A performance stability tester for friction flat spots of an aircraft tire

Abstract

The present application relates to the technical field of aviation tires, and particularly relates to a performance stability tester for friction flat spots of aviation tires, which amplifies the jumping amplitude of the aviation tires through a laser beam, and evaluates the performance stability of the friction flat spots of the measured aviation tires by comprehensively processing the data in two directions; the performance stability tester comprises a wheel frame, which is used for mounting the aviation tires; the performance stability tester also comprises a sliding rail, a simulated runway, a first laser head, a second laser head, a receiving unit, a lowering unit and a driving unit; the wheel frame is mounted on the lowering unit; the sliding rail is provided with a sliding table; the driving unit drives the sliding table to move; the simulated runway is mounted on the sliding table; the first laser head is mounted on the wheel frame; the laser emitted by the first laser head is coaxial with the rotation shaft of the aviation tire; the second laser head is mounted on the lowering unit; the laser emitted by the second laser head is perpendicular to the rotation shaft of the aviation tire; the receiving unit is provided with two; the lasers emitted by the first laser head and the second laser head are respectively irradiated on the two receiving units.

Description

Technical Field

[0001] This invention relates to the technical field of aircraft tires, and in particular to a performance stability tester for aircraft tire friction pockmarks. Background Technology

[0002] Aircraft descend at speeds of 200-250 km / h. At the moment of contact between the aircraft tires and the runway, intense friction occurs. After this friction, the tires gradually synchronize their rotational speed with the runway speed, followed by braking until the aircraft comes to a stop. The intense relative friction generated at the moment of contact creates friction marks on the tire surface. These friction marks disrupt the tire's roundness and dynamic balance, reducing its stability. Therefore, a stability testing instrument is needed to simulate the friction marks generated during aircraft landing and to assess the performance stability of these friction marks. Summary of the Invention

[0003] To address the aforementioned technical problems, this invention provides an aircraft tire friction pattern performance stability tester that amplifies the runout amplitude of an aircraft tire using a laser beam and evaluates the performance stability of the friction pattern of the tested aircraft tire by combining data from two directions.

[0004] This invention discloses a performance stability tester for aircraft tire friction marks, comprising a wheel frame for mounting an aircraft tire; a slide rail, a simulated runway, a first laser head, a second laser head, a receiving unit, a descent unit, and a drive unit. The wheel frame is mounted on the descent unit, the slide rail is laid below the wheel frame, and a slide table is mounted on the slide rail. The drive unit drives the slide table to move. The simulated runway is mounted on the slide table. The first laser head is mounted on the wheel frame, and the laser emitted by the first laser head is coaxial with the axis of rotation of the aircraft tire. The second laser head is mounted on the descent unit, and the laser emitted by the second laser head intersects the axis of rotation of the aircraft tire perpendicularly. Two receiving units are provided, and the lasers emitted by the first and second laser heads respectively illuminate the two receiving units. The descent speed of the descent unit is adjusted so that the aircraft tire reaches the vertical speed of an aircraft landing when it contacts the simulated runway. The power of the drive unit is adjusted so that the slide rail drives the simulated runway to reach the horizontal speed of an aircraft landing when it contacts the aircraft tire. The activation timing of the descent unit and the drive unit is adjusted so that the aircraft tire can collide with the simulated runway and ensure that the aircraft tire can accelerate from a standstill to match the speed of the simulated runway. During testing, the aircraft tire is transferred to the wheel frame, and the descent unit accelerates its descent. Simultaneously, the drive unit accelerates the movement of the slide and simulated runway, bringing the aircraft tire into contact with the simulated runway to simulate the working conditions of the aircraft tire at the moment of aircraft landing. If necessary, the aircraft tire and simulated runway are heated or cooled. After intense friction between the aircraft tire and the simulated runway, friction spots are generated on the wheel surface, causing the aircraft tire to bounce as it rolls on the simulated runway. The bounce of the aircraft tire is transmitted to the wheel frame and the descent unit, thereby causing the first laser head and the second laser head to bounce. The first laser head bounces with the aircraft tire's axis of rotation, and the second laser head bounces with the tire's tread. By setting two receiving units at different distances from the first and second laser heads, the bounce amplitude of the aircraft tire is amplified, making it easier for the receiving units to record. The laser scans emitted by the bouncing first and second laser heads form two sets of data on the two receiving units, with time as the horizontal axis and amplitude as the vertical axis. One set of data is the vertical bounce data, and the other is the horizontal bounce data. By combining the data recorded by the two receiving units, the performance stability of the friction spots of the tested aircraft tire can be evaluated.

[0005] Preferably, the receiving unit includes a light plate and a CCD camera, both mounted on an adjustable bracket. The light plate is arranged perpendicularly to the laser head of the first or second laser head, and the CCD camera captures the position of the laser spot on the light plate. The laser emitted by the first or second laser head at rest forms a light spot on the light plate as the origin. During testing, the light spot moves with the movement of the aircraft tire. The CCD camera captures high-speed images of the light plate to obtain the time and position information of the light spot. The vertical and horizontal distances of the light spot relative to the origin at a certain moment are calculated. The vertical and horizontal distances are divided by a scaling factor to obtain the vertical and horizontal amplitudes of the aircraft tire at a certain moment. The ratio of the distance between the virtual center of the aircraft tire's movement and the distance between the actual center of the aircraft tire and the virtual center of the aircraft tire's movement is the aforementioned scaling factor.

[0006] Preferably, the lowering unit includes a gantry, a guide rod, a shock absorber, a spring, a rotating seat, and a low-deflection zone. The gantry is provided with left and right columns and a crossbeam. The middle part of the guide rod is slidably connected to the crossbeam of the gantry. The guide rod is vertically arranged, and its lower end is mounted on the shock absorber. The lower end of the spring is connected to the shock absorber, and its upper end is connected to the crossbeam of the gantry. The rotating seat is rotatably mounted on the lower end of the shock absorber. A wheel frame is mounted on the rotating seat. The second laser head is mounted on the side wall of the rotating seat. A low-deflection zone is provided at the connection between the rotating seat and the shock absorber. Before testing, the guide rod is raised to compress the spring and store energy. When the spring force is released, it can drive the aircraft tire to the set descent speed through the guide rod, shock absorber, rotating seat, and wheel frame, and make the aircraft tire bear the set pressure. The shock absorber dampens the aircraft tire's bounce. By setting a low deflection zone, the overall structure of the aircraft tire remains stable when it bounces, and deformation only occurs in the low deflection zone. Thus, the low deflection zone becomes the virtual center of the aircraft tire's bounce, which is convenient for calculating the proportional coefficient.

[0007] Preferably, the device also includes an electric actuator and a locking plate. The side wall of the guide rod has multiple locking slots arranged evenly in the vertical direction. The electric actuator is installed on the crossbeam of the gantry. The piston rod of the electric actuator is rotatably connected to one end of the locking plate, and the middle part of the locking plate is rotatably connected to the crossbeam of the gantry. The other end of the locking plate is locked in the locking slot of the guide rod. After the guide rod is lifted to compress and store energy in the spring, the electric actuator is operated to push the locking plate to rotate, so that the locking plate is locked in the locking slot of the guide rod, thereby positioning the guide rod. When the test begins, the action of the electric actuator causes the locking plate to rotate and disengage from the locking slot of the guide rod, thereby releasing the guide rod and realizing the locking and releasing of the guide rod.

[0008] Preferably, it also includes speed measuring reflectors, which are set on the wheel frame or slide. Two speed measuring reflectors work in conjunction with the speed measuring instrument to detect the speed of the wheel frame and the slide. The descent speed of the wheel frame is calibrated by the speed measuring reflectors and the speed measuring instrument to determine that the aircraft tire can reach the set descent speed when it meets the simulated runway. The horizontal speed of the slide is calibrated by the speed measuring reflectors and the speed measuring instrument to determine that the set horizontal speed can be reached when the simulated runway meets the aircraft tire, which facilitates speed measurement and improves test accuracy.

[0009] Preferably, the slide table includes a platform and multiple heavy-duty sliders. The platform is slidably mounted on the slide rail by the multiple heavy-duty sliders. The speedometer reflector is mounted on the platform, and the simulated runway is mounted on the platform. By selecting heavy-duty sliders of appropriate specifications, the platform can slide smoothly along the slide rail and withstand the impact of aircraft tires. The technology is mature and reliable.

[0010] Preferably, the drive unit includes a coil module and a permanent magnet module. The coil module is laid parallel to the slide rail and is equipped with multiple electromagnetic modules. The permanent magnet module is installed at the bottom of the platform. The multiple electromagnetic modules of the coil module are energized according to a program to generate a magnetic field that exerts a force on the permanent magnet module. The energizing and de-energizing program of the multiple electromagnetic modules of the coil module generates a changing magnetic field, thereby controlling the movement of the permanent magnet module. This allows the permanent magnet module to drive the slide table to move on the slide rail, resulting in good acceleration performance, high precision, and no need for a braking system.

[0011] Preferably, it also includes a push cylinder, a support arm, and two rollers. One end of the simulated runway is rotatably hinged to the platform. The push cylinder is mounted on the platform, and the piston rod of the push cylinder is rotatably connected to the lower end of the support arm. The upper end of the support arm is rotatably hinged to the other end of the simulated runway. Rollers are rotatably mounted on both sides of the lower end of the support arm, and the two rollers roll in contact with the platform. The extension or retraction of the piston rod of the push cylinder pushes the lower end of the support arm, causing the two rollers to roll on the platform, thereby changing the tilt angle of the support arm. This allows the end of the support arm supporting the simulated runway to be raised or lowered, changing the contact angle between the simulated runway and the aircraft tires, simulating different runway angles, and providing good versatility.

[0012] Preferably, it also includes a photoelectric switch and a photoelectric reflector. The photoelectric switch is installed on the column of the gantry, and the photoelectric reflector is installed on the slide table. The photoelectric reflector reflects the photoelectric signal of the photoelectric switch, and the photoelectric switch is electrically connected to the electric push rod. The position of the photoelectric reflector is adjusted so that when the photoelectric switch receives the photoelectric signal reflected by the photoelectric reflector, it controls the electric push rod to release the guide rod, thereby making the aircraft tire accurately land on the simulated runway, realizing automatic control and accurate timing.

[0013] The beneficial effects of this invention are as follows: The descent speed of the descent unit is adjusted so that the aircraft tire reaches the vertical speed of an aircraft landing when it contacts the simulated runway; the power of the drive unit is adjusted so that the slide, carrying the simulated runway, reaches the horizontal speed of an aircraft landing when it contacts the aircraft tire; the activation timing of the descent unit and drive unit is adjusted so that the aircraft tire can collide with the simulated runway and ensure that the aircraft tire can accelerate from a standstill to match the speed of the simulated runway. During testing, the aircraft tire is transferred to the wheel frame, the descent unit drives the aircraft tire to accelerate downwards, and simultaneously the drive unit drives the slide and simulated runway to accelerate, bringing the aircraft tire into contact with the simulated runway, simulating the working conditions of the aircraft tire at the moment of aircraft landing. If necessary, the aircraft tire and simulated runway are heated or cooled, and the aircraft tire and simulated runway experience intense friction. After rubbing, friction spots are generated on the wheel surface, causing the aircraft tire to bounce when rolling on the simulated runway. The bounce of the aircraft tire is transmitted to the wheel frame and the descent unit, thereby causing the first laser head and the second laser head to bounce. The first laser head bounces with the aircraft tire's axis of rotation, and the second laser head bounces with the aircraft tire's tread. By setting two receiving units at different distances from the first and second laser heads, the bounce amplitude of the aircraft tire is amplified, making it easier for the receiving units to record. The laser scans emitted by the bouncing first and second laser heads form two sets of data on the two receiving units, with time as the horizontal axis and amplitude as the vertical axis. One set of data is the longitudinal bounce data, and the other set is the lateral bounce data. By combining the data recorded by the two receiving units, the performance stability of the friction spots of the tested aircraft tire can be evaluated. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of the present invention;

[0015] Figure 2 This is a side view of the structure of the present invention;

[0016] Figure 3 This is a structural diagram of structures such as the descent unit;

[0017] Figure 4 This is a structural diagram of the descent unit and the receiving unit, etc.

[0018] Figure 5 It is a structural diagram of the drive unit and slide, etc.

[0019] The following are labels in the attached diagram: 1. Wheel frame; 2. Slide rail; 3. Simulated runway; 4. First laser head; 5. Second laser head; 6. Light plate; 7. CCD camera; 8. Gantry; 9. Guide rod; 10. Shock absorber frame; 11. Spring; 12. Rotating seat; 13. Low deflection zone; 14. Electric push rod; 15. Clamping plate; 16. Speed ​​measuring instrument reflector; 17. Coil module; 18. Permanent magnet module; 19. Platform; 20. Heavy-duty slider; 21. Push cylinder; 22. Support arm; 23. Roller; 24. Photoelectric switch; 25. Photoelectric reflector. Detailed Implementation

[0020] To facilitate understanding of the present invention, a clear, complete, and accurate description will be provided below with reference to the accompanying drawings. The present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to make the disclosure of the present invention more comprehensive.

[0021] Example 1

[0022] like Figure 4 As shown, a performance stability tester for aircraft tire friction marks includes a wheel frame 1 for mounting aircraft tires; it also includes a slide rail 2, a simulated runway 3, a first laser head 4, a second laser head 5, a receiving unit, a descent unit, and a drive unit. The wheel frame 1 is mounted on the descent unit, the slide rail 2 is laid below the wheel frame 1, and a slide table is mounted on the slide rail 2. The drive unit drives the slide table to move. The simulated runway 3 is mounted on the slide table. The first laser head 4 is mounted on the wheel frame 1, and the laser emitted by the first laser head 4 is coaxial with the axis of rotation of the aircraft tire. The second laser head 5 is mounted on the descent unit, and the laser emitted by the second laser head 5 intersects the axis of rotation of the aircraft tire perpendicularly. Two receiving units are provided, and the lasers emitted by the first laser head 4 and the second laser head 5 respectively illuminate the two receiving units. The receiving unit includes a light plate 6 and a CCD phase detector. The laser unit 7, the light plate 6, and the CCD camera 7 are all mounted on an adjustable bracket. The light plate 6 is arranged perpendicularly to the laser head of the first laser head 4 or the second laser head 5. The CCD camera 7 captures the position of the laser spot on the light plate 6. The lowering unit includes a gantry 8, a guide rod 9, a shock absorber 10, a spring 11, a rotating seat 12, and a low-deflection zone 13. The gantry 8 is provided with left and right columns and a crossbeam. The middle part of the guide rod 9 is slidably connected to the crossbeam of the gantry 8. The guide rod 9 is set vertically. The lower end of the guide rod 9 is mounted on the shock absorber 10. The lower end of the spring 11 is connected to the shock absorber 10. The upper end of the spring 11 is connected to the crossbeam of the gantry 8. The rotating seat 12 is rotatably mounted on the lower end of the shock absorber 10. The wheel frame 1 is mounted on the rotating seat 12. The second laser head 5 is mounted on the side wall of the rotating seat 12. A low-deflection zone 13 is provided at the connection between the rotating seat 12 and the shock absorber 10.

[0023] The descent speed of the descent unit is adjusted so that the aircraft tire reaches the vertical speed of an aircraft landing when it contacts the simulated runway 3. The power of the drive unit is adjusted so that the slide, carrying the simulated runway 3, reaches the horizontal speed of an aircraft landing when it contacts the aircraft tire. The activation timing of the descent unit and drive unit is adjusted so that the aircraft tire can collide with the simulated runway 3 and ensure that the aircraft tire can accelerate from a standstill to match the speed of the simulated runway 3. Before the test, the laser emitted from the first laser head 4 or the second laser head 5 is stationary and forms a light spot on the light plate 6 as the origin. By setting a low-deflection zone 13, the laser... During the bouncing motion, the aircraft tire maintains overall structural stability, deforming only at the low-deflection zone 13. This low-deflection zone 13 becomes the virtual center of the aircraft tire's bouncing. During testing, the aircraft tire is transferred to wheel frame 1, and the descent unit accelerates its descent. Simultaneously, the drive unit drives the slide and simulated runway 3 to move at high speed, bringing the aircraft tire into contact with the simulated runway 3. This simulates the working conditions of the aircraft tire at the moment of aircraft landing. If necessary, the aircraft tire and simulated runway 3 are heated or cooled. After intense friction between the aircraft tire and simulated runway 3, friction marks will appear on the wheel surface. This causes the aircraft tire to bounce as it rolls on the simulated runway 3. The bouncing of the aircraft tire is transmitted to the wheel frame 1 and the descent unit, thereby causing the first laser head 4 and the second laser head 5 to bounce. The first laser head 4 bounces with the aircraft tire's axle, and the second laser head 5 bounces with the aircraft tire's tread. The light spots on the two light plates 6 bounce with the aircraft tire's bouncing. Two CCD cameras 7 capture high-speed images of the two light plates 6 to obtain the time and position information of the light spots, calculating the vertical and horizontal distances of the light spots relative to the origin at a certain moment. These vertical and horizontal distances are then divided by... The coefficient can be used to obtain the vertical and horizontal amplitude of the aircraft tire at a certain moment, forming two sets of data with time as the horizontal axis and amplitude as the vertical axis. One set of data is the vertical runout data, and the other set is the horizontal runout data. Combining the two sets of data can evaluate the performance stability of the friction flat spot of the tested aircraft tire. The ratio of the distance between the light plate 6 and the low deflection area 13 to the distance between the solid center of the aircraft tire and the low deflection area 13 is the above-mentioned proportional coefficient. By setting the distances between the two light plates 6 and the first laser head 4 and the second laser head 5 respectively, the runout amplitude of the aircraft tire is amplified, which is convenient for the receiving unit to record.

[0024] Example 2

[0025] like Figure 3As shown, a performance stability tester for aircraft tire friction marks includes a wheel frame 1 for mounting an aircraft tire; it also includes a slide rail 2, a simulated runway 3, a first laser head 4, a second laser head 5, a receiving unit, a descent unit, and a drive unit. The wheel frame 1 is mounted on the descent unit, the slide rail 2 is laid below the wheel frame 1, and a slide table is mounted on the slide rail 2. The drive unit drives the slide table to move. The simulated runway 3 is mounted on the slide table. The first laser head 4 is mounted on the wheel frame 1, and the laser emitted by the first laser head 4 is coaxial with the axis of rotation of the aircraft tire. The second laser head 5... The laser head 5 is mounted on the descent unit. The laser emitted by the second laser head 5 intersects perpendicularly with the axis of rotation of the aircraft tire. Two receiving units are provided, and the lasers emitted by the first laser head 4 and the second laser head 5 respectively illuminate the two receiving units. The descent unit includes a gantry 8, a guide rod 9, a shock absorber 10, a spring 11, a rotating seat 12, and a low-deflection zone 13. The gantry 8 is provided with left and right columns and a crossbeam. The middle part of the guide rod 9 is slidably connected to the crossbeam of the gantry 8. The guide rod 9 is vertically set, and the lower end of the guide rod 9 is mounted on the shock absorber 10. The lower end of the spring 11 is connected to the shock absorber. 10 is connected, the upper end of spring 11 is connected to the crossbeam of gantry 8, rotating seat 12 is rotatably mounted on the lower end of shock absorber 10, wheel frame 1 is mounted on rotating seat 12, second laser head 5 is mounted on the side wall of rotating seat 12, and a low deflection zone 13 is provided at the connection between rotating seat 12 and shock absorber 10; it also includes electric push rod 14 and clamping plate 15, the side wall of guide rod 9 is provided with multiple slots in the vertical direction, the multiple slots are evenly arranged, electric push rod 14 is mounted on the crossbeam of gantry 8, the piston rod of electric push rod 14 is rotatably connected to one end of clamping plate 15, clamping plate 1 The middle part of 5 is rotatably connected to the crossbeam of the gantry 8, and the other end of the card plate 15 is clamped in the slot of the guide rod 9; it also includes a speed measuring instrument reflector 16, which is set on the wheel frame 1 or the slide table. The two speed measuring instrument reflectors 16 cooperate with the speed measuring instrument to detect the speed of the wheel frame 1 and the slide table; it also includes a photoelectric switch 24 and a photoelectric reflector 25. The photoelectric switch 24 is installed on the column of the gantry 8, and the photoelectric reflector 25 is installed on the slide table. The photoelectric reflector 25 reflects the photoelectric signal of the photoelectric switch 24, and the photoelectric switch 24 is electrically connected to the electric push rod 14.

[0026] Before testing, the guide rod 9 is lifted upwards, compressing the spring 11 to store energy. The electric actuator 14 then pushes the locking plate 15 to rotate, causing it to engage in the slot of the guide rod 9, thus positioning the guide rod 9. The electric actuator 14 then rotates the locking plate 15, disengaging it from the slot of the guide rod 9, releasing the guide rod 9. The descent speed of the wheel frame 1 is calibrated using the speedometer reflector 16 and the speedometer to determine if the set descent speed is reached when the aircraft tire encounters the simulated runway 3. The guide rod 9 is then lifted again, causing the locking plate 15 to lock it in place. The horizontal speed of the slide is then calibrated using the speedometer reflector 16 and the speedometer. The system determines that when the simulated runway 3 meets the aircraft tire, it will reach a set horizontal speed, which facilitates speed measurement and improves test accuracy. The position of the photoelectric reflector 25 is adjusted so that when the photoelectric switch 24 receives the photoelectric signal reflected by the photoelectric reflector 25, it controls the electric push rod 14 to release the guide rod 9. When the elastic force of the spring 11 is released, it can drive the aircraft tire to reach the set descent speed through the guide rod 9, the shock absorber 10, the rotating seat 12, and the wheel frame 1. This ensures that the aircraft tire lands accurately on the simulated runway 3 and bears the set pressure. The shock absorber 10 dampens the vibration of the aircraft tire, achieving automatic control and accurate timing.

[0027] Example 3

[0028] like Figure 2 and Figure 5As shown, a performance stability tester for aircraft tire friction marks includes a wheel frame 1 for mounting aircraft tires; it also includes a slide rail 2, a simulated runway 3, a first laser head 4, a second laser head 5, a receiving unit, a descent unit, and a drive unit. The wheel frame 1 is mounted on the descent unit, the slide rail 2 is laid below the wheel frame 1, and a slide table is mounted on the slide rail 2. The drive unit drives the slide table to move. The simulated runway 3 is mounted on the slide table. The first laser head 4 is mounted on the wheel frame 1, and the laser emitted by the first laser head 4 is coaxial with the axis of rotation of the aircraft tire. The second laser head 5 is mounted on the descent unit, and the laser emitted by the second laser head 5 intersects the axis of rotation of the aircraft tire perpendicularly. Two receiving units are provided, and the lasers emitted by the first laser head 4 and the second laser head 5 respectively illuminate the two receiving units. The slide table includes a platform 19 and multiple... The heavy-duty slider 20 and platform 19 are slidably mounted on the slide rail 2 via multiple heavy-duty sliders 20. The speed measuring instrument reflector 16 is mounted on the platform 19, and the simulated track 3 is mounted on the platform 19. The drive unit includes a coil module 17 and a permanent magnet module 18. The coil module 17 is laid parallel to the slide rail 2 and is equipped with multiple electromagnetic modules. The permanent magnet module 18 is mounted on the bottom of the platform 19. The drive unit also includes a push cylinder 21, a support arm 22, and two rollers 23. One end of the simulated track 3 is rotatably hinged to the platform 19. The push cylinder 21 is mounted on the platform 19. The piston rod of the push cylinder 21 is rotatably connected to the lower end of the support arm 22. The upper end of the support arm 22 is rotatably hinged to the other end of the simulated track 3. Rollers 23 are rotatably mounted on both sides of the lower end of the support arm 22. The two rollers 23 are in rolling contact with the platform 19.

[0029] Multiple electromagnetic modules of coil module 17 are energized according to a program to generate a magnetic field that exerts a force on permanent magnet module 18. The energization and de-energization program of multiple electromagnetic modules of coil module 17 generates a changing magnetic field, thereby controlling the movement of permanent magnet module 18. This causes permanent magnet module 18 to drive the slide table to move on slide rail 2, resulting in good acceleration performance, high precision, and no need for a braking system. By selecting a heavy-duty slider 20 of appropriate specifications, platform 19 can slide smoothly along slide rail 2 and withstand the impact of aircraft tires. The technology is mature and reliable. The piston rod of push cylinder 21 extends or shortens, pushing the lower end of support arm 22 to drive two rollers 23 to roll on platform 19, thereby changing the tilt angle of support arm 22. This causes the end of support arm 22 supporting simulated runway 3 to be raised or lowered, changing the contact angle between simulated runway 3 and aircraft tires, simulating different runway angles, and providing good versatility.

[0030] like Figures 1 to 5As shown, the performance stability tester for aircraft tire friction marks of the present invention, during operation, firstly lifts the guide rod 9 upwards, compresses the spring 11 to store energy, and operates the electric push rod 14 to push the clamping plate 15 to rotate, so that the clamping plate 15 is locked in the groove of the guide rod 9, positioning the guide rod 9. The piston rod of the operating cylinder 21 extends or shortens to adjust the contact angle between the simulated runway 3 and the aircraft tire. Then, the coil module 17 is energized to drive the permanent magnet module 18 to move, and the permanent magnet module 18 drives the platform 19 to move. When the photoelectric switch 24 receives the photoelectric signal reflected by the photoelectric reflector 25, it controls the electric push rod 14 to release the guide rod 9. The elastic force of the spring 11 causes the aircraft tire to fall on the simulated runway 3 at a set speed. The simulation examines the working conditions of aircraft tires during landing. The intense friction between the aircraft tire and the simulated runway 3 creates friction spots on the tire surface, causing the tire to bounce as it rolls on the runway. This bouncing is transmitted to the wheel frame 1 and the rotating seat 12, which in turn causes the first laser head 4 and the second laser head 5 to bounce. The first laser head 4 bounces with the aircraft tire's axis of rotation, while the second laser head 5 bounces with the tire's tread. Finally, two CCD cameras 7 capture high-speed images of the two light plates 6 to obtain the time and position information of the light spots illuminated by the first laser head 4 and the second laser head 5. The performance stability of the friction spots of the tested aircraft tire is evaluated by combining the data recorded by the two receiving units.

[0031] The main functions achieved by this invention are:

[0032] 1. The performance stability of the friction pattern of the tested aircraft tire is evaluated by amplifying the runout amplitude of the aircraft tire with a laser beam and combining data from two directions.

[0033] 2. It can simulate the landing of an aircraft and the working conditions of aircraft tires;

[0034] 3. Capable of simulating different runway angles;

[0035] 4. By adjusting the direction of the rotating seat 12, the working conditions of aircraft tires during an aircraft's tilted landing can be simulated.

[0036] The performance stability tester for aircraft tire friction marks of the present invention uses common mechanical methods for installation, connection, or setting. Any method that can achieve the beneficial effect can be implemented. The light plate 6, CCD camera 7, first laser head 4, second laser head 5, slide rail 2, shock absorber 10, spring 11, rotating seat 12, electric push rod 14, coil module 17, permanent magnet module 18, heavy-duty slider 20, push cylinder 21, roller 23, photoelectric switch 24, and photoelectric reflector 25 of the performance stability tester for aircraft tire friction marks of the present invention are commercially available. Technical personnel in this industry only need to install and operate it according to the accompanying instruction manual, without requiring any creative labor from those skilled in the art.

[0037] All technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0038] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A performance stability tester for aircraft tire friction pockmarks, comprising a wheel frame (1) for mounting aircraft tires; characterized in that, It also includes a slide rail (2), a simulated runway (3), a first laser head (4), a second laser head (5), a receiving unit, a descent unit, and a drive unit. The wheel frame (1) is installed on the descent unit. The slide rail (2) is laid under the wheel frame (1). The slide rail (2) is equipped with a slide table. The drive unit drives the slide table to move. The simulated runway (3) is installed on the slide table. The first laser head (4) is installed on the wheel frame (1). The laser emitted by the first laser head (4) is coaxial with the axis of the aircraft tire. The second laser head (5) is installed on the descent unit. The laser emitted by the second laser head (5) intersects perpendicularly with the axis of the aircraft tire. Two receiving units are provided. The lasers emitted by the first laser head (4) and the second laser head (5) respectively irradiate the two receiving units. The lowering unit includes a gantry (8), a guide rod (9), a shock absorber (10), a spring (11), a rotating seat (12), and a low-deflection zone (13). The gantry (8) is provided with left and right columns and a crossbeam. The middle part of the guide rod (9) is slidably connected to the crossbeam of the gantry (8). The guide rod (9) is set vertically. The lower end of the guide rod (9) is installed on the shock absorber (10). The lower end of the spring (11) is connected to the shock absorber (10). The upper end of the spring (11) is connected to the crossbeam of the gantry (8). The rotating seat (12) is rotatably installed on the lower end of the shock absorber (10). The wheel frame (1) is installed on the rotating seat (12). The second laser head (5) is installed on the side wall of the rotating seat (12). A low-deflection zone (13) is provided at the connection between the rotating seat (12) and the shock absorber (10). When the aircraft tire bounces, the overall structure remains stable, and deformation only occurs in the low deflection area (13), thus making the low deflection area (13) the virtual center of the aircraft tire bounce.

2. The performance stability tester for aircraft tire friction pockmarks as described in claim 1, characterized in that, The receiving unit includes a light plate (6) and a CCD camera (7). Both the light plate (6) and the CCD camera (7) are mounted on an adjustable bracket. The light plate (6) is arranged perpendicularly to the laser head of the first laser head (4) or the second laser head (5). The CCD camera (7) captures the position of the laser spot on the light plate (6).

3. The performance stability tester for aircraft tire friction pockmarks as described in claim 1, characterized in that, It also includes an electric push rod (14) and a clamping plate (15). The side wall of the guide rod (9) is provided with multiple clamping slots along the vertical direction. The multiple clamping slots are evenly arranged. The electric push rod (14) is installed on the crossbeam of the gantry (8). The piston rod of the electric push rod (14) is rotatably connected to one end of the clamping plate (15). The middle part of the clamping plate (15) is rotatably connected to the crossbeam of the gantry (8). The other end of the clamping plate (15) is clamped in the clamping slot of the guide rod (9).

4. The performance stability tester for aircraft tire friction pockmarks as described in claim 1, characterized in that, It also includes a speed measuring reflector (16), which is set on the wheel frame (1) or the slide. The two speed measuring reflectors (16) work together with the speed measuring instrument to detect the speed of the wheel frame (1) and the slide.

5. The performance stability tester for aircraft tire friction pockmarks as described in claim 1, characterized in that, The slide includes a platform (19) and multiple heavy-duty sliders (20). The platform (19) is slidably mounted on the slide rail (2) via multiple heavy-duty sliders (20). The speedometer reflector (16) is mounted on the platform (19), and the simulated runway (3) is mounted on the platform (19).

6. The performance stability tester for aircraft tire friction pockmarks as described in claim 5, characterized in that, The drive unit includes a coil module (17) and a permanent magnet module (18). The coil module (17) is laid parallel to the slide rail (2). The coil module (17) is equipped with multiple electromagnetic modules. The permanent magnet module (18) is installed at the bottom of the platform (19).

7. The performance stability tester for aircraft tire friction pockmarks as described in claim 5, characterized in that, It also includes a push cylinder (21), a support arm (22) and two rollers (23). One end of the simulated track (3) is rotatably hinged to the platform (19). The push cylinder (21) is installed on the platform (19). The piston rod of the push cylinder (21) is rotatably connected to the lower end of the support arm (22). The upper end of the support arm (22) is rotatably hinged to the other end of the simulated track (3). Rollers (23) are rotatably installed on both sides of the lower end of the support arm (22). The two rollers (23) are in rolling contact with the platform (19).

8. The performance stability tester for aircraft tire friction pockmarks as described in claim 1, characterized in that, It also includes a photoelectric switch (24) and a photoelectric reflector (25). The photoelectric switch (24) is installed on the column of the gantry (8), and the photoelectric reflector (25) is installed on the slide. The photoelectric reflector (25) reflects the photoelectric signal of the photoelectric switch (24). The photoelectric switch (24) is electrically connected to the electric push rod (14).

Images