Airplane main landing gear simulation test device, test load vehicle and control method

Abstract

The application provides an airplane main landing gear simulation test device, a test load vehicle and a control method, relates to the technical field of flight test devices, and solves the technical problem that the main landing gear of the test load vehicle cannot be lifted with the change of the load, resulting in errors in the test results and low precision. The airplane main landing gear simulation test device and the test load vehicle comprise a main landing gear body, a left wheel assembly and a right wheel assembly, a wheel frame upper joint, a wheel frame lower joint and a hydraulic drive mechanism are arranged between the left wheel assembly and the main landing gear body and between the right wheel assembly and the main landing gear body, the wheel frame upper joint is rotationally connected to both ends of the main landing gear body, one end of the wheel frame lower joint is rotationally connected to the wheel frame upper joint, the other end of the wheel frame lower joint is connected to the left wheel assembly or the right wheel assembly, and the hydraulic drive mechanism is connected between the wheel frame upper joint and the wheel frame lower joint. The application is used for providing an airplane main landing gear simulation test device and a test load vehicle for improving the accuracy of test results.

Description

Technical Field

[0001] This invention relates to the field of flight test equipment technology, and in particular to an aircraft main landing gear simulation test device, a test load vehicle, and a control method. Background Technology

[0002] Currently, existing test load vehicles for aircraft towing vehicles can generally only simulate a single aircraft model. If different aircraft need to be tested, multiple test load vehicles are required, which is not only cumbersome to use but also very costly. At the same time, the rear axle, i.e. the main landing gear simulation device, of existing test load vehicles is generally fixed and cannot simulate the characteristics of the main landing gear of a real aircraft rising and falling with the load. Therefore, when using existing test load vehicles for testing, the test results will have errors and are not accurate enough.

[0003] The applicant has discovered that the existing technology has at least the following technical problems: the existing test load vehicle's undercarriage cannot rise and fall with changes in load, resulting in errors in the test results and low accuracy. Summary of the Invention

[0004] The purpose of this invention is to provide an aircraft main landing gear simulation testing device, a test load vehicle, and a control method, to solve the technical problem in the prior art where the main landing gear of the test load vehicle cannot rise and fall with changes in load, resulting in errors and low accuracy in the test results. 。 The preferred technical solutions among the many technical solutions provided by this invention can produce a variety of technical effects, which are described in detail below.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] The aircraft main landing gear simulation testing device provided by this invention includes a main landing gear body, a left wheel assembly, and a right wheel assembly, wherein:

[0007] A wheel carrier upper joint, a wheel carrier lower joint, and a hydraulic drive mechanism are provided between the left wheel assembly and the main landing gear body, and between the right wheel assembly and the main landing gear body. The wheel carrier upper joint is rotatably connected to both ends of the main landing gear body. One end of the wheel carrier lower joint is rotatably connected to the wheel carrier upper joint, and the other end of the wheel carrier lower joint is connected to the left wheel assembly or the right wheel assembly. The hydraulic drive mechanism is connected between the wheel carrier upper joint and the wheel carrier lower joint.

[0008] As a further improvement of the present invention, the hydraulic drive mechanism is a hydraulic cylinder, and a pressure sensor is provided inside the hydraulic cylinder.

[0009] As a further improvement of the present invention, displacement sensors are provided at both ends of the main landing gear body.

[0010] As a further improvement of the present invention, the main landing gear body includes a left wheel frame, a right wheel frame, and a frame disposed between the left wheel frame and the right wheel frame. The frame has a trapezoidal structure, and the left wheel assembly and the right wheel assembly are respectively connected to the left wheel frame and the right wheel frame.

[0011] As a further improvement of the present invention, a reinforcing beam is provided between the left wheel frame and the right wheel frame, and the reinforcing beam and the frame form a closed trapezoidal basket.

[0012] As a further improvement of the present invention, both the left wheel assembly and the right wheel assembly are provided with a hydraulic braking mechanism.

[0013] A test load vehicle includes an aircraft main landing gear simulation test device as described above.

[0014] As a further improvement of the present invention, the aircraft main landing gear simulation test device is provided with two or more sets.

[0015] A control method includes the following steps:

[0016] A. Obtain the oil pressure value P inside the hydraulic cylinder;

[0017] B. Calculate the pressure F on the main landing gear body using the formula F = P * A, where A is the force-bearing area of ​​the rodless chamber of the hydraulic cylinder.

[0018] C. Calculate the mass m of the test load vehicle borne by the main landing gear body using the formula m = F / g;

[0019] D. Determine the height h of the main landing gear body based on the value of m, and adjust the height of the main landing gear body by raising and lowering it using hydraulic cylinders.

[0020] As a further improvement of the present invention, the correspondence between the main landing gear body height value h and the mass value m was obtained through actual aircraft experimental testing.

[0021] As a further improvement of the present invention, the mass value m is reduced from the minimum value m min up to the maximum value m max Divide into several segments, and in each segment, the mass value m and h have a linear relationship. For example, between m1 and m2, h = f * m, where f is the coefficient value obtained from the experiment.

[0022] After obtaining the mass value m in step C, first determine which interval the m value belongs to, and then calculate the main landing gear height value h using the formula h = f * m.

[0023] The beneficial effects of this invention are as follows: The aircraft main landing gear simulation test device provided by this invention, through the setting of upper and lower wheel frame joints and a hydraulic drive mechanism, allows the left and right wheel assemblies to be rotatably connected to both ends of the main landing gear body, realizing the rotation of the left and right wheel assemblies. The hydraulic drive mechanism, connected between the upper and lower wheel frame joints, can drive the lifting and lowering of both ends of the main landing gear body, thereby adjusting the height of both ends of the main landing gear body. Since the load distribution of the aircraft's nose landing gear and main landing gear is generally a fixed ratio, the total weight of the vehicle, i.e., the total weight of the simulated aircraft, can be calculated from the portion of the vehicle's weight borne by the aircraft main landing gear simulation device. Accordingly, the aircraft main landing gear simulation device will adjust its lifting and lowering height to the corresponding height based on the data of the real aircraft main landing gear, ensuring that the overall attitude of the test load vehicle is the same as that of the real aircraft. This achieves the ability to follow the weight changes of the test load vehicle and correspondingly lift and lower, making it more accurately simulate the real aircraft and improving the accuracy of the test results. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a perspective view of the present invention;

[0026] Figure 2 This is a front view of the present invention;

[0027] Figure 3 This is a side view of the present invention;

[0028] Figure 4 This is the control flowchart of the present invention.

[0029] In the figure: 1. Main landing gear body; 2. Left wheel assembly; 3. Right wheel assembly; 11. Left wheel frame; 12. Right wheel frame; 13. Chassis; 14. Reinforcing beam; 15. Displacement sensor; 21. Brake spring hydraulic cylinder; 41. Upper wheel frame joint; 42. Lower wheel frame joint; 43. Hydraulic drive mechanism. Detailed Implementation

[0030] Please refer to the attached diagram below. Figures 1-4This document explains the content of the invention and the differences between the invention and existing technologies. The technical solutions (including preferred solutions) of the invention are further described in detail below with reference to accompanying drawings and examples of optional embodiments. It should be noted that any technical feature or solution in this embodiment is one or more of a variety of optional technical features or solutions. For the sake of brevity, this document cannot exhaustively list all alternative technical features and solutions of the invention, nor is it convenient to emphasize that each implementation of a technical feature is one of multiple optional implementations. Therefore, those skilled in the art should understand that any technical means provided by the invention can be replaced, or any two or more technical means or features provided by the invention can be combined to obtain new technical solutions. No technical feature or solution in this embodiment limits the scope of protection of the invention. The scope of protection of the invention should include any alternative technical solutions that can be conceived by those skilled in the art without creative effort, as well as new technical solutions obtained by combining any two or more technical means or features provided by the invention.

[0031] In the description of this invention, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0033] This invention provides an aircraft main landing gear simulation test device, a test load vehicle, and a control method to improve the accuracy of test results.

[0034] The following is combined with Figures 1-4 The technical solution provided by this invention will be described in more detail below.

[0035] This invention provides an aircraft main landing gear simulation testing device, comprising a main landing gear body, a left wheel assembly, and a right wheel assembly, wherein:

[0036] A wheel carrier upper joint, a wheel carrier lower joint, and a hydraulic drive mechanism are provided between the left wheel assembly and the main landing gear body, and between the right wheel assembly and the main landing gear body. The wheel carrier upper joint is rotatably connected to both ends of the main landing gear body. One end of the wheel carrier lower joint is rotatably connected to the wheel carrier upper joint, and the other end of the wheel carrier lower joint is connected to the left wheel assembly or the right wheel assembly. The hydraulic drive mechanism is connected between the wheel carrier upper joint and the wheel carrier lower joint.

[0037] The aircraft main landing gear simulation testing device provided by this invention, by setting up an upper wheel carrier joint, a lower wheel carrier joint, and a hydraulic drive mechanism, allows the left and right wheel assemblies to be rotatably connected to both ends of the main landing gear body, thereby enabling the rotation of the left and right wheel assemblies. The hydraulic drive mechanism, connected between the upper and lower wheel carrier joints, can drive the lifting and lowering of both ends of the main landing gear body, thus adjusting the height of both ends of the main landing gear body. Since the load distribution between the aircraft's nose landing gear and main landing gear is generally in a fixed ratio, it can be used to...

[0038] The weight of the entire vehicle, i.e. the total weight of the simulated aircraft 5, is calculated by the portion of the vehicle's weight borne by the aircraft's main landing gear simulator. Accordingly, the aircraft's main landing gear simulator will adjust its lifting height to the corresponding height based on the data of the real aircraft's main landing gear, ensuring that the overall attitude of the test load vehicle is the same as that of the real aircraft. This achieves the ability to follow the weight changes of the test load vehicle and adjust its lifting height accordingly, making it more accurately simulate the real aircraft and improving the accuracy of the test results.

[0039] As a further improvement of the present invention, the hydraulic drive mechanism is a hydraulic cylinder, and a pressure sensor is installed inside the hydraulic cylinder. The pressure sensor detects the internal pressure of the hydraulic cylinder, and the total vehicle weight borne by the aircraft main landing gear simulator can be obtained by calculation.

[0040] As a further improvement of the present invention, displacement sensors are provided at both ends of the main landing gear body. The displacement sensors can detect and adjust the left and right heights of the main landing gear body in real time to ensure the left and right balance of the test load vehicle and prevent inaccurate experimental data due to left and right tilting.

[0041] 5. As a further improvement of the present invention, the main landing gear body includes a left wheel frame, a right wheel frame, and a frame disposed between the left wheel frame and the right wheel frame. The frame has a trapezoidal structure, and the left wheel assembly and the right wheel assembly are respectively connected to the left wheel frame and the right wheel frame.

[0042] As a further improvement of the present invention, a reinforcing beam is provided between the left wheel frame and the right wheel frame, and the reinforcing beam and the frame form a closed trapezoidal basket.

[0043] In the aforementioned further improvements, the frame, which is reinforced with beams and the main landing gear body, forms a trapezoidal basket with high structural strength. It can simulate various aircraft models by changing its dimensions.

[0044] As a further improvement of the present invention, both the left wheel assembly and the right wheel assembly are equipped with hydraulic braking mechanisms. These hydraulic braking mechanisms possess powerful braking capabilities, allowing the wheel-mounted aircraft tractor to be used to test the maximum traction force of the entire vehicle using a test load vehicle.

[0045] A test load vehicle includes an aircraft main landing gear simulation test device as described above.

[0046] As a further improvement of the present invention, the aircraft main landing gear simulation test device is provided with two or more sets.

[0047] The test load vehicle provided by this invention allows the same test load vehicle to select the corresponding aircraft main landing gear simulation test device to complete the test of a specified aircraft model according to the test requirements. The test is completed by using a hydraulic drive mechanism to raise the corresponding aircraft main landing gear simulation device, which is very convenient and greatly reduces the test cost.

[0048] A control method includes the following steps:

[0049] A. Obtain the oil pressure value P inside the hydraulic cylinder;

[0050] B. Calculate the pressure F on the main landing gear body using the formula F = P * A, where A is the force-bearing area of ​​the rodless chamber of the hydraulic cylinder.

[0051] C. Calculate the mass m of the test load vehicle borne by the main landing gear body using the formula m = F / g;

[0052] D. Determine the height h of the main landing gear body based on the value of m, and adjust the height of the main landing gear body by raising and lowering it using hydraulic cylinders.

[0053] As a further improvement of the present invention, the correspondence between the main landing gear body height value h and the mass value m was obtained through actual aircraft experimental testing.

[0054] As a further improvement of the present invention, the mass value m is reduced from the minimum value m min up to the maximum value m max Divide into several segments, and in each segment, the mass value m and h have a linear relationship. For example, between m1 and m2, h = f * m, where f is the coefficient value obtained from the experiment.

[0055] After obtaining the mass value m in step C, first determine which interval the m value belongs to, and then calculate the main landing gear height value h using the formula h = f * m.

[0056] The control method provided by this invention can calculate the pressure on the main landing gear body based on the oil pressure value of the hydraulic cylinder, thereby obtaining the overall weight of the aircraft. Based on the overall weight value of the aircraft, the height value of the main landing gear body is obtained, so as to ensure that the attitude of the test load vehicle under different working conditions is the same as that of the real aircraft, thereby ensuring that the test data during the test is more accurate.

[0057] Example 1:

[0058] The aircraft main landing gear simulation testing device provided by this utility model includes a main landing gear body 1, a left wheel assembly 2, and a right wheel assembly 3, wherein:

[0059] The main landing gear body 1 includes a left wheel frame 11, a right wheel frame 12, and a frame 13 disposed between the left wheel frame 11 and the right wheel frame 12. The frame 13 has a trapezoidal structure. A reinforcing beam 14 is also disposed between the left wheel frame 11 and the right wheel frame 12. The reinforcing beam 14 and the frame 13 form a closed trapezoidal structure. The left wheel assembly 2 and the right wheel assembly 3 are respectively connected to the left wheel frame 11 and the right wheel frame 12.

[0060] It should be emphasized that the aircraft main landing gear simulation test device uses the same tire model and installation dimensions as the real aircraft, based on the parameters of the real aircraft.

[0061] A wheel frame upper joint 41, a wheel frame lower joint 42, and a hydraulic drive mechanism 43 are provided between the left wheel assembly 2 and the left wheel frame 11, and between the right wheel assembly 3 and the right wheel frame 12. The wheel frame upper joint 41 is rotatably connected to the left wheel frame 11 or the right wheel frame 12. One end of the wheel frame lower joint 42 is rotatably connected to the wheel frame upper joint 41, and the other end of the wheel frame lower joint 42 is connected to the left wheel assembly 2 or the right wheel assembly 3. The hydraulic drive mechanism 43 is connected between the wheel frame upper joint 41 and the wheel frame lower joint 42.

[0062] By setting up the upper joint 41, the lower joint 42, and the hydraulic drive mechanism 43, the left wheel assembly 2 and the right wheel assembly 3 are rotatably connected to the left wheel frame 11 and the right wheel frame 12, respectively, so as to realize the rotation of the left wheel assembly 2 and the right wheel assembly 3. The hydraulic drive mechanism 43 is connected between the upper joint 41 and the lower joint 42 of the wheel frame, and can drive the lifting and lowering of the left wheel frame 11 and the right wheel frame 12, thereby adjusting the height of the left wheel frame 11 and the right wheel frame 12.

[0063] Furthermore, the hydraulic drive mechanism 43 is a hydraulic cylinder, and a pressure sensor is installed inside the hydraulic cylinder. The pressure sensor detects the internal pressure of the hydraulic cylinder, and the total weight of the aircraft main landing gear simulator can be obtained by calculation. Since the load distribution between the aircraft nose landing gear and main landing gear is generally in a fixed ratio, the total weight of the aircraft, i.e., the total weight of the simulated aircraft, can be calculated from the portion of the total weight borne by the aircraft main landing gear simulator. Accordingly, the aircraft main landing gear simulator will adjust its lifting height to the corresponding height based on the data of the real aircraft main landing gear to ensure that the overall attitude of the test load vehicle is the same as that of the real aircraft.

[0064] Displacement sensors 15 are installed at both ends of the main landing gear body 1. The displacement sensors 15 can detect and adjust the left and right heights of the main landing gear body 1 in real time to ensure that the test load vehicle is balanced from left to right and will not cause inaccurate experimental data due to left or right tilt.

[0065] Furthermore, both the left wheel assembly 2 and the right wheel assembly 3 are equipped with hydraulic braking mechanisms. These hydraulic braking mechanisms are driven by a brake spring hydraulic cylinder 21, providing powerful braking capabilities. The wheel-mounted aircraft tractor can be used with a test load vehicle to test the maximum traction force of the entire vehicle.

[0066] Example 2:

[0067] The test load vehicle provided by this utility model includes a load vehicle body and an aircraft main landing gear simulation test device installed at the bottom of the load vehicle body. The aircraft main landing gear simulation test device is provided in two sets, and the two sets of aircraft main landing gear simulation test devices are installed at the bottom of the load vehicle body according to the real data of two different aircraft models.

[0068] Specifically, the simulation process is illustrated using real data from both the Boeing B737-800 and the Airbus A320-200 aircraft.

[0069] B737-800 main landing gear data: the installation distance between the left and right main landing gears is 5710mm, the tire model is H44.5x16.5-21, each main landing gear is equipped with two tires, and the installation distance between the two tires is 860mm.

[0070] A320-200 main landing gear data: the installation distance between the left and right main landing gears is 7590mm, the tire size is 1270x455R22, each main landing gear has two tires, and the installation distance between the two tires is 927mm.

[0071] Based on the actual data of the two aircraft models mentioned above, two sets of aircraft main landing gear simulation test devices were set at the bottom of the load vehicle body so that the overall weight borne by the aircraft main landing gear simulation test device is the same as that of the real aircraft, which can simulate the real aircraft to the greatest extent and obtain more accurate test data.

[0072] Example 3:

[0073] A control method, characterized by comprising the following steps:

[0074] A. Obtain the oil pressure value P inside the hydraulic cylinder;

[0075] B. Calculate the pressure F on the main landing gear using the formula F = P * A, where A is the force-bearing area of ​​the rodless chamber of the hydraulic cylinder.

[0076] C. Calculate the mass m of the test load vehicle borne by the main landing gear body using the formula m = F / g;

[0077] D. Determine the height h of the main landing gear body based on the value of m, and adjust the height of the main landing gear body by raising and lowering it using hydraulic cylinders.

[0078] The correspondence between the main landing gear height value h and the mass value m was obtained through actual aircraft experimental testing.

[0079] The mass value m is reduced from its minimum value m min up to the maximum value m max Divide into several segments, and in each segment, the mass value m and h have a linear relationship. For example, between m1 and m2, h = f * m, where f is the coefficient value obtained from the experiment.

[0080] After obtaining the mass value m in step C, first determine which interval the m value belongs to, and then calculate the main landing gear height value h using the formula h = f * m.

[0081] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A simulation testing device for aircraft main landing gear, characterized in that, Includes the main landing gear body, left wheel assembly, and right wheel assembly, among which: A wheel carrier upper joint, a wheel carrier lower joint, and a hydraulic drive mechanism are provided between the left wheel assembly and the main landing gear body, and between the right wheel assembly and the main landing gear body. The wheel carrier upper joint is rotatably connected to both ends of the main landing gear body. One end of the wheel carrier lower joint is rotatably connected to the wheel carrier upper joint, and the other end of the wheel carrier lower joint is connected to the left wheel assembly or the right wheel assembly. The hydraulic drive mechanism is connected between the wheel carrier upper joint and the wheel carrier lower joint. The hydraulic drive mechanism is a hydraulic cylinder, and a pressure sensor is installed inside the hydraulic cylinder. Displacement sensors are installed at both ends of the main landing gear body. The test load mass of the main landing gear body is calculated based on the oil pressure value obtained from the pressure sensor. The target height of the main landing gear body is determined based on the mass and a pre-defined correspondence between the height and mass values ​​obtained from real aircraft experiments. The mass value is divided into several segments from minimum to maximum, with a linear relationship between mass and height in each segment. When determining the target height, it is first determined which segment the mass belongs to, and then the target height of the main landing gear body is calculated using the corresponding linear relationship. Finally, the hydraulic drive mechanism is controlled to adjust the main landing gear body to the target height.

2. The aircraft main landing gear simulation test device according to claim 1, characterized in that, Both the left wheel assembly and the right wheel assembly are equipped with hydraulic braking mechanisms.

3. The aircraft main landing gear simulation test device according to claim 2, characterized in that, The main landing gear body includes a left wheel frame, a right wheel frame, and a frame disposed between the left wheel frame and the right wheel frame. The frame has a trapezoidal structure, and the left wheel assembly and the right wheel assembly are respectively connected to the left wheel frame and the right wheel frame.

4. The aircraft main landing gear simulation test device according to claim 3, characterized in that, A reinforcing beam is provided between the left wheel frame and the right wheel frame, and the reinforcing beam and the frame form a closed trapezoidal basket.

5. A test load vehicle, characterized in that, It includes an aircraft main landing gear simulation test apparatus as described in any one of claims 1-4.

6. The test load vehicle according to claim 5, characterized in that, The aircraft main landing gear simulation test device is equipped with two or more sets.

7. A control method for an aircraft main landing gear simulation test device according to any one of claims 1 to 4, characterized in that, Includes the following steps: A. Obtain the oil pressure value P inside the hydraulic cylinder; B. Using the formula F=P A calculates the pressure F on the main landing gear body, where A is the force-bearing area of ​​the rodless chamber of the hydraulic cylinder. C. Calculate the mass m of the test load vehicle borne by the main landing gear body using the formula m=F / g; D. Determine the height h of the main landing gear body based on the value of m, and adjust the height of the main landing gear body by raising and lowering it using hydraulic cylinders; The mass value m is divided into several segments from its minimum value mmin to its maximum value mmmax. In each segment, the mass value m has a linear relationship with h, where h = f. m and f are the coefficient values ​​obtained from the experiment; After obtaining the quality value m in step C, first determine which interval the value of m belongs to, and then use the formula h=f m calculates the main landing gear height value h; The correspondence between the main landing gear height value h and the mass value m was obtained through actual aircraft experimental testing.

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