A dynamic simulation system and method for a full-spectrum of aircraft wheel ejection loads

Abstract

The application discloses a kind of airplane wheel complete ejection load spectrum dynamic simulation system and method, the system includes movable drag rack, airplane wheel and the flywheel for providing speed for airplane wheel, for providing load for airplane wheel loading module, for the state observation module of pre-estimating measurement to airplane wheel load and the FFC+FBC compound control module for controlling the loading module simulating the load change of airplane wheel when complete ejection;The system of the application can more accurately measure the load suffered by airplane wheel, and carry out high sensitivity adjustment, with fast follow-up, can reduce load static difference, improve response effect, and then can more completely, truly reflect the high loading rate, loading rate mutation characteristics in the process of airplane catapult take-off, so as to test the tire characteristics and service life in the process of airplane catapult take-off.

Description

Technical Field

[0001] This invention relates to the field of tire load dynamic simulation technology, specifically to a dynamic simulation system and method for the complete ejection load spectrum of aircraft wheels. Background Technology

[0002] The ultra-high acceleration test for aircraft tires simulates ultra-high acceleration conditions to test the performance of aircraft tires under actual use conditions, providing a scientific basis for the development, evaluation, and delivery of new products. The aircraft tire ultra-high acceleration dynamic simulation testing machine is a testing system designed specifically for ultra-high acceleration simulation testing of aircraft tires. Its dynamic load simulation system is used to completely generate the dynamic load spectrum of the aircraft tires during catapult launch, enabling dynamic performance and durability testing and verification of the aircraft tires.

[0003] During catapult launch, aircraft wheels and tires experience high loading rates and rapid, continuous load shifts due to the combined action of the catapult and restraint rods, as well as the aircraft's lift. This places extremely high demands on dynamic simulation testing technology for aircraft wheel loads. Currently, domestic manufacturers primarily use the equivalent load spectrum method to simulate the loads on aircraft wheels during catapult launch, which involves reducing the loading rate and simulating only the contours of the continuously shifting load spectrum. However, experimental verification shows that this equivalent load spectrum cannot accurately reflect the high loading rates and abrupt changes in loading rates characteristic of aircraft catapult launch, and therefore cannot realistically test tire characteristics and lifespan during the test. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a dynamic simulation system and method for the complete ejection load spectrum of aircraft wheels.

[0005] The technical solution of the present invention is: a dynamic simulation system for the complete ejection load spectrum of an aircraft wheel, including a movable trolley, an aircraft wheel, and a flywheel for providing speed to the aircraft wheel, and also including a loading module for providing load to the aircraft wheel, a state observation module for predicting and measuring the load of the aircraft wheel, and an FFC+FBC composite control module for controlling the loading module to simulate the load change of the aircraft wheel during complete ejection.

[0006] The loading module includes a servo hydraulic cylinder and a high-frequency electro-hydraulic servo valve mounted on the servo hydraulic cylinder; the high-frequency electro-hydraulic servo valve is electrically connected to the FFC+FBC composite control module.

[0007] The state observation module includes a state observer, a load sensor, and an acceleration sensor; the state observer is electrically connected to the load sensor and the acceleration sensor respectively, and the state observer is also electrically connected to the FFC+FBC composite control module.

[0008] The aircraft wheels, movable tow rack, and servo hydraulic cylinder are connected in sequence, and the flywheel is rotatably connected to the ground; the bottom surface of the movable tow rack is slidably connected to the ground; the load sensor is installed at the connection between the movable tow rack and the servo hydraulic cylinder; and the acceleration sensor is installed on the top of the movable tow rack.

[0009] Explanation: The above system uses a state observer, load sensor, and acceleration sensor to predict and compensate for tire load; it uses FFC+FBC composite control technology to simulate and adjust the load spectrum. FFC control can improve the system's rapid following ability and reduce load static error, while FBC control can improve the system's disturbance rejection performance; hydraulic servo loading technology can improve the response effect, thus addressing the shortcomings of current aircraft wheel laboratory performance testing.

[0010] Furthermore, the system also includes a load calibration module for calibrating and tuning the system parameters; the load calibration module includes a load-bearing plate, an automatic centering device for center alignment, and a dummy shaft for connecting to the movable carriage, arranged sequentially.

[0011] The automatic centering device is equipped with a hydraulic spring for parameter adjustment to simulate the stiffness of aircraft wheels. One end of the hydraulic spring is in contact with the support plate, and the other end of the hydraulic spring is connected to the dummy shaft. The support plate is vertically fixed to the ground and is placed on the side of the flywheel near the aircraft wheels.

[0012] The hydraulic spring is equipped with a standard sensor for load calibration of the data detected by the load sensor.

[0013] Note: The load calibration module described above can be used to calibrate the load values ​​obtained by the load sensor and adjust the parameters of the FFC+FBC composite control module, making the test simulation more accurate. At the same time, if the load sensor is installed close to the test aircraft's wheels or in front, crosstalk between the lateral and yaw forces and the axial force will occur, leading to a decrease in its measurement accuracy and lifespan, and thus greatly reducing the measurement accuracy of the load sensor. However, by performing simulation calibration through the above module alone, the above problems can be avoided, and the test results can be more accurate.

[0014] Furthermore, the system also includes a flow compensation module for compensating for instantaneous flow in the loading module. The flow compensation module includes a fast accumulator connected to the servo hydraulic cylinder, and the servo hydraulic cylinder is connected to a hydraulic pump station for providing pressurized oil to the fast accumulator.

[0015] Note: The above-mentioned flow compensation module can improve the rapid response capability of the testing machine's loading system, thus making it suitable for the characteristics of high loading rate and continuous and drastic load transitions in the projectile load spectrum, thereby improving the authenticity and reliability of the test.

[0016] This invention also discloses a simulation method for a dynamic simulation system of the complete ejection load spectrum of aircraft wheels. Based on the above-mentioned dynamic simulation system of the complete ejection load spectrum of aircraft wheels, the method includes the following steps:

[0017] S1, Estimated load value:

[0018] Determine the catapult load spectrum during the aircraft wheel catapult takeoff process and the velocity spectrum during the flywheel catapult process. Move the movable tractor to the contact position between the aircraft wheel and the flywheel, and rotate the flywheel at the velocity specified in the velocity spectrum. Then, activate the servo hydraulic cylinder to move the movable tractor towards the flywheel side, and obtain the measured value F through the load sensor. h The acceleration 'a' of the movable trailer is obtained through an accelerometer, and the observed value F of the aircraft wheel load is obtained according to the following formula (1). t :

[0019] F t =F h -ma (1)

[0020] In the formula, F t For aircraft wheel load observations; F h 1 is the value measured by the load sensor; m is the mass of the movable trailer; a is the acceleration of the movable trailer;

[0021] S2, FFC+FBC composite control:

[0022] The observed aircraft wheel load value F obtained in step S1 t The input is fed into the FFC+FBC composite control module, which controls the movement of the aircraft wheels by controlling the opening degree of the high-frequency electro-hydraulic servo valve, thereby obtaining the observed value F of the aircraft wheel load. t The changes; based on the observed value F t The observed value F is adjusted to correspond one-to-one with the load force changes on the load spectrum. t The observed value of aircraft wheel load F t The changes are consistent with the changes in the catapult load spectrum during the aircraft's wheel catapult takeoff, thus completing the dynamic simulation of the catapult load spectrum during the aircraft's wheel catapult takeoff.

[0023] Explanation: The above method obtains the acceleration value and weight of the movable trailer by monitoring the load sensor value of the aircraft wheel load sensor and the acceleration sensor value of the movable trailer, and performs comprehensive calculations to obtain the load observation value of the aircraft wheel relatively accurately. Through FFC+FBC composite control, the load of the aircraft wheel can be controlled in real time. Compared with the simulation test of equivalent load spectrum in the existing technology, it can more completely and realistically reflect the characteristics of high loading rate and sudden loading rate during the aircraft catapult takeoff process.

[0024] Furthermore, it also includes step S3,

[0025] S3, F is calibrated via the load calibration module. h Perform calibration and parameter tuning of the FFC+FBC composite control module:

[0026] Load calibration is performed by reading the values ​​of the standard sensor and the load sensor respectively. The load calibration method is as follows: static pressure load is applied during the forward and return strokes using a servo hydraulic cylinder, and the difference between the standard sensor and the load sensor value is considered to be the frictional force f on the movable carriage; through F h ±f value for F h Make corrections and complete F. h Calibration;

[0027] By adjusting the throttle opening of the hydraulic springs, the stiffness of multiple hydraulic springs is obtained. The stiffness of multiple hydraulic springs is used to simulate aircraft wheels with various stiffnesses to perform steps S1 and S2, thereby obtaining the control parameters in the FFC+FBC composite control module under aircraft wheels with various stiffnesses, thus completing the parameter tuning.

[0028] Note: The above calibration method can effectively calibrate the load sensor measurement values, and can obtain various control parameters in the FFC+FBC composite control module through hydraulic spring simulation testing, so as to facilitate use during the experiment.

[0029] Furthermore, it also includes the following steps,

[0030] S4, Dynamic Traffic Compensation:

[0031] S4-1. Determine if an energy storage device is needed:

[0032] Take the ejection load spectrum, calculate the flow rate Q0 of the servo hydraulic cylinder, and find the maximum flow rate Q. m Determine the maximum flow Q m If the flow rate is greater than the pump station flow rate Q, then a fast accumulator is needed; if it is less than or equal to the flow rate Q, then a fast accumulator is not needed.

[0033] S4-2, Design parameters for fast energy storage:

[0034] When a rapid energy accumulator is required, flow analysis is performed on the projectile load spectrum to obtain the required gas volume of the rapid energy accumulator; the flow analysis method is as follows:

[0035] According to the change of the slope of the load, the ejection load spectrum is divided into n load stages, that is, the same slope is recorded as one stage; the total amount of oil replenished to the accumulator ΔV is calculated using the following formula (2);

[0036]

[0037] In the formula, V n Let t be the total volume of oil required in the nth stage. n The time corresponding to the nth stage; Q is the pump station flow rate; i is the load stage, ranging from 1 to n;

[0038] Based on ΔV obtained from formula (2), calculate the gas volume V0 of the fast accumulator according to the following formula (3).

[0039]

[0040] In the formula, P2 is the pump station pressure, taken as 280 bar; P1 is the allowable pressure value of the accumulator at the final oil replenishment point, taken as 260 bar; P0 is the pre-charge pressure, taken as 0.9P1 according to convention; the V0 value obtained is the gas volume of the rapid accumulator required by the system.

[0041] Note: The above calculation method can first determine whether an accumulator is needed and calculate the required accumulator volume to facilitate the selection of the accumulator; the accumulator can assist the rapid response of the servo hydraulic cylinder, thereby accurately simulating the changes in the catapult load of the aircraft wheels.

[0042] Furthermore, based on the ejection load spectrum, the method for calculating the flow rate Q0 is as follows:

[0043]

[0044] In the formula, S is the area of ​​the servo hydraulic cylinder, ΔF is the load change, Δt is the time period of load change, and K is the stiffness of the aircraft wheel.

[0045] Note: The above calculation process can obtain the flow rate value Q0 based on the load change, and then perform the calculation for selecting the accumulator.

[0046] Furthermore, the control parameters are the P, I, and D parameters in the FBC and the feedforward control parameters in the FFC.

[0047] Note: The above control methods all use existing technologies.

[0048] Furthermore, the inherent frequency of the servo hydraulic cylinder is 16Hz, and the frequency of the high-frequency electro-hydraulic servo valve is 100Hz.

[0049] Note: By limiting the frequency selection of the servo hydraulic cylinder and the high-frequency electro-hydraulic servo valve, it can be made suitable for the testing process of aircraft wheels and movable trailers, as well as the aircraft catapult takeoff process. Setting the frequency too high or too low will reduce the accuracy of the test.

[0050] This invention also discloses the application of a dynamic simulation system for the complete catapult load spectrum of aircraft wheels, which is used to test the characteristics and service life of aircraft wheels during the catapult takeoff test.

[0051] The beneficial effects of this invention are:

[0052] This invention provides the first relatively complete simulation of the aircraft catapult takeoff process. The simulation system of this invention can accurately measure and calculate the load on the aircraft wheels and make highly sensitive adjustments, improving the system's rapid following ability, reducing static load error, and improving response performance. Compared with the equivalent load spectrum simulation test in the prior art, it can more completely and realistically reflect the characteristics of high loading rate and sudden loading rate changes in the aircraft catapult takeoff process, thereby enabling the testing and research on the characteristics and service life of the aircraft wheels during the aircraft catapult takeoff process. Attached Figure Description

[0053] Figure 1 This is a schematic diagram of the system adjustment of the present invention;

[0054] Figure 2 This is a schematic diagram of the system structure of the present invention;

[0055] Figure 3 This is a schematic diagram of the load calibration module structure in the system of the present invention;

[0056] Figure 4 This is a schematic diagram of the aircraft wheel ejection load spectrum according to the present invention;

[0057] Among them, 1-aircraft wheel, 11-hydraulic spring, 12-automatic centering device, 13-dummy shaft, 14-standard sensor, 15-load plate, 2-movable trailer, 21-accelerometer, 22-load sensor, 3-servo hydraulic cylinder, 4-flywheel. Detailed Implementation

[0058] The present invention will now be described in more detail with reference to specific embodiments, so as to better demonstrate the advantages of the present invention.

[0059] Example 1: As Figure 1 , Figure 2As shown, a dynamic simulation system for the complete ejection load spectrum of an aircraft wheel includes a movable trolley 2, an aircraft wheel 1, and a flywheel 4 for providing speed to the aircraft wheel 1. It also includes a loading module for providing load to the aircraft wheel 1, a state observation module for predicting and measuring the load of the aircraft wheel 1, and an FFC+FBC composite control module for controlling the loading module to simulate the load change of the aircraft wheel 1 during complete ejection.

[0060] The loading module includes a servo hydraulic cylinder 3 and a high-frequency electro-hydraulic servo valve mounted on the servo hydraulic cylinder 3; the high-frequency electro-hydraulic servo valve is electrically connected to the FFC+FBC composite control module.

[0061] The state observation module includes a state observer, a load sensor 22, and an acceleration sensor 21; the state observer is electrically connected to the load sensor 22 and the acceleration sensor 21 respectively, and the state observer is electrically connected to the FFC+FBC composite control module.

[0062] The aircraft wheels 1, the movable tow frame 2, and the servo hydraulic cylinder 3 are connected in sequence, and the flywheel 4 is rotatably connected to the ground; the bottom surface of the movable tow frame 2 is slidably connected to the ground, the load sensor 22 is installed at the connection between the movable tow frame 2 and the servo hydraulic cylinder 3, and the acceleration sensor 21 is installed on the top of the movable tow frame 2.

[0063] like Figure 3 As shown, the system also includes a load calibration module for calibrating and tuning the system parameters; the load calibration module includes a load-bearing plate 15, an automatic centering device 12 for center alignment, and a dummy shaft 13 for connecting to the movable carriage 2, arranged sequentially.

[0064] The automatic centering device 12 is equipped with a hydraulic spring 11 for parameter adjustment to simulate the stiffness of the aircraft wheel 1. One end of the hydraulic spring 11 is in contact with the support plate 15, and the other end of the hydraulic spring 11 is connected to the dummy shaft 13. The support plate 15 is vertically fixed to the ground and is placed on the side of the flywheel 4 near the aircraft wheel 1.

[0065] The hydraulic spring 11 is equipped with a standard sensor 14 for load calibration of the data detected by the load sensor 22;

[0066] The system also includes a flow compensation module for compensating the instantaneous flow of the loading module. The flow compensation module includes a fast accumulator connected to the servo hydraulic cylinder 3. The servo hydraulic cylinder 3 is connected to a hydraulic pump station for providing pressurized oil to the fast accumulator.

[0067] The inherent frequency of the servo hydraulic cylinder 3 is 16Hz, and the frequency of the high-frequency electro-hydraulic servo valve is 100Hz.

[0068] Example 2: This example describes a dynamic simulation method for the complete ejection load spectrum of an aircraft wheel, based on the dynamic simulation system for the complete ejection load spectrum of an aircraft wheel in Example 1, including the following steps:

[0069] S1, Estimated load value:

[0070] Determine the catapult load spectrum during the catapult takeoff process of aircraft wheel 1 (e.g.) Figure 4 As shown), the velocity spectrum of flywheel 4 during the ejection process pushes the movable trailer 2 to the contact position between the aircraft wheel 1 and flywheel 4, rotating flywheel 4 at the velocity in the velocity spectrum; then the servo hydraulic cylinder 3 is activated, pushing the movable trailer 2 to move towards one side of flywheel 4, and then the measured value F is obtained through load sensor 22. h The acceleration a of the movable trailer 2 is obtained through the acceleration sensor 21, and the observed load F of the aircraft wheel 1 is obtained according to the following formula (1). t :

[0071] F t =F h -ma (1)

[0072] In the formula, F t For the observed load of aircraft wheel 1; F h is the measurement value of load sensor 22; m is the mass of movable trailer 2; a is the acceleration of movable trailer 2;

[0073] S2, FFC+FBC composite control:

[0074] The observed load value F of aircraft wheel 1 obtained in step S1 t The input is fed into the FFC+FBC composite control module, which controls the movement of aircraft wheel 1 by controlling the opening degree of the high-frequency electro-hydraulic servo valve, thereby obtaining the observed value F of the load on aircraft wheel 1. t The changes; based on the observed value F t The observed value F is adjusted to correspond one-to-one with the load force changes on the load spectrum. t The observed load value F of aircraft wheel 1 t The changes are consistent with the changes in the catapult load spectrum during the catapult launch of aircraft wheel 1, thus completing the dynamic simulation of the catapult load spectrum during the catapult launch of aircraft wheel 1.

[0075] Example 3: Based on Example 2, this example further includes step S3.

[0076] S3, F is calibrated via the load calibration module. hPerform calibration and parameter tuning of the FFC+FBC composite control module:

[0077] Load calibration is performed by reading the values ​​of standard sensor 14 and load sensor 22 respectively. The load calibration method is as follows: static pressure load is applied during the forward and return strokes using servo hydraulic cylinder 3, and the difference between standard sensor 14 and load sensor 22 is obtained, which is considered to be the frictional force f on the movable carriage 2; through F h ±f value for F h Make corrections and complete F. h Calibration;

[0078] By adjusting the throttle opening of the hydraulic spring 11, the stiffness of the hydraulic spring 11 is obtained. The stiffness of multiple hydraulic springs 11 is used to simulate aircraft wheels 1 with various stiffnesses to perform the processes of steps S1 and S2, and the control parameters in the FFC+FBC composite control module under the aircraft wheels 1 with different stiffnesses are obtained, that is, the parameter tuning is completed. The control parameters are the P, I, and D parameters in FBC and the feedforward control parameters in FFC.

[0079] Example 4: Based on Example 3, this example further includes the following steps:

[0080] S4, Dynamic Traffic Compensation:

[0081] S4-1. Determine if an energy storage device is needed:

[0082] The method for calculating the flow rate Q0 based on the ejection load spectrum is as follows:

[0083]

[0084] In the formula, S is the area of ​​the servo hydraulic cylinder 3, ΔF is the load change, Δt is the time period of load change, and K is the stiffness of the aircraft wheel 1; the calculation results are shown in Table 1:

[0085] Table 1. Calculation results of flow rate values ​​corresponding to load and time.

[0086]

[0087] Take the projectile load spectrum (e.g.) Figure 4 (As shown), calculate the flow rate Q0 of the servo hydraulic cylinder 3, and find the maximum flow rate Q. m =1458.95L / min, maximum flow rate Q m If the flow rate is greater than 800 L / min of the pump station flow rate Q, it indicates that a rapid accumulator is needed.

[0088] S4-2, Design parameters for fast energy storage:

[0089] Flow analysis of the ejection load spectrum is performed to obtain the required gas volume of the rapid accumulator. The flow analysis method is as follows: according to the change of the load slope, the ejection load spectrum is divided into n load stages, where n = 1, that is, the same slope is recorded as one stage. The total amount of oil replenished to the accumulator ΔV is calculated using the following formula (2).

[0090]

[0091] In the formula, V n The total volume of oil required in the first stage, t n The time corresponding to the first stage; Q is the pump station flow rate = 800 L / min; i is the load stage, taken as 1;

[0092] We obtain ΔV = 4.50L

[0093] Based on ΔV obtained from formula (2), calculate the gas volume V0 of the fast accumulator according to the following formula (3).

[0094]

[0095] In the formula, P2 is the pump station pressure, taken as 280 bar; P1 is the allowable pressure value of the accumulator at the final oil replenishment point, taken as 260 bar; P0 is the pre-charge pressure, taken as 0.9P1 according to convention; the V0 value is the gas volume of the rapid accumulator required by the system; V0 = 97.51L is obtained. Based on the V0, two commercially available 50L accumulators are selected, and dynamic flow compensation is performed on the servo hydraulic cylinder 3.

Claims

1. A dynamic simulation system for the complete ejection load spectrum of an aircraft wheel, comprising a movable trolley (2), an aircraft wheel (1), and a flywheel (4) for providing speed to the aircraft wheel (1), characterized in that, It also includes a loading module for providing load to the aircraft wheel (1), a state observation module for predicting and measuring the load of the aircraft wheel (1), and an FFC+FBC composite control module for controlling the loading module to simulate the load change of the aircraft wheel (1) during a complete ejection. The loading module includes a servo hydraulic cylinder (3) and a high-frequency electro-hydraulic servo valve disposed on the servo hydraulic cylinder (3); the high-frequency electro-hydraulic servo valve is electrically connected to the FFC+FBC composite control module; The state observation module includes a state observer, a load sensor (22) and an acceleration sensor (21); the state observer is electrically connected to the load sensor (22) and the acceleration sensor (21) respectively, and the state observer is electrically connected to the FFC+FBC composite control module; The aircraft wheels (1), the movable trailer (2) and the servo hydraulic cylinder (3) are connected in sequence, and the flywheel (4) is rotatably connected to the ground; the bottom surface of the movable trailer (2) is slidably connected to the ground, the load sensor (22) is installed at the connection between the movable trailer (2) and the servo hydraulic cylinder (3), and the acceleration sensor (21) is installed on the top of the movable trailer (2).

2. The dynamic simulation system for the complete ejection load spectrum of aircraft wheels as described in claim 1, characterized in that, It also includes a load calibration module for calibrating and tuning the system parameters; the load calibration module includes a load-bearing plate (15), an automatic centering device (12) for center alignment, and a dummy shaft (13) for connecting to the movable carriage (2) arranged in sequence. The automatic centering device (12) is equipped with a hydraulic spring (11) for parameter adjustment to simulate the stiffness of the aircraft wheel (1). One end of the hydraulic spring (11) is in contact with the support plate (15), and the other end of the hydraulic spring (11) is connected to the dummy shaft (13). The support plate (15) is vertically fixed to the ground and is placed on the side of the flywheel (4) near the aircraft wheel (1). The hydraulic spring (11) is equipped with a standard sensor (14) for load calibration of the data detected by the load sensor (22).

3. The dynamic simulation system for the complete ejection load spectrum of aircraft wheels as described in claim 2, characterized in that, It also includes a flow compensation module for compensating the instantaneous flow of the loading module, the flow compensation module including a fast accumulator connected to the servo hydraulic cylinder (3), the servo hydraulic cylinder (3) being connected to a hydraulic pump station for providing pressurized oil to the fast accumulator.

4. The dynamic simulation system for the complete ejection load spectrum of aircraft wheels as described in claim 1, characterized in that, The inherent frequency of the servo hydraulic cylinder (3) is 16Hz, and the frequency of the high-frequency electro-hydraulic servo valve is 100Hz.

5. A method for dynamic simulation of the complete ejection load spectrum of an aircraft wheel, based on the dynamic simulation system for the complete ejection load spectrum of an aircraft wheel as described in claim 3, characterized in that, Includes the following steps: S1, Estimated load value: Determine the catapult load spectrum of the aircraft wheel (1) during catapult takeoff and the velocity spectrum of the flywheel (4) during catapult launch. Push the movable trolley (2) to the contact position between the aircraft wheel (1) and the flywheel (4) and rotate the flywheel (4) at the velocity in the velocity spectrum. Then activate the servo hydraulic cylinder (3) to push the movable trolley (2) to move towards the flywheel (4). Then obtain the measured value F through the load sensor (22). h The acceleration a of the movable trailer (2) is obtained by the acceleration sensor (21), and the load observation value F of the aircraft wheel (1) is obtained according to the following formula (1). t : F t =F h -in (1) In the formula, F t For the observed load values ​​of the aircraft wheel (1); F h is the measured value of the load sensor (22); m is the mass of the movable trailer (2); a is the acceleration of the movable trailer (2); S2, FFC+FBC composite control: The observed load value F of the aircraft wheel (1) obtained in step S1. t The input is fed into the FFC+FBC composite control module, which controls the movement of the aircraft wheel (1) by controlling the opening of the high-frequency electro-hydraulic servo valve, thereby obtaining the observed value F of the load on the aircraft wheel (1). t The changes; based on the observed value F t The observed value F is adjusted to correspond one-to-one with the load force changes on the load spectrum. t The observed load value F of the aircraft wheel (1) t The changes are consistent with the changes in the catapult load spectrum during the catapult takeoff of the aircraft wheel (1), that is, the dynamic simulation of the catapult load spectrum during the catapult takeoff of the aircraft wheel (1) is completed.

6. The method for dynamic simulation of the complete catapult load spectrum of an aircraft wheel as described in claim 5, characterized in that, It also includes step S3, S3, F is calibrated via the load calibration module. h Perform calibration and parameter tuning of the FFC+FBC composite control module: Load calibration is performed by reading the values ​​of the standard sensor (14) and the load sensor (22) respectively. The load calibration method is as follows: static pressure load is applied during the forward and return strokes using the servo hydraulic cylinder (3) to obtain the difference between the standard sensor (14) and the load sensor (22), which is considered to be the frictional force f on the movable carriage (2); through F h ±f value for F h Make corrections and complete F. h Calibration; By adjusting the throttle opening of the hydraulic spring (11), the stiffness of multiple hydraulic springs (11) is obtained. The stiffness of multiple hydraulic springs (11) is used to simulate the aircraft wheels (1) with various stiffnesses to perform the processes of steps S1 and S2, and the control parameters in the FFC+FBC composite control module under the aircraft wheels (1) with various stiffnesses are obtained, thus completing the parameter tuning.

7. The method for dynamic simulation of the complete ejection load spectrum of aircraft wheels as described in claim 5, characterized in that, It also includes the following steps, S4, Dynamic Traffic Compensation: S4-1. Determine if an energy storage device is needed: Take the ejection load spectrum, calculate the flow rate Q0 of the servo hydraulic cylinder (3), and find the maximum flow rate Q. m Determine the maximum flow Q m If the flow rate is greater than the pump station flow rate Q, then a fast accumulator is needed; if it is less than or equal to the flow rate Q, then a fast accumulator is not needed. S4-2, Design parameters for fast energy storage: When a rapid accumulator is required, a flow analysis is performed on the projectile load spectrum to obtain the gas volume of the required rapid accumulator, and then the corresponding rapid accumulator is selected to perform dynamic flow compensation for the servo hydraulic cylinder (3); the flow analysis method is as follows: According to the change of the slope of the load, the ejection load spectrum is divided into n load stages, that is, the same slope is recorded as one stage; the total amount of oil replenished to the accumulator ΔV is calculated using the following formula (2); In the formula, V n Let t be the total volume of oil required in the nth stage. n The time corresponding to the nth stage; Q is the pump station flow rate; i is the load stage, ranging from 1 to n; Based on ΔV obtained from formula (2), calculate the gas volume V0 of the fast accumulator according to the following formula (3). In the formula, P2 is the pump station pressure, taken as 280 bar; P1 is the allowable pressure value of the accumulator at the final oil replenishment point, taken as 260 bar; P0 is the pre-charge pressure, taken as 0.9P1 according to convention; the obtained V0 value is the gas volume of the rapid accumulator required by the system.

8. The method for dynamic simulation of the complete ejection load spectrum of an aircraft wheel as described in claim 7, characterized in that, The method for calculating the flow rate Q0 based on the ejection load spectrum is as follows: In the formula, S is the area of ​​the servo hydraulic cylinder (3), ΔF is the load change, Δt is the time period of load change, and K is the stiffness of the aircraft wheel (1).

9. The method for dynamic simulation of the complete catapult load spectrum of an aircraft wheel as described in claim 6, characterized in that, The control parameters are the P, I, and D parameters in FBC and the feedforward control parameters in FFC.

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