CN101808902A - 载荷指示器 - Google Patents
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Abstract
本发明的载荷指示器包括由彼此连接的第一和第二载荷承载构件(23,22)构成的载荷承载组件,该载荷承载组件承载施加到第一构件(23)上的横向载荷,第一载荷承载构件(23)与第二载荷承载构件(22)共同限定腔室(25),其中第一载荷承载构件在超过一指示器载荷时是脆弱的,并且该腔室(25)包含指示器液体,一旦第一载荷承载构件由所述载荷导致破裂则该指示器液体从该腔室漏出。载荷承载构件(23,22)包括同心布置的圆柱形构件,并且外部构件(23)具有厚度减小的部分,使得该部分脆弱,并限定腔室(25)。该腔室(25)包括在第二载荷承载构件(22)内的内部容积。该载荷指示器可以构造成为连接两个部件的载荷承载销。
Description
技术领域
本发明涉及一种载荷指示器。该指示器的应用包括但不限于:指示飞机的硬着陆;以及指示施加到飞机上的牵引力过度。本发明还涉及用于检测飞机的方法和检测飞机牵引设备的方法。
背景技术
无论何种原因,飞机停飞(AOG)的成本是很大的,并且航空公司希望制造商可以通过如下方式尽可能减小停飞的冲击:即进行计划的维修和/或故障排除,用于进一步的飞行,直到达到下一次的预定维修时间。然而,有些事件是计划无法帮助的。其中之一就是“硬着陆”。
无论何种原因,超过认证的着陆参数时会发生“硬着陆”。这种情况通常会由飞机驾驶员报告并随后通过检测机身结构和从数字飞行数据记录仪(DFDR)获取的信息而确认。问题在于,需要花费时间来分析数据,以确定该事件是否真是“硬着陆”。这种分析通常需要3周才能得出结论,而航空公司经常不能容忍这个时间。
US4392623描述了一种适于在作用在不同方向的不同的过载下而失效的熔断连接。其目的是保护油箱(主机翼结构)不会由于起落架在竖直或水平方向上的过载而导致破裂。
US5927646描述了一种包括用于指示冲击载荷的大小的装置的吸能起落架/尾撬。冲击载荷导致设备的塑性变形,并且细长杆伸出参考平面从而提供视觉上的指示,指示冲击载荷的大小已经到达阀值。
发明内容
本发明涉及一种载荷指示器,该载荷指示器包括由彼此连接的第一和第二载荷承载构件构成的载荷承载组件,该载荷承载组件承载施加到第一构件上的载荷,其中,第一载荷承载构件与第二载荷承载构件一起限定一腔室,使得第一承载构件在超过一指示器载荷时是脆弱的,并且所述腔室包含指示器液体,一旦第一载荷承载构件由所述载荷导致破裂则该指示器液体从所述腔室漏出。
两个部件可以包括飞机起落架的部件,该起落架的部件包括侧撑杆或阻力杆或铰接接头或牵引连接件的部件。
附图说明
现在通过参照附图以举例的方式来描述本发明,其中:
图1示出了摇臂式起落架;
图2示出了图1中起落架的铰接连杆;
图3是图2的铰接连杆的关节的截面图;
图4是示出了本发明的其他可能应用的另一起落架;和
图5示出了飞机牵引设备。
具体实施方式
图1示出了飞机的包括减震器支柱1的起落架,该减震器支柱1具有可伸缩的上部2和下部3,该上部2与机身连接,该下部3通过附连到枢转式转向架梁5上而承载有一个或多个轴4。铰接的柱组件6连接在减震器的上部和机身之间,并且用于使起落架稳定,该柱组件6可以在“下部”位置反抗载荷,还能够折叠以允许起落架可以收回。
铰接连杆7、8连接在转向架梁5的前部和减震器的上部2之间,以抵抗产生张力,并由此在着陆早期形成用于转向架梁的支点。下部连杆8附连在转向架梁5的前部和上部连杆7之间,并且上部连杆7附连于下部连杆8和减震器的上部2之间。调螺距器9安装在减震器的上部2和上部铰接连杆7上的靠近附连到下部铰接连杆8的位置的点10之间,并用作液压弹簧/减震器,以将铰接连杆保持在适当的位置。最终结果是形成一连杆机构,该连杆机构抵抗下部连杆8的张力,但是当施加压缩载荷时允许该张力升高。
图3中更加详细地示出了通过枢轴关节13连接的上部连杆7和下部连杆8。上部连杆7的分叉端部具有一对凸耳11,在该对凸耳11之间在下部连杆8的端点收纳有单个凸耳12。所有这三个凸耳具有装有轴承的对准的孔,以收纳枢轴销13。在下部连杆的凸耳和销之间的是球面轴承,该球面轴承是劈开的从而使得该球面轴承可以组装在该凸耳内的球形腔室15中。球面轴承的内表面16是圆柱形的以接收销。在外部凸耳内的轴承包括成对的圆柱形衬套17。枢轴销在一端具有头部18,在另一端具有螺纹部19,并且该枢轴销穿过对准的轴承插入直到头部18在一端抵靠外部凸耳11。然后锁紧螺母20拧紧到销的从第二外部凸耳11伸出的螺纹部上。枢轴销的头部18具有径向延伸的凸缘19,借助该凸缘19,头部18通过销钉21连接到相邻的凸耳上,从而防止销旋转。
枢轴销13包括内部圆柱形构件22和脆弱轴套23,该构件在一端携带头部18,在另一端携带螺纹部19,该轴套23在头部和螺纹部之间配合在内部构件22上。轴套23的每个端部紧密配合在内部构件上,并且形成台部31,轴套的台部之间的部分24具有减小的厚度,从而该部分24的内表面与内部构件22隔开从而形成腔室25。厚度减小的中央部分与中央凸耳12和球面轴承14对准,从而该中央部分暴露在施加在上部连杆和下部连杆之间的载荷下。中央部分24的外端形成有附加的内部通道26,从而进一步降低轴套的厚度,使得脆弱轴套23在载荷的作用下更可能在这些点发生破裂。
内部构件22形成有盲孔27,该盲孔27通过径向通道28与内部构件和外部脆弱轴套之间的腔室25连接。盲孔27、腔室25和连接通道28的整体体积充有红色染料,盲孔的开口端通过塞子29密封。在内部构件22和外部轴套23之间在两端都设置环形密封件30,以防止红色染料从内部构件22和外部轴套23之间纵向漏出。
在飞机着陆时,枢轴销13承受着陆作用力。具体地,铰接连杆经受箭头100指示的拉伸载荷(指示施加在凸耳11上的向上的力)和施加到凸耳12上的向下的力101。这导致向下的力102通过凸耳12和轴承14施加到枢轴销的中央部分24上,向上的力103通过凸耳11施加到枢轴销的外端上。
当力102超出一定水平时,枢轴销13在沟槽26的区域中发生破裂。这导致红色染料从腔室25中释放出来,并在两个连杆的端点之间从铰接连杆流出。
因此,枢轴销用作剪切销并且提供简单、快速并且准确的检测报告的“硬着陆”情况的手段。此外,由于即使当枢轴销13已经破裂时,该枢轴销仍然可以继续支撑着陆载荷,因此对硬着陆的指示并不会损害飞机的安全或操作。检测也不需要专用工具。应该可以在常规的飞机周转时间(通常为4小时)内进行检测。
在机组人员报告事故之后通过简单地检测关节可以迅速地识别超出了限制载荷。该检测可以在飞机正常停在地面上时进行,不需要附加的或者特殊的设备。关节的任何自由度的缺乏都可以指示枢轴销的变形,因此隔离主起落架MLG,以进行进一步检测或排除。
剪切销在上面的示例中示出为铰接连杆中的枢轴销,但是可以在起落架的其他部分设置类似的剪切销,例如如图4和5所示,剪切销可以用作侧撑枢轴销40或阻力杆枢轴销(未示出),以指示在主枢轴销在设计的载荷上限处失效之前是否超出载荷下限。此外,不必将销限制用作枢轴构件。例如,销还可以用作隔膜销60,来将减震器的内部保持在外部壳体内,以与内部压力成比例地抵抗载荷,并在预定的载荷极限剪断。
替代定位在起落架中,剪切销可以定位在飞机上的其他承受着陆力的部分,如尾撬。
此外,该剪切销组件可以用在飞机的牵引设备中,如图5中的70所示。在这种情况下,该剪切销承受飞机牵引力,并且可以被检测来确定牵引力是否已经超出预定水平,该预定水平可以是低于较高失效水平的较低警告水平,在该较高失效水平,其他剪切销设计成失效并释放载荷。
尽管已经示例描述了剪切销用在有翼飞机上,同样该剪切销还可以用在其他飞机上,如直升机。
在所示的实例中,腔室25充有红色染料。在替代实施方式中,红色染料可以替换为其他液体指示物、替换为其他可流动的指示物,如粉末或可膨胀泡沫。
Claims (11)
1.一种载荷指示器,所述载荷指示器包括由彼此连接在一起的第一载荷承载构件和第二载荷承载构件(23,22)构成的载荷承载组件,所述载荷承载组件承受施加到所述第一载荷承载构件上的横向载荷,所述载荷指示器的特征在于,所述第一载荷承载构件(23)与所述第二载荷承载构件(22)共同限定腔室(25),其中所述第一载荷承载构件在超过一指示器载荷时是脆弱的,并且所述腔室(25)包含指示器液体,一旦所述第一载荷承载构件由所述指示器载荷导致破裂,则所述指示器液体从所述腔室漏出。
2.如权利要求1所述的载荷指示器,其中,所述第一载荷承载构件(23)是管状的,并且将所述第二载荷承载构件(22)接收在所述第一载荷承载构件中,其中所述第一载荷承载构件和所述第二载荷承载构件在相对的端部经由台部(31)接合,并在中央区域(24)分隔开,以形成所述腔室(25)。
3.如权利要求2所述的载荷指示器,其中,所述第一载荷承载构件(23)的一部分具有减小的厚度,以使得所述部分脆弱,并且限定所述腔室(25)。
4.如权利要求3所述的载荷指示器,其中,所述第一载荷承载构件和所述第二载荷承载构件(23,22)包括同心布置的圆柱形构件。
5.如权利要求2至4中任一项所述的载荷指示器,其中,所述腔室(25)包括在所述第二载荷承载构件(22)内的内部容积(27)。
6.如前述权利要求中任一项所述的载荷指示器,其中,所述载荷指示器构造成载荷承载销,以连接两个部件(7,8)并且承受施加在所述两个部件之间的载荷。
7.一种组件,所述组件由两个部件和如权利要求2至5中任一项所述的载荷指示器组成,所述载荷指示器构造成载荷承载销,所述销接合在所述两个部件中的一个部件(7)上的与所述台部(31)对准的一对凸耳(11)和在所述两个部件中的另一部件上的位于所述一对凸耳(11)之间的凸耳(12),以便当所述两个部件被加载在压缩或张紧状态时,所述销承载横向载荷。
8.如权利要求7所述的组件,其中,所述两个部件(7,8)包括飞机起落架的部件。
9.如权利要求8所述的组件,其中,所述两个部件(7,8)包括侧撑杆或铰接连杆或牵引连接件的构件。
10.一种利用如权利要求1至6中任一项所述的载荷指示器检测飞机的硬着陆的方法。
11.一种利用如权利要求1至6中任一项所述的载荷指示器检测在牵引飞机过程中的过载力的方法。
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| GB0718296.7 | 2007-09-19 | ||
| GB0718296A GB2452938B (en) | 2007-09-19 | 2007-09-19 | Load indicator |
| PCT/GB2008/003187 WO2009037475A1 (en) | 2007-09-19 | 2008-09-19 | Load indicator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101808902A true CN101808902A (zh) | 2010-08-18 |
| CN101808902B CN101808902B (zh) | 2013-04-24 |
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| US (1) | US8539843B2 (zh) |
| EP (1) | EP2190744B1 (zh) |
| JP (1) | JP4873391B2 (zh) |
| CN (1) | CN101808902B (zh) |
| AT (1) | ATE554003T1 (zh) |
| BR (1) | BRPI0816415A2 (zh) |
| CA (1) | CA2699705C (zh) |
| ES (1) | ES2386570T3 (zh) |
| GB (1) | GB2452938B (zh) |
| RU (1) | RU2478921C2 (zh) |
| WO (1) | WO2009037475A1 (zh) |
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| CN110182373A (zh) * | 2015-01-07 | 2019-08-30 | 洛德公司 | 飞行器发动机安装架 |
| CN111152916A (zh) * | 2018-11-07 | 2020-05-15 | 庞巴迪公司 | 用于飞机起落架的硬着陆指示器 |
| CN112429253A (zh) * | 2020-12-14 | 2021-03-02 | 江西洪都航空工业集团有限责任公司 | 一种加速度重着陆指示器 |
| CN113062934A (zh) * | 2021-04-23 | 2021-07-02 | 中铁工程装备集团有限公司 | 一种盾构机主驱动减速机过载保护器及盾构机 |
| CN114674550A (zh) * | 2022-03-29 | 2022-06-28 | 中航飞机起落架有限责任公司 | 一种飞机主支柱磨合试验装置及试验方法 |
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-
2008
- 2008-09-19 RU RU2010115338/11A patent/RU2478921C2/ru not_active IP Right Cessation
- 2008-09-19 CA CA2699705A patent/CA2699705C/en not_active Expired - Fee Related
- 2008-09-19 US US12/678,970 patent/US8539843B2/en active Active
- 2008-09-19 BR BRPI0816415-0A2A patent/BRPI0816415A2/pt not_active IP Right Cessation
- 2008-09-19 WO PCT/GB2008/003187 patent/WO2009037475A1/en not_active Ceased
- 2008-09-19 ES ES08806342T patent/ES2386570T3/es active Active
- 2008-09-19 CN CN2008801077906A patent/CN101808902B/zh active Active
- 2008-09-19 AT AT08806342T patent/ATE554003T1/de active
- 2008-09-19 JP JP2010525431A patent/JP4873391B2/ja not_active Expired - Fee Related
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Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104918852A (zh) * | 2013-01-10 | 2015-09-16 | 梅西耶-布加蒂-道提公司 | 用于连结两个轭以形成铰链的易熔构件 |
| CN104918852B (zh) * | 2013-01-10 | 2017-05-31 | 梅西耶-布加蒂-道提公司 | 用于连结两个轭以形成铰链的易熔构件 |
| CN110182373A (zh) * | 2015-01-07 | 2019-08-30 | 洛德公司 | 飞行器发动机安装架 |
| CN110182373B (zh) * | 2015-01-07 | 2023-01-10 | 洛德公司 | 用于飞行器发动机安装架的轴承组件 |
| CN111152916A (zh) * | 2018-11-07 | 2020-05-15 | 庞巴迪公司 | 用于飞机起落架的硬着陆指示器 |
| CN111152916B (zh) * | 2018-11-07 | 2024-03-15 | 庞巴迪公司 | 用于飞机起落架的硬着陆指示器 |
| CN109979037A (zh) * | 2019-03-19 | 2019-07-05 | 四川函钛科技有限公司 | Qar参数综合可视化分析方法及系统 |
| CN112429253A (zh) * | 2020-12-14 | 2021-03-02 | 江西洪都航空工业集团有限责任公司 | 一种加速度重着陆指示器 |
| CN113062934A (zh) * | 2021-04-23 | 2021-07-02 | 中铁工程装备集团有限公司 | 一种盾构机主驱动减速机过载保护器及盾构机 |
| CN114674550A (zh) * | 2022-03-29 | 2022-06-28 | 中航飞机起落架有限责任公司 | 一种飞机主支柱磨合试验装置及试验方法 |
| CN114674550B (zh) * | 2022-03-29 | 2024-05-07 | 中航飞机起落架有限责任公司 | 一种飞机主支柱磨合试验装置及试验方法 |
Also Published As
| Publication number | Publication date |
|---|---|
| US8539843B2 (en) | 2013-09-24 |
| ES2386570T3 (es) | 2012-08-23 |
| ATE554003T1 (de) | 2012-05-15 |
| GB0718296D0 (en) | 2007-10-31 |
| WO2009037475A1 (en) | 2009-03-26 |
| GB2452938A (en) | 2009-03-25 |
| CA2699705A1 (en) | 2009-03-26 |
| GB2452938B (en) | 2011-08-10 |
| JP2010539509A (ja) | 2010-12-16 |
| CA2699705C (en) | 2014-11-18 |
| EP2190744A1 (en) | 2010-06-02 |
| RU2478921C2 (ru) | 2013-04-10 |
| RU2010115338A (ru) | 2011-10-27 |
| BRPI0816415A2 (pt) | 2015-03-03 |
| JP4873391B2 (ja) | 2012-02-08 |
| CN101808902B (zh) | 2013-04-24 |
| EP2190744B1 (en) | 2012-04-18 |
| US20100257946A1 (en) | 2010-10-14 |
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