12: performing simulated flight constraints on the main reducer-connected fuselage of the helicopter (which may be performed by three-dimensional modeling software or in a finite element model, for example), and applying unit loads in three directions to the main reducer-connected fuselage of the helicopter (for example, applying unit loads in an X-axis direction to the main reducer-connected fuselage of the helicopter, applying unit loads in a Y-axis direction to the main reducer-connected fuselage of the helicopter, and applying unit loads in a Z-axis direction to the main reducer-connected fuselage of the helicopter, taking the main reducer-connected fuselage of the helicopter into a cartesian coordinate system as an example); step 13: acquiring a load-stress response equation of each stress test point under each unit load; step 14: and acquiring a load-stress response matrix equation through the data obtained in the step 13.
In this embodiment, the load-stress response equation of step 13 is:
M1:σ1x＝k1xFx
σ1y＝k1yFy
σ1z＝k1zFz
σ1＝σ1x+σ1y+σ1z＝k1xF1x+k1yF+k1zFz
M2:σ2x＝k2xFx
σ2y＝k2yFy
σ2z＝k2zFz
σ2＝σ2x+σ2y+σ2z＝k2xFx+k2yFy+k2zFz
M3:σ3x＝k3xFx
σ3y＝k3yFy
σ3z＝k3zFz
σ3＝σ3x+σ3y+σ3z＝k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is oneEach stress test point; m3 is a stress test point; sigma1xStress produced for unit load of M1 in a first direction; sigma2xStress produced for unit load of M2 in a first direction; sigma3xStress produced for unit load of M3 in a first direction; sigma1yStress produced for unit load of M1 in the second direction; sigma2yStress produced for unit load of M2 in the second direction; sigma3yStress produced for unit load of M3 in the second direction; sigma1zStress produced for unit load of M1 in the third direction; sigma2zStress produced for unit load of M2 in the third direction; sigma3zStress produced for unit load of M3 in the third direction; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyA test load applied in a second direction; fzThe test load applied in the third direction.
In this embodiment, the load-stress response matrix equation of step 14 is:
Figure GDA0002439917010000051
wherein,
Fxa test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions.
By adopting the method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage, the actual load of the main reducing support connecting point in 3 directions in each flight state in flight actual measurement can be obtained by the method.
Finally, it should be pointed out that: the above examples are only for illustrating the technical solutions of the present invention, and are not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (4)

1. The method for calculating the actual load of the position of any connecting point of the main speed reducer and the fuselage is characterized by comprising the following steps of:
step 1: obtaining a load-stress response matrix equation by performing a stress calibration test on a helicopter body connected with a main speed reducer, wherein the step 1 specifically comprises the following steps:
step 11: determining stress test points for a helicopter body connected with a main speed reducer, wherein the number of the stress test points is at least 3;
step 12: carrying out simulated flight constraint on a helicopter body connected with a main speed reducer, and respectively applying unit loads in three directions to the helicopter body connected with the main speed reducer;
step 13: acquiring a load-stress response equation of each stress test point under each unit load;
step 14: acquiring a load-stress response matrix equation according to the data obtained in the step 13;
step 2: and detecting the stress of any connection point of the main reducer of the helicopter during the flight of the helicopter, and calculating through a load-stress response matrix equation, thereby obtaining the actual load of any connection point position of the main reducer and the helicopter body during the flight of the helicopter.
2. The method for calculating the actual load at any connecting point of the main speed reducer and the fuselage according to claim 1, wherein the stress test points in the step 11 are 3.
3. The method for calculating the actual load at any connecting point position of the main speed reducer and the fuselage according to claim 2, wherein the load-stress response equation of the step 13 is as follows:
M1:σ1x＝k1xFx
σ1y＝k1yFy
σ1z＝k1zFz
σ1＝σ1x+σ1y+σ1z＝k1xF1x+k1yF+k1zFz
M2:σ2x＝k2xFx
σ2y＝k2yFy
σ2z＝k2zFz
σ2＝σ2x+σ2y+σ2z＝k2xFx+k2yFy+k2zFz
M3:σ3x＝k3xFx
σ3y＝k3yFy
σ3z＝k3zFz
σ3＝σ3x+σ3y+σ3z＝k3xFx+k3yFy+k3zFz(ii) a Wherein,
m1 is a stress test point; m2 is a stress test point; m3 is a stress test point; sigma1xStress produced for unit load of M1 in a first direction; sigma2xStress produced for unit load of M2 in a first direction; sigma3xStress produced for unit load of M3 in a first direction; sigma1yStress produced for unit load of M1 in the second direction; sigma2yStress produced for unit load of M2 in the second direction; sigma3yStress produced for unit load of M3 in the second direction; sigma1zStress produced for unit load of M1 in the third direction; sigma2zStress produced for unit load of M2 in the third direction; sigma3zStress produced for unit load of M3 in the third direction; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; fxA test load applied in a first direction; fyA test load applied in a second direction; fzThe test load applied in the third direction.
4. A method for calculating the actual load at any connecting point of the main reducer and the fuselage according to claim 3, wherein the load-stress response matrix equation of the step 14 is as follows:
Figure FDA0002439915000000021
wherein,
Fxa test load applied in a first direction; fyA test load applied in a second direction; fzA test load applied in a third direction; k is a radical of1z、k1x、k1y、k2z、k2x、k2y、k3z、k3x、k3yAll are stress calibration test calibration coefficients; sigma1Is the resultant stress of M1 in three directions; sigma2Is the resultant stress of M2 in three directions; sigma3Is the resultant stress of M3 in three directions.
CN201611068516.5A 2016-11-29 2016-11-29 Method for calculating actual load of any connection point position of main reducer and body Active CN106599405B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201611068516.5A CN106599405B (en) 2016-11-29 2016-11-29 Method for calculating actual load of any connection point position of main reducer and body

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201611068516.5A CN106599405B (en) 2016-11-29 2016-11-29 Method for calculating actual load of any connection point position of main reducer and body

Publications (2)

Publication Number Publication Date
CN106599405A CN106599405A (en) 2017-04-26
CN106599405B true CN106599405B (en) 2021-02-26

Family

ID=58593707

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201611068516.5A Active CN106599405B (en) 2016-11-29 2016-11-29 Method for calculating actual load of any connection point position of main reducer and body

Country Status (1)

Country Link
CN (1) CN106599405B (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108762066B (en) * 2018-04-24 2021-03-12 合肥工业大学 Control method of helicopter electric tail reducer system
CN109960871B (en) * 2019-03-22 2021-03-23 华南理工大学 Single-station testing modeling scheduling method for performance of precision speed reducer of industrial robot
CN111079329B (en) * 2019-12-04 2022-10-18 中国直升机设计研究所 Fatigue life assessment method based on similar structure test
CN110920930B (en) * 2019-12-04 2022-09-13 中国直升机设计研究所 Helicopter horizontal tail load calibration method
CN113086237B (en) * 2021-04-20 2023-03-14 中国直升机设计研究所 Design method for main speed reducer connecting stay bar of coaxial rotor helicopter

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102945307A (en) * 2012-11-27 2013-02-27 北京汽车股份有限公司 Automobile chassis key structural member structure optimization design method
CN104978490A (en) * 2015-07-06 2015-10-14 北京航空航天大学 Novel method for forecasting calendar life of metal structure of aging aircraft

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102945307A (en) * 2012-11-27 2013-02-27 北京汽车股份有限公司 Automobile chassis key structural member structure optimization design method
CN104978490A (en) * 2015-07-06 2015-10-14 北京航空航天大学 Novel method for forecasting calendar life of metal structure of aging aircraft

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
基于应变的载荷监测方法研究;田媛等;《创新科技与应用》;20130308(第7期);第1-3页 *
飞机起落架载荷实测技术研究;曹景涛;《科技传播》;20140323(第6期);第176-178页 *

Also Published As

Publication number Publication date
CN106599405A (en) 2017-04-26

Similar Documents

Publication Publication Date Title
CN106599405B (en) Method for calculating actual load of any connection point position of main reducer and body
CN107025326B (en) Determining the position of the holes in the parts
CN101192307B (en) Point cloud triangular topological relations construction method
US8813382B1 (en) Shim measurement system and method of operating the same
CN107590322B (en) Drive shaft jumping checking method
CN105912762B (en) A kind of method and apparatus of determining plane airfoil load distribution
CN109582988B (en) Method for determining position of strain gauge for monitoring vibration stress of blade of aircraft engine
CN104317996A (en) Method for designing and evaluating center of gravity of airplane
CN107016218B (en) Method and device for determining finite element point load distribution in wingtip winglet of airplane
CN104933251B (en) A kind of airfoil load processing method
CN106096133B (en) A kind of stiffness analysis method of automobile connector
CN105447249A (en) Static test load calculation method for engine nacelle structure
JP2021174526A (en) Method for dividing wing fork point group based on three-dimensional feature descriptor
CN104658018B (en) A kind of method and mapping arrangements for decomposing ring set polygon
US20150233992A1 (en) System and method for analyzing arrangement of vehicle and building wire harnesses for emi
EP2645111A1 (en) Velocity profile mapping system
CN109725595A (en) Compensation method, processing method and the workpiece of the machining path of workpiece
CN106874533B (en) Optical bench sensor layout design method based on component layout optimization
CN109900297B (en) Method for testing double-super-satellite relative position sensor
CN108928476B (en) Differential calculation method for pitch angle of helicopter
CN111177848A (en) Method and device for acquiring strain theoretical value based on finite element model
CN108052740B (en) Finite element unit screening method corresponding to strain gauge
JP6481482B2 (en) Wire harness design apparatus and design method
EP3226181A1 (en) Apparatus, method, and program for supporting development of production line
CN114186330B (en) Shaft structure temperature estimation method in high-speed flow field environment

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant