• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    SYSTEM AND METHOD FOR TESTING VIBRATION ON EARTH AND MEASUREMENT OF WEIGHING AND BALANCING. The present invention relates to an apparatus for lifting an aircraft (10) which may include a plurality of lifting mechanisms (74) mounted on a support surface (64). Each lifting mechanism (74) can be configured to print an upward force (90) on a component (38) of the aircraft (10) for lifting the aircraft (10) off the support surface (64). The apparatus (10) may include a profile structure (100) configured to be mounted on the lifting mechanisms (74). The apparatus (10) can also include a lifting profile (140) suspended from the profile structure (100). A measuring device (178) can be mounted on the elevation profile (140) and can be configured to fit a jack point (54) associated with the component (38) for determining the weight of the aircraft (10), when the aircraft is lifted off the support surface (64).
    公开号:BR102013009293B1
    申请号:R102013009293-2
    申请日:2013-04-16
    公开日:2020-11-24
    发明作者:Mark E. Miller；George V. Davis
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    [0001] [0001] The present invention relates to measurement systems, generally, and, more particularly, to a system and method for determining the weight and balance of an aircraft.
    [0002] [0002] An aircraft's ground vibration test is performed to determine the aircraft's vibration characteristics and to confirm that the aircraft is free from aeroelastic oscillation under normal operating conditions. During a ground vibration test, electrodynamic agitators can be coupled to the aircraft to provide an excitation input (for example, a vibration) for the aircraft. The aircraft's dynamic response to the excitation input can be measured using sensors (for example, accelerometers) mounted at various locations on the aircraft. The dynamic response can be compared with a dynamic structural analysis of the aircraft to determine the aircraft's frequency and damping characteristics. The results of the comparison can be used for the validation and / or refinement of the dynamic structural analysis model.
    [0003] [0003] Before putting the aircraft into service, it is also necessary to determine the weight of the aircraft for certification of the aircraft. In addition, it is necessary to determine the location of the aircraft's center of gravity for certification purposes. Determination of the aircraft's weight and balance (that is, the location of the center of gravity) is also necessary for the determination of the aircraft's operating characteristics, including, but not limited to, fuel consumption, rate of climb and controllability characteristics of the aircraft.
    [0004] [0004] In conventional practices, the weight and balance of an aircraft are determined before carrying out the ground vibration test. In one method, weight and balance are determined by rolling the aircraft's landing gear onto surfaces tilted upwards and on scales, recording a weight reading on each landing gear, and then rolling the aircraft over to off the scales and backwards down the ramp surfaces. Unfortunately, the process of rolling an aircraft to and from scales and recording the weight on each scale, and then rolling the aircraft off the scales and down the ramp surface can take up to 12 hours or more . In addition, the process of rolling the aircraft up and down the ramp surface imposes a level of risk of damage to the aircraft. Furthermore, the length of time required to perform a conventional aircraft weighing and balancing analysis adds to the production time, because the production of a commercial aircraft is typically not considered to be complete up to weight and balance have been accomplished.
    [0005] [0005] As can be seen, there is a need in the technique of a system and a method of executing the weight and balancing of an aircraft in a reduced amount of time. In addition, there is a need in the technique for a system and a method for carrying out weighing and balancing an aircraft, which minimizes the level of data risk to the aircraft. SUMMARY
    [0006] [0006] One or more of the aforementioned needs associated with the execution of weighing and balancing an aircraft are specifically considered by the present description, which provides an apparatus for lifting an aircraft using a plurality of lifting mechanisms mounted on a support surface. Each lifting mechanism can be configured to print an upward force on a support surface. Each lifting mechanism can be configured to print an upward force on an aircraft component for lifting the aircraft. The apparatus may include a profile structure configured to be mounted on the lifting mechanisms. The apparatus may also include an elevation profile suspended from the profile structure. A measuring device can be mounted on the elevation profile and can be configured to fit on a jack point associated with the component for determining the weight of the aircraft, when the aircraft is lifted off the support surface.
    [0007] [0007] In an additional modality, an apparatus to support an aircraft for ground vibration testing is described. The apparatus may include a plurality of pressure drums supported on a support surface. The apparatus may also include a pair of suspension profiles. Each suspension profile can extend between a pair of pressure drums. A hanger rod can extend downward from each of the hanger profiles. The apparatus may also include a lifting profile that has opposite ends coupled to a pair of the suspension rods. A compression load cell can be mounted on the lift profile and be interposed between the lift profile and a jack point on the landing gear. The load cell can be configured to provide an indication of an aircraft weight when the aircraft is lifted off the support surface.
    [0008] [0008] An aircraft ground vibration test method is also described. The method can include the aircraft docking steps with a plurality of measurement devices. Each measuring device can be coupled to at least one lifting mechanism fitted to a jack point on the aircraft. The method can also include lifting the aircraft off a support surface using the lifting mechanisms and determining the weight of the aircraft based on the outputs of the measuring devices. The method may additionally include performing an aircraft ground vibration test.
    [0009] [0009] The features, functions and advantages that have been discussed can be obtained independently in various modalities of this description, or can be combined in still other modalities, whose additional details can be seen with reference to the description below and the drawings below . BRIEF DESCRIPTION OF THE DRAWINGS
    [0010] [00010] These and other resources of the present description will become more evident through a reference to the drawings in which equal numbers refer to equal parts by all of them and in which: Figure 1 is a side view of an aircraft that has a lifting device attached to each landing gear on the aircraft; Figure 2 is a front view of the aircraft and the lifting devices located on each landing gear; Figure 3 is a perspective view of a modality of the lifting devices on the main landing gear and a nose landing gear, where each lifting device may include a weight measurement device coupled to a computer for determining an aircraft weight and balance; Figure 4 is a perspective view of an embodiment of a lifting device and a lifting profile suspended by a pair of suspending rods; Figure 5 is an enlarged view of a portion of a suspension rod that has a threaded sleeve for adjusting a length of the suspension rod and further including a strain measurement device for measuring the axial load on the suspension rod; Figure 6 is a perspective view of an embodiment of an elevation profile that has a support block for fitting an aircraft jack point; Figure 7 is an exploded perspective view of a support block embodiment and a compression load cell located between a jack connection and the support block; Figure 8 is a perspective view of the bearing block, the load cell and the jack connection in an assembled state; Figure 9 is a front view of the nose landing gear in a land position; Figure 10 is a front view of the nose landing gear in an elevated position; and Figure 11 is a flow chart illustrating one or more operations that can be included in an aircraft weight determination and balance method. DETAILED DESCRIPTION
    [0011] [00011] With reference now to the drawings in which what is shown is for the purpose of illustrating preferred and varied modes of description, a side view of an aircraft 10 having one or more devices 70 surrounding it is shown in Figure 1 the landing gear 40, 42 of the aircraft 10 for lifting the aircraft 10. The aircraft 10 can be defined with respect to a reference coordinate system 20 having a longitudinal geometric axis 22, a lateral geometric axis 24 and a vertical geometric axis 26 , where each geometric axis 22, 24, 26 is oriented orthogonally with respect to each other. The longitudinal geometry axis 22 can extend between a front end 14 and a rear end 16 of the aircraft 10. The reference coordinate system 20 can coincide with an arbitrary reference point 18, ο which can be used as a reference for the establishing the location of a center of gravity 60 for the aircraft 10.
    [0012] [00012] Aircraft 10 can include a fuselage 12 extending from a nose at the front end 14 to a warp 32 at the rear end 16. Warp 32 can include one or more tail surfaces, such as a vertical stabilizer 36 and / or a horizontal stabilizer 34 for directional control of the aircraft 10. The aircraft 10 can still include a pair of wings 28 and one or more propulsion units 30. The aircraft 10 can be supported by the landing gear 40, 42 on a surface of support 64, such as a workshop floor or an airport runway. In Figure 1, aircraft 10 is supported by a tricycle landing gear comprising two (2) main landing gear 40 and a nose landing gear 40. However, the apparatus 70 disposed here can be implemented on aircraft 10 having any landing gear configuration.
    [0013] [00013] It should also be noted that, although the apparatus 70 of the present description is described in the context of a fixed-wing passenger aircraft, such as the aircraft 10 illustrated in Figure 1, the apparatus 70 can be implemented for the execution of a weighing and balancing and / or for conducting the ground vibration test on an aircraft of any configuration. In this sense, the device 70 can be implemented for carrying out weighing and balancing and for conducting a ground vibration test of any fixed wing aircraft 10 and any helicopter of any configuration, without limitation, including any aircraft or civil, commercial or military helicopter. Furthermore, the device 70 can be implemented for carrying out weighing and balancing and / or conducting a ground vibration test of any type of structure, including any vehicle or non-vehicle structure and is not limited to use with an aircraft or a helicopter.
    [0014] [00014] In Figures 1 and 2, an aircraft component 10, such as a landing gear 40, 42, can be lifted by one of the devices 70. Each device 70 can include a plurality of lifting mechanisms 74. The lifting mechanisms lift 74 can be arranged, built or mounted around each landing gear 40, 42. In the mode shown, each of the main landing gear 42 can have four (4) of the lift mechanisms 74 arranged in an orthogonal or symmetrical pattern around the main landing gear 42. Likewise, the nose landing gear 40 may include at least one measuring device 178 configured to provide an indication of a portion of the weight of aircraft 10, when aircraft 10 is elevated outside support surface 64 (for example, on a workshop floor) by the lifting mechanisms 74.
    [0015] [00015] With reference to Figure 3, an arrangement of three (3) devices 70 including one device 70 is shown on each of the two (2) main landing gear 42 and on one (1) nose landing gear 40 of aircraft 10 illustrated in Figures 1 and 2. Each appliance 70 includes a profile structure 100 that can be mounted on or is supported in another way by the lifting mechanisms 74. In one embodiment, each appliance 70 can be sized and configured so that each profile structure 100 surrounds a landing gear, as shown in Figures 1 and 2. In one embodiment, each lifting mechanism 74 can be configured as a pressure drum 76. Pressure drums 76 at each landing gear location 40, 42 can be configured to print an upward force 90 (Figure 10) on a component 38 (for example, the landing gear 40, 42) (Figure 2) of aircraft 10 for lifting aircraft 10 off the surface of support 64. Each pressure drum 76 can be supported through the support surface 64, such as the workshop floor, an airport runway or other support surface 64. Although each landing gear 40, 42 is shown to have four (4) of the pressure drums 76 mounted around from there, any number of pressure drums 76 can be provided on each landing gear 40, 42.
    [0016] [00016] Furthermore, although each device 70 is shown in Figure 3 as surrounding a landing gear 40, 42 for lifting aircraft 10 off the support surface 64, the devices 70 can be configured to fit alternative components in other locations on the aircraft 10. For example, devices 70 can be configured to fit on jack points 54 (Figure 9) located on the underside of the fuselage 12 (Figure 1), an underside of the wings 28 (Figure 1), or at other locations on the aircraft 10. In one embodiment, each pressure drum 76 may include a cylinder with a stack of one or more foies 78 on top of the cylinder. Foies 78 can be filled with pressurized fluid, such as pressurized air (not shown) for inflation of pressure drums 76 from a deflated position 82 (Figure 9) to an inflated position 84 (Figure 10). However, pressure drums 76 can be configured to be filled with any type of fluid (not shown), such as water, gas, hydraulic fluid or any other type of fluid which can inflate the bellows 78 and cause the drums pressure gauge 76 print an upward force 90 (Figure 10). Although not shown in Figure 3, any pressure drum 76 can be regulated by a control system (not shown), for the provision of a predetermined amount of fluid (not shown) for each pressure drum 76 via fluid conduits. (not shown).
    [0017] [00017] In Figure 3, each device 70 can include a measuring device 178 which can be mounted on an elevation profile 140 of the device 70. Each measuring device 178 can be configured to measure a portion of the weight of the aircraft 10 ( Figure 1) on the landing gear 40, 42 (Figure 1). In one embodiment, each measuring device 178 can be located between a lifting profile 140 and a jack point 54 (Figure 1) on the landing gear 40, 42. Each measuring device 178 can be communicatively coupled to a computer 220 for storing, processing and / or displaying the output of each measuring device 178. As described in more detail below, computer 220 can process the outputs of measuring devices 178 and determine the total weight and center of gravity 60 (Figure 1) of the aircraft 10.
    [0018] [00018] In Figure 4, one of the devices 70 that surrounds the nose landing gear 40 (Figure 1) of the aircraft 10 (Figure 1) is shown. The apparatus 70 includes the profile structure 100 which can be mounted on and supported by the lifting mechanisms 74. In the embodiment shown, the profile structure 100 can comprise a pair of generally parallel suspension profiles 102 arranged in a spaced relation one from the other. other. Each of the hanger profiles 102 can extend between a pair of pressure drums 76. In one embodiment, the ends 104 of each hanger profile 102 can be mounted on the upper surface 80 of one of the pressure drums 76. Each profile of hanger 102 may have an I-section cross-section shape for the provision of a relatively rigid, high-strength structural member that is resistant to bending under the weight of the aircraft 10. However, hanger profiles 102 can be provided in any one of a variety of different cross-sectional shapes to support the weight of the aircraft 10.
    [0019] [00019] The pair of hanger profiles 102 can be stabilized against lateral movement by the locking profiles 108. The locking profiles 108 can be coupled to the hanger profiles 102, just as at the ends 104 of the hanger profiles 102, as shown . The locking profiles 108 can maintain the spacing between the suspension profiles 102 and provide rigidity and hardness to the profile structure 100. In addition, the locking profiles 108 can prevent local twisting of the suspension profiles 102 under the weight of the aircraft 10 The locking profiles 108 can be mechanically coupled to the suspension profiles 102 to allow the assembly and disassembly of the apparatus 70. However, the locking profiles 108 can be attached to the suspension profiles 102 in any way, such as by welding or by other means.
    [0020] [00020] In Figure 4, each hanger profile 102 can include a hanger rod 120 having an upper end 122. In one embodiment, each hanger rod 120 can include a disc 126 at the top end 122 of the hanger rod 120 for pivot-shaped support of the hanger rod 120. The upper end 122 of each hanger rod 120 can extend through oversized holes (not shown) in the hanger profiles 102 to allow the hanger rods 120 to pivot relative to the disc 126. Each of the suspension rods 120 can be coupled at a lower end 124 of the suspension rod 120 to a lifting profile 140. In this way, the lifting profile 140 can advantageously be suspended from the suspension profiles 102 to allow slight lateral movements of the elevation profile 140, when the aircraft 10 is lifted off the support surface 64 (Figure 1), as described below. In the embodiment shown, each suspension rod 120 can be coupled to a suspension profile 102 at an approximate midpoint 106 of the suspension profile 102, so that each lifting profile 140 can extend between the wheels 44 of the landing gear 40 , 42. In this way, each elevation profile 140 can be oriented in a direction side by side between a pair side by side of the wheels 44 of the landing gear 40, 42, as shown in Figure 9. In this position, the elevation profile 140 can generally be positioned below a jack point 54 (Figure 1) of the landing gear 40, 42, as described below.
    [0021] [00021] With reference to Figure 5, in one embodiment, each suspension rod 120 can be formed by an upper rod portion 130 and a lower rod portion 132 joined by a threaded sleeve 134. The upper and lower rod portions 130 , 132 and the threaded sleeve 134 can be configured so that a rotation of the threaded sleeve 134 provides a means for adjusting the length of the suspension rod 120. In one embodiment, the threaded sleeve 134 may include external characteristics (not shown), such as as flat parts for fitting a tool, such as a wrench (not shown) to facilitate a manual rotation of the threaded sleeve 134, for changing the length of the suspension rod 120. The length of a suspension rod 120 can be adjusted as a means of adjusting the orientation or inclination angle of the elevation profile 140 (Figure 3). For example, the length of a hanger rod 120 can be adjusted so that a lift profile 140 can be oriented substantially horizontally when the aircraft 10 is lifted off the support surface 64 (Figure 1). Alternatively, the length of one or more of the hanger rods 120 can be adjusted so that the aircraft 10 (Figure 1) is oriented in a level flight attitude when determining the weight and balance of the aircraft 10 and / or during a aircraft ground vibration test 10.
    [0022] [00022] In an additional embodiment, one or more suspension rods 120 may include one or more strain measurement devices 128 (Figure 3), for measuring the load on the suspension rod 120 (Figure 3), when the aircraft 10 is elevated off the support surface 64 (Figure 1), as a redundant means for measuring the weight of the aircraft and verifying the accuracy of the measuring device 178 (for example, the load cell 180) at a jack point 54 (Figure 1). In one embodiment, the strain gauge 128 may comprise a strain gauge, a piezoresistor, a semiconductor gauge, a fiber optic sensor, a capacitive strain gauge, or any other strain gauge device suitable for the deformation measurement on the suspension rod 120. In one embodiment, one or more deformation meters can be calibrated and then connected to the suspension rod 120. The deformation meters can be communicatively coupled to the computer 220 (Figure 3) for the provision of strain measurements that can be converted into load and compared with the weight measurement (for example, the load) of the measuring devices 178.
    [0023] [00023] Figure 6 is a perspective view of an elevation profile 140 that has a measuring device 178 mounted on the elevation profile 140. The elevation profile 140 can include opposite ends 142. Each end 142 can include a connection profile end 146 configured to be coupled to one of the suspension rods 120. In the embodiment shown, each of the profile end connections 146 may include a slot 148 for receiving the lower end 124 (Figure 4) of a suspension rod 120 (Figure 5). Slit 148 can facilitate pivoting movement of the suspension rod 120, which can prevent the development of moment forces in the elevation profile 140, which can compromise the accuracy of the ground vibration test and / or the accuracy of weight and balance. In one embodiment, the lower end 124 of the suspension rods 120 can be coupled to the profile end connection 146 by a disc 126 in the same manner as described above with respect to disc 126 (Figure 4) located in the upper end display 122 ( Figure 4) from the suspension rod 120 to the suspension profile 102 (Figure 4).
    [0024] [00024] Figure 6 further illustrates a support block 160 mounted on an upper surface of the elevation profile 140. Although shown to be located at an approximate midpoint 144 of the elevation profile 140, the support block 160 can be located at any position along the elevation profile 140. The support block 160 can be configured to support the measuring device 178 in such a way that the measuring device 178 can provide a weight measurement of the aircraft 10 (Figure 1) on the train landing 40, 42 (Figure 1). In one embodiment, apparatus 70 may include a jack connection 200 for fitting to a jack point 54 (Figure 1) on landing gear 40, 42. As described in more detail below, measuring device 178 can be interposed or interspersed between the support block 160 and the jack connection 200, so that the measuring device 178 is loaded to compression when the aircraft 10 is lifted off the support surface 64 (Figure 1).
    [0025] [00025] In Figure 7, an exploded perspective view of the support block 160 is shown and illustrating the interconnectivity of the support block 160 with the measuring device 178 and the jack connection 200. The support block 160 can include portions of opposite ends of block 162 interconnected by a central portion of block 164. Block end portions 162 may each include one or more downwardly extending tabs 168 or projections for alignment or positioning of support block 160 with respect to elevation profile 140 (Figure 6). The fingers 168 can project downwardly along the side edges of the elevation profile 140 and prevent lateral movement of the support block 160 in relation to the elevation profile 140. However, the support block 160 is not limited to the fingers 168 and it can be provided with any positioning mechanism that can facilitate the positioning of the support block 160 in the elevation profile 140.
    [0026] [00026] The central portion of block 164 may have an increased thickness in relation to the end portions 162, so that the central portion 164 can withstand the load measured by the measuring device 178. In one embodiment, a block hole 166 may be formed in the central portion of block 164. Block hole 166 can be sized and configured to receive a jack connection 200. Jack connection 200 can be configured to fit a jack point 54 (Figure 1) of the aircraft 10 (Figure 1). For example, jack connection 200 can be configured to fit into a leg hole 52 (Figure 9) formed in a leg 50 of the landing gear 40.42 (Figure 1). The jack connection 200 can be provided in a generally cylindrical shape or in other shapes that can fit into the leg hole 52. The jack connection 200 can have an upper surface 204 and a lower surface 206. The upper surface 204 can be in support contact with an upper surface (not shown) of the leg hole 52, when the aircraft 10 is in the elevated position 88 (Figure 10). The jack connection 200 can include an axis 208 that extends downwardly from the bottom surface 206 of the jack connection 200. The axis 208 can be dimensioned and configured in a complementary way to the block hole 166 formed in the support block 160. For For example, shaft 208 can be dimensioned to provide a sliding connection with the cylindrical walls of block hole 166.
    [0027] [00027] Figures 7 and 8 show a modality of a measuring device 178 that can be coupled to the support block 160. The measuring device 178 can be configured as a compression load cell 180 for measuring the load pressure on the jack connection 200 under the weight of the aircraft 10. The compression load cell 180 can be configured as an open-hole compression load cell 180. The opening 182 in the load cell 180 can be sized and configured in a complementary way to the jack connection 200. In this sense, the opening 182 can have an internal diameter 184 that can be dimensioned and configured in a complementary way to the diameter of the axis 208 of the jack connection 200. The load cell 180 can also include a outer diameter 186 which preferably, but optionally, is not greater than the outer diameter 202 of the jack connection 200, so that the load on the jack connection 200 can be evenly distributed on the upper surface 188 of the load cell 180. In this way, the upper and lower surfaces 188,190 of the load cell 180 can be interposed between the jack connection 200 and the support block 160 and can provide relatively accurate weight measurements when aircraft 10 (Figure 1) is elevated off the support surface 64 (Figure 1). However, load cell 180 can be positioned in direct contact with jack point 54 (Figure 1) of aircraft 10 (that is, in direct contact with landing gear 40, 42) and is not necessarily located between the connection jack 200 and the elevation profile 140 (Figure 6).
    [0028] [00028] Although measuring device 178 is shown and described as an open-hole compression load cell 180, measuring device 178 can be provided in any of a variety of different modalities and is not limited to a cell load 180. In this sense, the measuring device 178 can be provided as a strain measurement device, a fiber optic measuring device, a pressure transducer, a piezoelectric device, or other devices that can measure, directly or indirectly , the weight of the aircraft 10. Furthermore, the measuring device 178 is not limited to being sandwiched between a jack connection 200 and the elevation profile 140 (Figure 6). For example, measuring device 178 may comprise an unopened orifice load cell (not shown), which can be positioned in a recess (not shown), which can be formed in support block 160. In an additional embodiment, the load cell 180 can be positioned in a recess (not shown) formed directly on the elevation profile 140, so that the support block 160 can be omitted from the apparatus 70 (Figure 4). However, the measuring device 178 can be provided in any configuration that facilitates the measurement of the weight on the elevation profile 140, when the aircraft 10 (Figure 1) is elevated off the support surface 64 (Figure 10).
    [0029] [00029] With reference to the flowchart of Figure 11, with additional reference to Figures 9 to 10, a method 300 of ground vibration testing of an aircraft 10 (Figure 1) is shown in Figure 11, which may include the execution an weighing and balancing analysis of the aircraft 10. Advantageously, by performing the weighing and balancing analysis in conjunction with the aircraft's ground vibration test 10, a significant amount of time can be saved in relation to the amount of time required for weighing and balancing using conventional means, such as floor scales, as described above.
    [0030] [00030] Step 302 of method 300 of Figure 11 can include docking aircraft 10 (Figure 1) with a plurality of measuring devices 178 (Figure 9). Each measuring device 178 can be coupled to at least one lifting mechanism 74 (Figure 9) located near a jack point 54 (Figure 9) of the aircraft 10. For example, Figure 9 is a front view of the apparatus 70 surrounding a landing gear 40, 42 having a jack point 54. The landing gear 40, 42 is shown in a land position 86, where the weight of the aircraft 10 is supported by the wheels 44 of the landing gear 40, 42. Pressure drums 76 are in a deflated position 82 and jack connection 200 is positioned in a spaced relationship below leg 50 or axis 48 of landing gear 40.42. The leg hole 52 can comprise the jack point 54 for the landing gear 40, 42. The measuring device 178 can comprise a compression load cell 180 that can be interposed between the support block 160 and the jack connection 200, as shown in Figures 7 to 8 and described above. Each of the load cells 180 for the apparatus 70 (Figure 3) can be communicatively coupled to a computer 220 (Figure 3), such as by means of rigid wiring 222 (Figure 3) or by wireless means. Computer 220 can receive, process and store the outputs of load cells 180.
    [0031] [00031] Step 304 of method 300 of Figure 11 may include lifting the aircraft 10 (Figure 1) off the support surface 64 (Figure 9) to an elevated position 88 (Figure 10), using one or more mechanisms lift 74 (Figure 10). In one embodiment, the lifting mechanisms 74 can be configured as pressure drums 76 (Figure 10), as described above. Each of the pressure drums 76 can be coupled to a control system (not shown), which can regulate the amount of fluid (air, water, oil, etc. - not shown) for each pressure drum 76 by means of fluid conduits (not shown). Starting from a deflated position 82 (Figure 9), the control system can inflate the bellows 78 (Figure 9) of the pressure drums 76 to an inflated position 84 (Figure 10), so that an upward force 90 ( Figure 10) is printed on each landing gear 40, 42 (Figure 10). In Figure 10, the bellows 78 can be inflated in a uniform manner, so that the aircraft 10 is lifted off the support surface 64 in a level and controlled manner.
    [0032] [00032] In one embodiment, before lifting aircraft 10 (Figure 1), the length of the suspension rods 120 (Figure 4) can be adjusted using the threaded sleeve 134 (Figure 5) described above. Each threaded sleeve 134 can interconnect the upper and lower rod portions 130, 132 (Figure 5) and can be adjustable to allow adjustment of a length of the suspension rod 120 to adjust the orientation of the elevation profile 140 (Figure 6) . For example, a threaded sleeve 134 can be adjusted so that an elevation profile 140 is oriented substantially horizontally and / or so that the aircraft 10 is oriented in a predetermined step attitude, such as a level flight attitude, when the aircraft 10 is elevated off the support surface 64 (Figure 10).
    [0033] [00033] Step 306 of method 300 of Figure 11 may include determining a weight measurement at each of the jack points 54 (Figure 10), when aircraft 10 is elevated off the support surface 64 (for example, workshop floor, airport runway, etc.) (Figure 10). For example, in Figure 10, weight measurements can be provided by the compression load cells 180 located on each of the main landing gear 42. Similarly, weight measurements can be provided by a compression load cell 180 located on the nose landing gear 40 (Figure 10). In one embodiment, the weight measurements provided on each of the load cells 180 can be checked or checked by measuring the output of one or more strain gauges 128 (Figure 5), which can optionally be applied to the suspension rods 120 ( Figure 5), as described above. The strain measurements of the hanger rod 120 can be converted into stress by multiplying the strain measurement by a modulus of elasticity of the material from which the hanger rod 120 is formed. The stress can be converted into load by multiplying the stress by the cross-sectional area of the hanger rod 120 at the location of strain gauge 128. The combined load on the hanger rod 120 at each end 142 (Figure 6) of an elevation profile 140 (Figure 6) can then be compared with the weight measurement indicated by the load cell 180 to verify the accuracy of the measurements. The total weight of the aircraft 10 can be determined by adding together the weight measurements recorded by the load cells 180 on each of the landing gear 40, 42.
    [0034] [00034] Computer 220 can be configured to determine the center of gravity 60 (Figure 1) of aircraft 10 (Figure 1), based on the weight measurements provided by load cells 180 on each landing gear 40, 42 ( Figure 1). For example, the location of the center of gravity 60 (Figure 1) can be determined in relation to an arbitrary reference point 18 (Figure 1), which, in Figure 1, is located in the nose at the front end 14 (Figure 1) of aircraft 10. However, the center of gravity 60 can be determined in relation to any arbitrary point at any location along the longitudinal geometric axis 22 (Figure 1) of aircraft 10. The distance 62 (Figure 1) of the center of gravity 60 from reference point 18 it can be determined by dividing the total moment of the two (2) trains, the main landing gear 42 and the nose landing gear 40, by the total weight of the aircraft 10. The moment on the landing gear main 42 can be defined as the product of the upward force 90 (Figure 10) on each main landing gear 42 and the distance 56 (Figure 1) from jack point 54 (Figure 1) on main landing gear 42 to the reference point 18. The moment on the nose landing gear 40 p It can be defined as the product of the upward force 90 on the nose landing gear 40 and the distance 58 from the jack point 54 on the nose landing gear 40 to the reference point 18.
    [0035] [00035] Step 308 of method 300 of Figure 11 can include the execution of a ground vibration test of the aircraft 10 (Figure 1). The ground vibration test of the aircraft 10 can be performed after determining the weight and center of gravity 60 (Figure 1) of the aircraft 10, although the ground vibration test can be performed before determining the weight and center of gravity. gravity 60. During the ground vibration test, predetermined input forces (for example, vibration) can be applied to aircraft 10, while aircraft 10 is lifted off the support surface 64 (Figure 9) by apparatus 70 (Figure 3). Sensors (not shown), such as accelerometers, mounted at predetermined locations on aircraft 10 can measure aircraft 10's dynamic response to incoming forces.
    [0036] [00036] Advantageously, the devices 70 (Figure 3), as described here, are relatively light in weight, so that the contribution of the mass of the device 70 to the aircraft 10 (Figure 1) is relatively small, compared to the mass aircraft 10 for the purpose of ground vibration testing. Furthermore, the pivoting suspension of the elevation profiles 140 (Figure 6) from the pivoting suspension rods 120, as shown in Figure 3, minimizes the effect of the device 70 on the aircraft's dynamic response 10, during the vibration test in Earth. Additionally, the device 70, as described here, advantageously minimizes the non-linearities that can be introduced in another way in the dynamic response of the aircraft 10, during conventional test methods, where the tires 46 (Figure 1) of the aircraft 10 are in direct contact with the workshop floor. Advantageously, apparatus 70 facilitates the execution of weighing and balancing analysis in a significantly reduced amount of time compared to the amount of time required using conventional methods, in which aircraft 10 is rolled upward onto ramp surfaces on scales and then rolled back down after the measurement. In this sense, the device, as described here, reduces the level of risk of damage to aircraft 10 associated with these conventional methods of performing weighing analysis and balancing an aircraft.
    [0037] [00037] In the Figures and the text, in one aspect, the apparatus 70 for supporting an aircraft 10 during a ground vibration test includes: a plurality of lifting mechanisms 74 mounted on a support surface 64, each lifting mechanism 74 being configured to print an upward force 90 on a component 38 of the aircraft 10 for lifting the aircraft 10 off the support surface 64; a profile structure 100 configured to be mounted on the plurality of lifting mechanisms 74; an elevation profile 140 suspended from the profile structure 100; and a measuring device 178 mounted on the elevation profile 140 and which is configured to fit a jack point 54 associated with a component 38 of the aircraft 10 and for determining the weight of the aircraft 10, when the aircraft 10 is elevated outside the support surface 64. In a variant, the apparatus 70 includes the fact that: the jack point 54 is associated with a landing gear 40, 42 of the aircraft 10. In another variant, the apparatus includes the fact that: the profile structure 100 comprises a pair of generally parallel hanger profiles 102 mounted on the lifting mechanism 74 and arranged in a spaced relationship with each other; each of the hanger profiles 102 having a hanger rod 120 extending downwardly thereafter; and the elevation profile 140 having opposite ends 104 coupled to a suspension rod 120. In another variant, the apparatus 70 includes the fact that: the suspension rod 120 is comprised of an upper portion 130 joined to a lower portion 132 by a threaded sleeve 134; and the threaded sleeve 134 being adjustable to adjust a total length of the suspension rod 120.
    [0038] [00038] In yet another variant, the apparatus 70 includes the fact that: at least one strain measurement device 128 is mounted on a suspension rod 120 and is configured to measure a strain on the suspension rod 120, when the aircraft 10 is lifted off the support surface 64. In yet another variant, the apparatus 70 includes the fact that: the measuring device 178 comprises a load cell 180. In one example, the apparatus 70 also includes: a connection jack 200 configured to fit jack point 54 and having an axis 208; and the load cell 180 comprising an open orifice compression load cell 180 having an opening 182 which is dimensioned and configured to receive the axis 208. In another example, apparatus 70 includes the fact that: the load cell 180 be interposed between the jack connection 200 and the lifting profile 140. In yet another example, the apparatus 70 also includes: a support block 160 mounted on the lifting profile 140; and the measuring device 178 being interposed between the support block 160 and the component 38.
    [0039] [00039] In one aspect, an apparatus 70 is described for supporting an aircraft 10 for a ground vibration test, which includes: a plurality of pressure drums 76 supported on a support surface 64; a pair of hanger profiles 102, each hanger profile 102 extending between and supported by a pair of pressure drums 76; a suspension rod 120 extending downwardly from each of the suspension profiles 102; an elevation profile 140 having opposite ends 142 coupled to the suspension rods 120; and a compression load cell 180 interposed between the elevation profile 140 and a jack point 54 of a landing gear 40,42, the load cell 180 being configured to provide an indication of an aircraft weight 10 when the aircraft 10 is elevated off the support surface 64.
    [0040] [00040] In one aspect, a method of testing ground vibration of an aircraft 10 is described, including the steps of: fitting the aircraft 10 with a plurality of measuring devices 178, each of the measuring devices 178 being coupled to at least one lifting mechanism 74 fitted to a jack point 54 of the aircraft 10; lifting the aircraft 10 off a support surface 64 using the lifting mechanisms 74; determining an aircraft weight 10 based on the outputs of the measuring devices 178; and performing an aircraft 10 ground vibration test. In one variant, the method also includes the steps of: determining an aircraft 60 center of gravity 10. In another variant, the method includes the fact that the aircraft 10 having a plurality of landing gears 40, 42, the method further including the steps of: determining a weight measurement on each of the landing gears 40, 42; and determining the center of gravity 60 of the aircraft 10 based on the weight measurement on each of the landing gear 40, 42. In another variant, the method also includes the steps of: fitting at least one of the measuring devices 178 at the jack point 54. In yet another variant, the method includes the fact that the step of fitting at least one of the measuring devices 178 includes: the interposition of a compression load cell 180 between the jack point 54 and the elevation profile 140.
    [0041] [00041] In one example, the method also includes the steps of: fitting a jack connection 200 to the jack point 54; and inserting an axis 208 of the jack connection 200 through an opening 182 in the load cell 180. In another example, the method includes the steps of: receiving the axis 208 in a support block 160 mounted on the elevation profile 140 In yet another example, the method includes the fact that: the interposition of the load cell 180 is between the jack connection 200 and the elevation profile 140. In yet another example, the method includes the steps of: suspension of the elevation profile 140 with a pair of suspending rods 120, at least one of the suspending rods 120 having a strain gauge 128 mounted thereon; and verification, using a strain gauge output 128, of the weight determined by measuring devices 178, when the aircraft 10 is elevated off the support surface 64. In yet another example, the method includes the fact that at least at least one of the suspension rods 120 is comprised of an upper portion 130 and a lower portion 132 joined by a threaded sleeve 134, the method further including the step of: adjusting a total length of the suspension rod 120, using the sleeve threaded 134 interconnecting the upper and lower rod portions 132, 132.
    [0042] [00042] Additional modifications and improvements to the present description may be evident to those skilled in the art. Thus, the particular combination of parts described and illustrated here is intended to represent only certain modalities of the present description and is not intended to serve as illustrations of alternative modalities or devices in the spirit and scope of the description.
    权利要求:
    Claims (7)
    [0001]
    Apparatus (70) for supporting an aircraft (10) during a ground vibration test, comprising: a plurality of lifting mechanisms (74) mounted on a support surface (64), each lifting mechanism (74) being configured to print an upward force (90) on a component (38) of the aircraft (10), to lifting the aircraft (10) off the support surface (64); a profile structure (100) configured to be mounted on the plurality of lifting mechanisms (74); an elevation profile (140) suspended from the profile structure (100); characterized by a measuring device (178) mounted on the elevation profile (140) and being configured to fit on a jack point (54) associated with an aircraft component (38) (10) and determine an aircraft weight (10) , when the aircraft (10) is elevated off the support surface (64); and a jack connection (200) configured to fit the jack point (54) and having an axis (208); wherein the measuring device (178) comprises a load cell (180), and the load cell (180) comprises an open-bore compression load cell (180) which has an opening (182) that is dimensioned and configured to receive the shaft (208), and in which the load cell (180) is interposed between the jack connection (200) and the elevation profile (140).
    [0002]
    Apparatus (70), according to claim 1, characterized by the fact that: the jack point (54) is associated with an aircraft landing gear (40, 42) (10); the profile structure (100) comprises a pair of generally parallel suspension profiles (102) mounted on the lifting mechanism (74) and arranged in spaced relation to each other; each of the hanger profiles (102) having a hanger rod (120) extending downwardly therefrom; and the elevation profile (140) having opposite ends (104) coupled to a suspension rod (120); on what: at least one strain measurement device (128) mounted on a hanger rod (120) and which is configured to measure a strain on the hanger rod (120) when the aircraft (10) is lifted off the support surface (64).
    [0003]
    Apparatus, according to claim 2, characterized by the fact that: the suspension rod (120) is comprised of an upper portion (130) joined to a lower portion (132) by a threaded sleeve (134); and the threaded sleeve (134) being adjustable to adjust the total length of the suspension rod (120).
    [0004]
    Apparatus (70) according to any one of claims 1 to 3, characterized by the fact that it still comprises: a support block (160) mounted on the elevation profile (140); and the measuring device (178) being interposed between the support block (160) and the component (38).
    [0005]
    Apparatus (70) according to any one of claims 1 to 4, characterized by the fact that it still comprises: a plurality of pressure drums (76) supported on the support surface (64); and each suspension profile (102) extending between and supported by a pair of pressure drums (76).
    [0006]
    Ground vibration test method of an aircraft (10) having a plurality of landing gears (40, 42), characterized by the fact that it comprises the steps of: fitting each landing gear of the aircraft (10) with an apparatus as defined in claim 1, wherein the jack point (54) of each landing gear is fitted with the measuring device (178) of said apparatus; lifting the aircraft (10) off a support surface (64) using the lifting mechanisms (74); determining an aircraft weight (10) based on the outputs of the measuring devices (178) when the aircraft is raised from the support surface (64); and carrying out the ground vibration test of the aircraft (10) while the aircraft (10) is raised from the support surface by said devices; the method still comprising the steps of: determining a weight measurement on each landing gear (40, 42) based on outputs from the measuring devices (178); and determining an aircraft's center of gravity (60) (10), the aircraft's center of gravity (60) (10) based on the weight measurement on each landing gear (40, 42); and fitting at least one of the measuring devices (178) to the jack point (54); wherein the step of fitting at least one of the measuring devices (178) comprises: the interposition of a compression load cell (180) between the jack point (54) and the elevation profile (140); and further comprising the steps of: fitting a jack connection (200) to the jack point (54); and insertion of an axis (208) of the jack connection (200) through an opening (182) in the load cell (180); and still comprising the steps of: receiving the shaft (208) in a support block (160) mounted on the elevation profile (140); wherein the interposition of the load cell (180) is between the jack connection (200) and the elevation profile (140).
    [0007]
    Method, according to claim 6, characterized by the fact that it still comprises the steps of: suspension of the elevation profile (140) with a pair of suspension rods (120), at least one of the suspension rods (120) having a strain gauge (128) mounted there; and checking, using a strain gauge output (128), the weight determined by the measuring devices (178), when the aircraft (10) is lifted off the support surface (64); wherein at least one of the suspension rods (120) is comprised of an upper portion (130) and a lower portion (132) joined by a threaded sleeve (134), the method further comprising the step of: adjustment of a total length of the suspension rod (120) using a threaded sleeve (134) that interconnects the upper and lower portions of the rod (130, 132).
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    同族专利:
    公开号 | 公开日
    EP2653847A2|2013-10-23|
    US20130340511A1|2013-12-26|
    CA2803209A1|2013-10-17|
    EP3255404B1|2021-03-31|
    CA2803209C|2015-11-17|
    EP2653847A3|2016-03-09|
    JP2014016339A|2014-01-30|
    BR102013009293A2|2015-06-23|
    EP2653847B1|2017-09-13|
    EP3255404A1|2017-12-13|
    JP6161378B2|2017-07-12|
    US8839675B2|2014-09-23|
    CN103376193A|2013-10-30|
    CN103376193B|2017-08-15|
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    法律状态:
    2015-06-23| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2020-02-11| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-10-13| B09A| Decision: intention to grant|
    2020-11-24| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/04/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/448,789|US8839675B2|2012-04-17|2012-04-17|System and method for ground vibration testing and weight and balance measurement|
    US13/448,789|2012-04-17|
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