CN103063453A - High reliability aircraft centrifugal test system and test method - Google Patents

Abstract

The invention belongs to the technical field of centrifugal testing of aircraft, and specifically discloses a high-reliability aircraft centrifugal testing system and method. The system includes a test cabin system module, a centrifuge system module, a control system module, a safety calculation module and a test module; the test The method includes: input the test parameters of the connection part, the test cabin, and the whole machine to obtain the load on the connection part; obtain the moment and force balance on the central axis of the connection part to obtain the offset of the center of gravity of the system module in the test cabin; according to the offset of the center of gravity, use The counterweight adjusts the center of gravity of the test chamber system module to offset the center of gravity offset; the safety calculation module judges the safety of the test; the control system module adjusts the parameters of the centrifuge system module; the centrifuge system module drives the test of the test chamber system module; the test module monitors the test process; When it comes to safety issues, the test process is controlled by the control system module. The system is simple in structure, stable in performance, and reliable in test methods, and can be used for comprehensive centrifuge tests of various aircraft.

Description

A kind of high reliability aircraft centrifuge test system and test method

Technical field

The invention belongs to the centrifugal test technical field of aircraft, be specifically related to a kind of high reliability aircraft centrifuge test system and test method.

Background technology

Centrifugal test uses hydro-extractor that the high acceleration environment is provided, structural behaviour and the reliability of research test specimen under Centrifugal Environment.This technology has been widely used in the fields such as Aero-Space, electronics, civil engineering work.Also there is relevant regulations in China, need to carry out the analog acceleration environmental test to higher products of performance requirement such as aircraft, helicopter, guided missiles.Along with the development of science and technology, the centrifugal test technology also will be applied to the aspects such as combined environment test, melt casting, biotechnology.

For the centrifuge test system of all kinds of aircraft, because test specimen and pilot system cost are high, require process of the test to have good reliability.Be the flight attitude of simulated flight device, experimental cabin is got certain drift angle when mounted.From the mechanics angle, be evenly distributed by centrifugal force, before the centrifugal test usually with experimental cabin system module centre of gravity adjustment to horn and experimental cabin connecting portion center.For security consideration, experimental cabin is generally with horn and is fixedly connected with, can't active accommodation experimental cabin drift angle in the process of the test.Yet what current Aero-Space class centrifugal test method was not considered is that after there was mounting shift angle in experimental cabin, under the centrifugal field effect, the experimental cabin and the test specimen centrifugal force that are positioned at the horn top and the bottom were inconsistent.This problem directly causes experimental cabin system module centre-of gravity shift, causes horn and the stressed variation of experimental cabin connecting portion.When even more serious, horn and experimental cabin connecting portion are stressed excessive, may cause Joint failure, produce major safety risks.

Summary of the invention

The present invention is directed to the security hidden trouble of the centrifuge test system of existing aircraft devices use, a kind of high reliability aircraft centrifuge test system and test method are provided, this system architecture is simple, stable performance, test method is safe, reliability is strong, can be used for the comprehensive centrifugal test of all kinds of aircraft.

Realize the technical scheme of the object of the invention: a kind of high reliability aircraft centrifuge test system, it comprises experimental cabin system module, hydro-extractor system module, control system module, safety caculation module and test module, the experimental cabin system module is connected with an end of hydro-extractor system module, the other end of hydro-extractor system module is connected with an end of control system module, the other end of control system module is connected with an end of test module, and the other end of test module is connected with safety caculation module; Control system module controls hydro-extractor system module is realized set parameter, thereby makes the hydro-extractor system module drive the work of experimental cabin system module; Safety caculation module is used for judging the security of test, when safety problem occurring, by control system module controls process of the test; Test module Real-Time Monitoring test process.

Described experimental cabin system module comprises counterweight cabin section, upper transfer chamber section, upper middle cabin section, lower middle cabin section, lower transfer chamber section, lower counterweight cabin section, horn and experimental cabin connecting portion, upper counterweight cabin section is positioned at transfer chamber section top, section top, cabin in the middle of upper transfer chamber section places, the cabin section is positioned at section top, lower middle cabin in the middle of upper, horn and experimental cabin connecting portion are in upper middle cabin section and middle part, section junction, lower middle cabin, and lower middle cabin section is positioned at lower transfer chamber section top; Lower counterweight cabin section places lower transfer chamber section bottom.

Described hydro-extractor system module comprises horn, rotating shaft, dynamic balance weight, speed reduction unit, shaft coupling, motor, and the output terminal of motor links to each other with shaft coupling, and the other end of motor links to each other with the control system module; The other end of shaft coupling links to each other with speed reduction unit; The output terminal of speed reduction unit links to each other with rotating shaft; Rotating shaft links to each other with horn; Dynamic balance weight and experimental cabin system module lay respectively at the horn two ends, and horn is connected with rotating shaft.

Be connected between the horn of described hydro-extractor system module and horn and the experimental cabin connecting portion.

A kind of high reliability aircraft centrifugal test method, it is characterized in that: it may further comprise the steps:

(1) control system module controls hydro-extractor system module is realized set parameter, thereby makes the hydro-extractor system module according to the work of set driving parameter experimental cabin system module;

(2) safety caculation module carries out the infinitesimal processing with each cabin section parameter of experimental cabin system module, and carry out Integral Processing to each suffered centrifugal force of cabin section infinitesimal and to the moment of horn and experimental cabin connecting portion, obtain the moment of the suffered centrifugal force of each cabin section and connection part;

(3) safety caculation module after with the integration in the above-mentioned steps (3) the suffered centrifugal force of each cabin section and the moment of connecting portion ask algebraic sum, obtain the windup-degree of horn and experimental cabin connecting portion and suffered shearing and distorting stress;

(4) safety caculation module shearing, the distorting stress summation that the connecting portion that obtains in the above-mentioned steps (4) is suffered obtains the suffered maximum stress of horn and experimental cabin connecting portion;

(5) safety caculation module is got torque and respectively to dynamic balance, is obtained the barycentre offset of experimental cabin system module horn and experimental cabin connecting portion central shaft;

(6) by allowable load and the torsional rigidity of safety caculation module contrast horn with the suffered load of experimental cabin connecting portion and its material, and the torsional rigidity k of contrast windup-degree and its material, the security that judgement is tested;

(7) according to the barycentre offset of experimental cabin system module; , counterweight cabin section and lower counterweight cabin section are adjusted experimental cabin system module center of gravity in the use, make it offset the centre-of gravity shift of calculating gained.

Each cabin section parameter in the centrifugal test cabin in the described step (2) comprises experimental cabin system module parameter, upper counterweight cabin section parameter, upper transfer chamber section parameter, upper middle cabin section parameter, lower middle cabin section parameter, lower transfer chamber section parameter, lower counterweight cabin section parameter, horn and experimental cabin connecting portion parameter.

Described horn and experimental cabin connecting portion parameter comprise connecting portion diameter, connecting portion length, connecting portion material parameter.

Described horn and experimental cabin connecting portion material parameter comprise: elasticity modulus of materials, Poisson ratio, permissible stress, torsional rigidity.

Described experimental cabin system module parameter comprises radius of turn, angular velocity and test drift angle.

Useful technique effect of the present invention: the present invention is applicable to the comprehensive Centrifugal Environment test of all kinds of aircraft and sensitive components, experimental cabin and the suffered load of horn connecting portion and experimental cabin system module barycentre offset can be fed back to the operator, judge the security of test and adjust in advance the skew that centrifugal cabin system center of gravity Elimination test causes according to the data obtained.In this test method, behind the input correlation parameter, safety caculation module obtains the side-play amount of horn and the suffered load of experimental cabin connecting portion and experimental cabin system module center of gravity, take preventive measures and comprise that the type of attachment of adjusting the examination connecting portion reaches by experimental cabin barycentre offset adjustment trim, ensures that the safety of test is carried out.This system and test method are compared with prior art, this pilot system and method consider that the experimental cabin drift angle is on the impact of test, calculate experimental cabin and the real load of horn connecting portion and the side-play amount of experimental cabin center of gravity, the security of anticipation test is for trim experimental cabin center of gravity provides foundation.

Description of drawings

Fig. 1 is the composition schematic diagram of a kind of high reliability aircraft centrifuge test system provided by the present invention;

Fig. 2 is that the experimental cabin system module forms schematic diagram.

Fig. 3 is the process flow diagram of a kind of high reliability aircraft centrifugal test method provided by the present invention.

1. experimental cabin system module, cabin section in the middle of 1u1. is upper, the upper transfer chamber section of 1u2., the upper counterweight of 1u3. cabin section, cabin, centre section under the 1d1., transfer chamber section under the 1d2., counterweight cabin section under the 1d3., 104. horns and experimental cabin connecting portion;

2. hydro-extractor system module, 201. horns, 202. rotating shafts, 203. dynamic balance weights, 204. speed reduction units, 205. shaft couplings, 206. motor;

3. control system module;

4. safety caculation module;

5. test module.

Embodiment

Below in conjunction with drawings and Examples the present invention is described in further detail.

As shown in Figure 1, a kind of high reliability aircraft centrifuge test system comprises experimental cabin system module 1, hydro-extractor system module 2, control system module 3, safety caculation module 4 and test module 5.

As shown in Figure 2, experimental cabin system module 1 comprises counterweight cabin section 1u3, upper transfer chamber section 1u2, upper middle cabin section 1u1, lower middle cabin section 1d1, lower transfer chamber section 1d2, lower counterweight cabin section 1d3, horn and experimental cabin connecting portion 104.Upper counterweight cabin section 1u3 is positioned at transfer chamber section 1u2 top, and screw thread is fixedly connected with between upper counterweight cabin section 1u3 and the upper transfer chamber section 1u2; Weld between upper transfer chamber section 1u2 and the upper middle cabin section 1u1 on section 1u1 top, cabin in the middle of upper transfer chamber section 1u2 places; Cabin section 1u1 is positioned at section 1d1 top, lower middle cabin in the middle of upper, welds between upper middle cabin section 1u1 and the lower middle cabin section 1d1.Cabin section 1u1 and middle part, section 1d1 junction, lower middle cabin in the middle of horn and experimental cabin connecting portion 104 are positioned at.Cabin section 1d1 is positioned at lower transfer chamber section 1d2 top in the middle of lower, welds between lower middle cabin section 1d1 and the lower transfer chamber section 1d2; Lower counterweight cabin section 1d3 places lower transfer chamber section 1d2 bottom, and screw thread is fixedly connected with between lower transfer chamber section 1d2 and the lower counterweight cabin section 1d3.

Hydro-extractor system module 2 comprises horn 201, rotating shaft 202, dynamic balance weight 203, speed reduction unit 204, shaft coupling 205, motor 206.The output terminal of motor 206 is fixedly connected with an end of shaft coupling 205, and the input end of motor 206 links to each other with control system module 3.The other end of shaft coupling 205 is fixedly connected with the input end of speed reduction unit 204; The output terminal of speed reduction unit 204 is fixedly connected with the input end of rotating shaft 202; The output terminal of rotating shaft 202 is fixedly connected with horn 201 middle parts.Dynamic balance weight 203 is positioned at horn 201 two ends with experimental cabin system module 1.Adopt slide rail to be connected between horn 201 and the dynamic balance weight 203.

Be fixedly connected with between the horn 201 of hydro-extractor system module 2 and horn and the experimental cabin connecting portion 104, the mode that is fixedly connected with between the two can be for being threaded, selling connection, riveted joint or welding.

The input end of the motor 206 of hydro-extractor system module 2 is connected with control system module 3, and control system module 3 is connected with test module 5, and test module 5 connects and is connected with safety caculation module 4.

Safety caculation module 4 is used for the security of anticipation test: safety caculation module 4 is used for calculating horn and experimental cabin connecting portion 104 real loads and experimental cabin system module 1 centre-of gravity shift de, calculate gained experimental cabin barycentre offset de according to the center of gravity that result of calculation uses upper counterweight section 1u3 and lower counterweight section 1d3 to adjust experimental cabin system module 1 to offset, warranty test reliably carries out.Control system module 3 control hydro-extractor system modules 2 are realized set parameter, after motor 206 starts, drive shaft coupling 205, and shaft coupling 205 drives speed reduction unit 204 and underspeeds, and speed reduction unit 204 drives rotating shaft 202 rotations, and rotating shaft 202 drives horn 201 rotations.Dynamic balance weight 203 and experimental cabin system module 1 are positioned at horn 201 two ends, can realize the rotation of hatch checking system module 1 after horn 201 rotations, thereby carry out correlation test.In the process of the test, test module 5 Real-Time Monitorings test process, and feed back to the operator.When safety problem occurring, by control system module 3 Control experiment processes.

As shown in Figure 3, a kind of high reliability aircraft centrifugal test method provided by the present invention may further comprise the steps:

(1) control system module 3 control hydro-extractor system modules 2 are realized set parameter, thereby make hydro-extractor system module 2 according to set driving parameter experimental cabin system module 1 work

Above-mentioned set parameter comprises that the startup of motor 206 stops mode, starts stopped process, stable rotation speed etc.

After motor 206 starts, drive shaft coupling 205, shaft coupling 205 drives speed reduction unit 204 and underspeeds, and speed reduction unit 204 drives rotating shaft 202 rotations, and rotating shaft 202 drives horn 201 rotations.Dynamic balance weight 203 and hatch checking system module 1 are positioned at horn 201 two ends, can realize the rotation of hatch checking system module 1 after horn 201 rotations.

(2) safety caculation module 4 carries out the infinitesimal processing with experimental cabin system module 1 each cabin section parameter, and carry out Integral Processing to each suffered centrifugal force of cabin section infinitesimal and to the moment of horn and experimental cabin connecting portion 104, obtain the moment of the suffered centrifugal force of each cabin section and connection part 104

The parameter of experimental cabin system module 1 comprises radius of turn R, angular velocity omega and test bias angle theta.

Cabin section height hu1, upper middle cabin section bottom surface radius r u1, upper middle cabin section wall thickness tu1, upper middle cabin section density of material ρ u1 in the middle of the parameter of cabin section 1u1 comprises in the middle of upper;

The parameter of cabin section 1d1 comprises lower middle cabin section height hd1, lower middle cabin section bottom surface radius r d1, lower middle cabin section wall thickness td1, lower middle cabin section density of material ρ d1 in the middle of lower;

The parameter of upper transfer chamber section 1u2 comprises transfer chamber section height hu2, upper transfer chamber section bottom surface radius r u2, upper transfer chamber section wall thickness tu2, upper middle cabin section density of material ρ u2;

The parameter of lower transfer chamber section 1d2 comprises lower transfer chamber section height hd2, lower transfer chamber section bottom surface radius r d2, lower transfer chamber section wall thickness td2, lower transfer chamber section density of material ρ d2;

The parameter of upper counterweight cabin section 1u3 comprises counterweight cabin section height hu3, upper counterweight cabin section bottom surface radius r u3, upper counterweight cabin section wall thickness tu3, upper counterweight cabin section density of material ρ u3;

The parameter of lower counterweight cabin section 1d3 comprises lower counterweight cabin section height hd3, lower counterweight cabin section bottom surface radius r d3, lower counterweight cabin section wall thickness td3, lower counterweight cabin section density of material ρ d3;

Horn and experimental cabin connecting portion 104 comprise the permissible stress τ of connecting portion diameter D, connecting portion length l, elasticity modulus of materials E, Poisson ratio μ, torsional rigidity k, connecting portion shaft material;

Section 1u1 suffered centrifugal force in cabin is in the middle of upper:

${\mathrm{<figure-callout\; id="1"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^R{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="1"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}1}\mathrm{\&pi;}{{[\mathrm{<figure-callout\; id="1"\; label="r\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_u}^2-{(r_{u1}-t_{u1})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

Cabin section 1u1 suffered centrifugal force is to the moment of horn and experimental cabin connecting portion 104 in the middle of upper:

${\mathrm{<figure-callout\; id="1"\; label="T\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^R{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="1"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}1}\mathrm{\&pi;}{{[\mathrm{<figure-callout\; id="1"\; label="r\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_u}^2-{(r_{u1}-t_{u1})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(R-x)\mathrm{xdx}$

Section 1d1 suffered centrifugal force in cabin is in the middle of lower:

${\mathrm{<figure-callout\; id="1"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d={\&Integral;}_R^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="1"\; label="d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">d</figure-callout>}1}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="1"\; label="r\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_d}^2-{(r_{d1}-t_{d1})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

Cabin section 1d1 suffered centrifugal force is to the moment of horn and experimental cabin connecting portion 104 in the middle of lower:

${\mathrm{<figure-callout\; id="1"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d={\&Integral;}_R^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="1"\; label="d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">d</figure-callout>}1}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="1"\; label="r\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_d}^2-{(r_{d1}-t_{d1})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(R-x)\mathrm{xdx}$

The suffered centrifugal force of upper transfer chamber section 1u2 is:

${\mathrm{<figure-callout\; id="2"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="2"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}2}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="2"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}}^2-{(r_{\mathrm{uu}2}-t_{u2})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

In the formula, r _Uu2Bottom surface radius for the corresponding infinitesimal of upper transfer chamber section:

${\mathrm{<figure-callout\; id="2"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}=\frac{x-(R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;})}{{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}(r_{u1}-r_{u2})+{\mathrm{<figure-callout\; id="2"\; label="r\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_u$

The suffered centrifugal force of upper transfer chamber section 1u2 is to the moment of horn and experimental cabin connecting portion 104:

${\mathrm{<figure-callout\; id="2"\; label="T\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="2"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}2}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="2"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}}^2-{(r_{\mathrm{uu}2}-t_{u2})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(R-x)\mathrm{xdx}$

The suffered centrifugal force of lower transfer chamber section 1d2 is:

${\mathrm{<figure-callout\; id="2"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d={\&Integral;}_{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="2"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}2}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="2"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}}^2-{(r_{\mathrm{dd}2}-t_{d2})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

In the formula, r _Dd2Bottom surface radius for the corresponding infinitesimal of lower transfer chamber section:

${\mathrm{<figure-callout\; id="2"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}=\frac{(R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;})-\mathrm{<figure-callout\; id="2"\; label="x\; h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">x</figure-callout>}}{h_d}(r_{d1}-r_{d2})+{\mathrm{<figure-callout\; id="2"\; label="r\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_d$

The suffered centrifugal force of lower transfer chamber section 1d2 is to the moment of horn and experimental cabin connecting portion 104:

${\mathrm{<figure-callout\; id="2"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d={\&Integral;}_{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="2"\; label="d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">d</figure-callout>}2}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="2"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}}^2-{(r_{\mathrm{dd}2}-t_{d2})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(x-R)\mathrm{xdx}$

Section 1u3 suffered centrifugal force in upper counterweight cabin is:

${\mathrm{<figure-callout\; id="3"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="3"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="3"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}3}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="3"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}}^2-{(r_{\mathrm{uu}3}-t_{u3})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

In the formula, r _Uu3Bottom surface radius for the corresponding infinitesimal of upper counterweight cabin section:

${\mathrm{<figure-callout\; id="3"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}=\frac{x-(R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="3"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;})}{{\mathrm{<figure-callout\; id="3"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}(r_{u2}-r_{u3})+{\mathrm{<figure-callout\; id="3"\; label="r\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_u$

Section 1u3 suffered centrifugal force in upper counterweight cabin is to the moment of horn and experimental cabin connecting portion 104:

${\mathrm{<figure-callout\; id="3"\; label="T\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_u={\&Integral;}_{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="3"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^{R-{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}-{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="3"\; label="u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">u</figure-callout>}3}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="3"\; label="r\; uu"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{uu}}}^2-{(r_{\mathrm{uu}3}-t_{u3})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(R-x)\mathrm{xdx}$

Section 1d3 suffered centrifugal force in lower counterweight cabin is:

${\mathrm{<figure-callout\; id="3"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d={\&Integral;}_{R+{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="3"\; label="h\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_u\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="3"\; label="d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">d</figure-callout>}3}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="3"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}}^2-{(r_{\mathrm{dd}3}-t_{d3})}^2]\frac{{\mathrm{\&omega;}}^2}{\sin \mathrm{\&theta;}}\mathrm{xdx}$

In the formula, r _Dd3Bottom surface radius for the corresponding infinitesimal of lower counterweight cabin section:

${\mathrm{<figure-callout\; id="3"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}=\frac{(R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="3"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;})-\mathrm{<figure-callout\; id="3"\; label="x\; h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">x</figure-callout>}}{h_d}(r_{d2}-r_{d3})+{\mathrm{<figure-callout\; id="3"\; label="r\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_d$

Section 1d3 suffered centrifugal force in lower counterweight cabin is to the moment of horn and experimental cabin connecting portion 104:

${\mathrm{<figure-callout\; id="3"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d={\&Integral;}_{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}^{R+{\mathrm{<figure-callout\; id="1"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="2"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}+{\mathrm{<figure-callout\; id="3"\; label="h\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">h</figure-callout>}}_d\sin \mathrm{\&theta;}}{\mathrm{\&rho;}}_{\mathrm{<figure-callout\; id="3"\; label="d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">d</figure-callout>}3}\mathrm{\&pi;}[{{\mathrm{<figure-callout\; id="3"\; label="r\; dd"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">r</figure-callout>}}_{\mathrm{dd}}}^2-{(r_{\mathrm{dd}3}-t_{d3})}^2]\frac{{\mathrm{\&omega;}}^2\cos \mathrm{\&theta;}}{{\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">sin</figure-callout>}}^2\mathrm{\&theta;}}(R-x)\mathrm{xdx}$

(3) safety caculation module 4 after with the integration in the above-mentioned steps 2 the suffered centrifugal force of each cabin section and the moment of connecting portion 104 ask algebraic sum, obtain horn and experimental cabin connecting portion 104 suffered shearing, distorting stress and windup-degree.

The shearing that horn and experimental cabin connecting portion 104 are suffered:

${\mathrm{\&tau;}}_s=\frac{{\mathrm{<figure-callout\; id="1"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="1"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d+{\mathrm{<figure-callout\; id="2"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="2"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d+{\mathrm{<figure-callout\; id="3"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="3"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d}{\mathrm{\&pi;}{\mathrm{<figure-callout\; id="2"\; label="D"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">D</figure-callout>}}^2/2}$

The distorting stress that horn and experimental cabin connecting portion 104 are suffered:

${\mathrm{\&tau;}}_{w\max }=\frac{{\mathrm{<figure-callout\; id="1"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+{\mathrm{<figure-callout\; id="2"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+T_{d3}-T_{u1}-T_{u2}-{\mathrm{<figure-callout\; id="3"\; label="T\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_u}{\mathrm{\&pi;}{\mathrm{<figure-callout\; id="3"\; label="D"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">D</figure-callout>}}^3/16}$

The windup-degree that horn and experimental cabin connecting portion 104 are suffered:

$\mathrm{\&phi;}=\frac{{\mathrm{<figure-callout\; id="1"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+{\mathrm{<figure-callout\; id="2"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+T_{d3}-T_{u1}-T_{u2}-T_{u3}}{\left(\frac{E}{2(1+\mathrm{\&mu;})}\right)\left(\frac{\mathrm{\&pi;}{\mathrm{<figure-callout\; id="4"\; label="D"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">D</figure-callout>}}^4}{32}\right)}l$

(4) safety caculation module 4 shearing, distorting stress, the following formula of windup-degree substitution that the connecting portion 104 that obtains in the above-mentioned steps 3 is suffered calculates the suffered maximum stress of horn and experimental cabin connecting portion 104.

The maximum stress that horn and experimental cabin connecting portion 104 are suffered:

τ _max＝τ _s+τ _wmax

(5) 4 pairs of horns of safety caculation module and experimental cabin connecting portion 104 central shafts are got torque and respectively to dynamic balance, are calculated the barycentre offset of experimental cabin system module 1.

$\mathrm{de}=\frac{{\mathrm{<figure-callout\; id="1"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+{\mathrm{<figure-callout\; id="2"\; label="T\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">T</figure-callout>}}_d+T_{d3}-T_{u1}-T_{u2}-T_{u3}}{{\mathrm{<figure-callout\; id="1"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="1"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d+{\mathrm{<figure-callout\; id="2"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="2"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d+{\mathrm{<figure-callout\; id="3"\; label="F\; u"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_u+{\mathrm{<figure-callout\; id="3"\; label="F\; d"\; filenames="HDA0000100207370000011.png"\; state="\{\{state\}\}">F</figure-callout>}}_d}$

(6) by the allowable load of safety caculation module 4 contrast horns and experimental cabin connecting portion 104 suffered load and its material, judge the security of test.When allowable load τ greater than τ _MaxShi Ze is considered as safety, otherwise dangerous.

(7) by safety caculation module 4 contrast horn and the windup-degree of experimental cabin connecting portion 104 and the torsional rigidity k of its material, judge the security of test.When torsional rigidity k then is considered as safety during greater than φ, otherwise dangerous.

(8) according to the barycentre offset de of experimental cabin system module 1, counterweight cabin section 1u3 and lower counterweight cabin section 1d3 adjust experimental cabin system module 1 center of gravity in the use, make it offset the centre-of gravity shift of calculating gained.

In above-mentioned process of the test, test module 5 is tested process by camera and strain testing Real-Time Monitoring, and feeds back to the operator.

When safety problem occurring, by control system module 3 anxious power failure motivations 206 with stop the test.

The above has done detailed description to the present invention in conjunction with the accompanying drawings and embodiments, but the present invention is not limited to above-described embodiment, in the ken that those of ordinary skills possess, can also make various variations under the prerequisite that does not break away from aim of the present invention.The content that is not described in detail among the present invention all can adopt prior art.

Claims (9)

1. a high-reliability aircraft centrifugal test system is characterized in that: it comprises a test chamber system module (1), a centrifuge system module (2), a control system module (3), a safety calculation module (4) and a test module (5), the test chamber system module (1) is connected to one end of the centrifuge system module (2), the other end of the centrifuge system module (2) is connected to one end of the control system module (3), and the control system module (3) The other end of the test module (5) is connected with one end of the test module (5), and the other end of the test module (5) is connected with the safety calculation module (4); the control system module (3) controls the centrifuge system module (2) to realize the predetermined parameters, so that The centrifuge system module (2) drives the test chamber system module (1) to work, and the safety calculation module (4) is used to judge the safety of the test. When a safety problem occurs, the control system module (3) controls the test process; the test module (5) Real-time monitoring of the test process. 2. a kind of high-reliability aircraft centrifugal test system according to claim 1, is characterized in that: described test chamber system module (1) comprises upper counterweight cabin section (1u3), upper transition cabin section (1u2) , upper middle compartment (1u1), lower middle compartment (1d1), lower transition compartment (1d2), lower counterweight compartment (1d3), connecting part of machine arm and test compartment (104), upper counterweight compartment (1u3) is located on the top of the upper transition compartment (1u2), the upper transition compartment (1u2) is placed on the top of the upper middle compartment (1u1), the upper middle compartment (1u1) is located at the top of the lower middle compartment (1d1), the arm The connection with the test cabin (104) is located in the middle of the connection between the upper middle cabin (1u1) and the lower middle cabin (1d1), and the lower middle cabin (1d1) is located at the top of the lower transition cabin (1d2); the lower weight cabin (1d3) placed at the bottom of the lower transition compartment (1d2). 3. A kind of high-reliability aircraft centrifuge test system according to claim 1 or 2, is characterized in that: described centrifuge system module (2) comprises machine arm (201), rotating shaft (202), dynamic balance Weight (203), reducer (204), coupling (205), motor (206), the output end of the motor (206) is connected with the coupling (205), and the other end of the motor (206) is connected with the control system module (3) link to each other; the other end of shaft coupling (205) links to each other with speed reducer (204); The output end of speed reducer (204) links to each other with rotating shaft (202); The balance counterweight (203) and the test chamber system module (1) are respectively located at both ends of the machine arm (201), and the machine arm (201) is connected to the rotating shaft (202). 4. a kind of high-reliability aircraft centrifuge test system according to claim 3, is characterized in that: the machine arm (201) of described centrifuge system module (2) and machine arm and test chamber connecting portion (104) connection between. 5. A high-reliability aircraft centrifugal test method is characterized in that: it may further comprise the steps: (1) Control the system module (3) Control the centrifuge system module (2) to realize the established parameters, so that the centrifuge system module (2) drives the test chamber system module (1) to work according to the established parameters; (2) The safety calculation module (4) micronizes the parameters of each cabin section of the test cabin system module (1), and calculates the centrifugal force of each cabin section microelement and the connection between the arm and the test cabin (104) Moment is carried out integral processing, obtains the centrifugal force that each compartment is subjected to and the moment of connecting portion (104); (3) Safety Calculation Module (4) obtains the algebraic sum of the subjected centrifugal force of each cabin section after the integration in the above-mentioned steps (3) and the moment of connection, and obtains the torsion angle and shear and torsional stresses; (4) The safety calculation module (4) sums the shear force and torsional stress suffered by the connecting portion (104) obtained in the above step (4), to obtain the maximum stress suffered by the connecting portion (104) of the machine arm and the test cabin ; (5) The safety calculation module (4) gets the torque and the force balance on the central axis of the machine arm and the test cabin connection (104), and obtains the center of gravity offset of the test cabin system module (1); (6) Through the safety calculation module (4) comparing the load on the connecting part (104) of the arm and the test cabin (104) with the allowable load and torsional stiffness of the material, and comparing the torsional angle with the torsional stiffness k of the material, the safety of the test is judged ; (7) According to the offset of the center of gravity of the test cabin system module (1), use the upper counterweight compartment (1u3) and the lower counterweight compartment (1d3) to adjust the center of gravity of the test compartment system module (1) to offset the calculated center of gravity offset. 6. a kind of high-reliability aircraft centrifugal test method according to claim 5, is characterized in that: each compartment parameter of the centrifugal test cabin in described step (2) comprises test cabin system module (1) parameter, Upper ballast compartment (1u3) parameters, upper transition compartment (1u2) parameters, upper middle compartment (1u1) parameters, lower middle compartment (1d1) parameters, lower transition compartment (1d2) parameters, lower ballast compartment Section (1d3) parameters, machine arm and test cabin connection (104) parameters. 7. a kind of high-reliability aircraft centrifugal test method according to claim 6, is characterized in that: described machine arm and test chamber connecting portion (104) parameter comprise connecting portion diameter, connecting portion length, connecting portion material parameter . 8. a kind of high-reliability aircraft centrifugal test method according to claim 7, is characterized in that: described machine arm and test chamber connecting portion (104) material parameters comprise: material modulus of elasticity, Poisson's ratio, Xu Use stress, torsional stiffness. 9. A kind of high-reliability aircraft centrifugal test method according to claim 6, is characterized in that: described test chamber system module (1) parameter comprises radius of rotation, angular velocity and test deflection angle.

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