A rodless aircraft towed load test platform and method of use

Abstract

The present application relates to the technical field of aviation equipment, in particular to a rodless aircraft traction load test platform and a use method thereof. The test platform comprises a wheel-holding mechanism, the wheel-holding mechanism comprises a front wheel-holding unit and a rear wheel-holding unit for clamping the aircraft wheel; an angle adjusting unit on the rear wheel-holding unit can adjust the rear wheel body to a specified inclination angle, so as to simulate the normal force condition of the aircraft wheel under different angles; a load frame is used for simulating different types of aircraft as a traction object; a driving mechanism controls a push rod to drive the wheel-holding mechanism to move along a linear sliding table module, so as to realize traction or pushing work; a load measuring mechanism is used for measuring the vertical load, longitudinal load and torque load of the front aircraft wheel during the traction process. The present application can be used for aircraft traction dynamic load measurement bench test, and can realize dynamic load measurement of the front aircraft wheel during the traction or pushing process of different types of aircraft and different sizes of aircraft wheels, and the real-time measurement of the aircraft traction dynamic load is simple and accurate.

Description

Technical Field

[0001] This invention relates to the field of aviation equipment technology, specifically to a rodless aircraft traction load testing platform and its usage method. Background Technology

[0002] Currently, experimental research on aircraft traction dynamic loads is almost non-existent in China, and there is no existing equipment for direct measurement. The current international testing method involves placing resistance strain gauges on actual aircraft landing gear, measuring stress and strain data, and then calculating the aircraft traction force. However, this method is costly, dangerous, and difficult to implement in practice. The ISO 20683 standard stipulates that European aircraft towing vehicles must be equipped with an aircraft traction overload warning and protection system, the core technology of which is aircraft traction load measurement. Patent CN10854545213B proposes a hydraulic load buffer device for rodless aircraft towing vehicles, passively buffering axial traction loads exceeding a preset safety range under special circumstances to ensure the structural safety of the aircraft landing gear. However, this design can only passively achieve traction overload warning and protection along the aircraft axis; it cannot actively control the traction load, monitor the magnitude of the traction load, and does not involve real-time monitoring of vertical, lateral loads, and torque, thus failing to achieve load monitoring and protection for rodless aircraft towing operations under complex conditions.

[0003] Patent CN116374201A proposes a rodless aircraft towing torque load measuring device, which can monitor the front landing gear torque in real time during towing and avoid damage to the aircraft landing gear caused by excessive torque load during towing. However, the device only protects the direction of the load and does not involve the monitoring of loads in other directions. Moreover, the drive components are all motors, which may be overloaded and damaged under dangerous conditions. It cannot provide a highly reliable all-round early warning monitoring for the aircraft towing process. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention proposes a rodless aircraft traction load testing platform, establishes a laboratory testing platform, and studies identification methods for indirect testing of actual aircraft traction dynamic loads, thus laying a theoretical foundation for practical aircraft traction applications.

[0005] This invention is implemented as follows:

[0006] A poleless aircraft traction load testing platform includes a support track, a load frame, a wheel clamping mechanism, a drive mechanism, and a load measuring mechanism;

[0007] The support rail is used to support the wheel clamping mechanism, the drive mechanism, and the load measuring mechanism;

[0008] The load-bearing frame carries counterweights of different specifications through an aluminum profile frame, and is connected to a pair of wheels to be tested through a vertically retractable connecting structure at the bottom of the aluminum profile frame.

[0009] The wheel clamping mechanism includes a front wheel clamping unit and a rear wheel clamping unit for positioning the wheel to be tested; the front wheel clamping unit includes a front base plate that slides with the support rail, and the front base plate is provided with a wheel support unit and a front wheel clamping body; the rear wheel clamping unit includes a rear base plate that slides with the support rail, and the rear base plate is provided with an angle adjustment unit and a rear wheel clamping body.

[0010] The wheel support unit is used to place the wheel; the front wheel clamping body and the rear wheel clamping body clamp the wheel from the front and rear sides respectively; the angle adjustment unit is located on the rear bottom plate on the left and right sides of the rear wheel clamping body, and is used to fix the rear wheel clamping body to the specified tilt angle;

[0011] The drive mechanism is used to adjust the position of the front base plate on the support rail and to adjust the distance between the front and rear base plates, so that the wheel clamping mechanism clamps the machine wheel at a specified position.

[0012] The load measuring mechanism includes a pressure sensor A, a pressure sensor B, and a torque sensor; pressure sensor A is located on the front wheel body to obtain the normal force F1 on one side of the wheel, pressure sensor B is located on the rear wheel body to obtain the normal force F2 on the other side of the wheel, and the torque sensor is located on the wheel support unit to obtain the torque of the wheel.

[0013] As a preferred technical solution, the aluminum profile frame includes a movable rear pillar, and a suspension beam capable of supporting different counterweights is connected to the center of the top of the rear pillar.

[0014] The vertically retractable connection structure includes an upper sleeve and a lower sleeve; the bottom side of the end of the cantilever beam away from the support frame is threaded with a vertical upper sleeve;

[0015] A horizontal axle is connected between the wheels to be tested. The upper surface of the axle is connected to the lower sleeve. The lower sleeve can slide along the inner wall of the upper sleeve, and a buffer structure is provided inside the upper sleeve to limit the relative displacement of the lower sleeve.

[0016] As a preferred technical solution, a torque arm is provided between the upper sleeve and the lower sleeve; the torque arm includes two frames hinged together, the top of one frame is rotatably connected to a hoop A provided on the outer wall of the upper sleeve, and the other frame is rotatably connected to a hoop B provided on the outer wall of the lower sleeve.

[0017] As a preferred technical solution, the wheel support unit includes a support bearing placed above the front base plate and a pressure plate for placing the wheel; the axial direction of the support bearing is vertical; the inner ring of the support bearing protrudes a certain distance above the outer ring and the top surface of the inner ring is fixedly connected to the pressure plate.

[0018] As a preferred technical solution, the torque sensor is coaxially arranged on the support bearing, with the upper end of the torque sensor connected to the pressure plate and the lower end of the torque sensor connected to the front base plate.

[0019] As a preferred technical solution, the front wheel main body includes an aluminum profile bracket vertically fixed to one side of the pressure plate. A connecting plate B is provided on the side of the aluminum profile bracket facing the wheel. A pair of guide post and guide sleeve structures A are arranged horizontally on the connecting plate B. A front pressure plate with an adjustable position is provided at the end of the guide post and guide sleeve structure A away from the connecting plate B. The front pressure plate is used to clamp the wheel on one side. A pressure sensor A is provided on the connecting plate B.

[0020] As a preferred technical solution, the rear wheel main body includes a pair of linear slide modules A rotatably connected to the rear base plate. A vertical bearing bracket is connected between the slides of the two linear slide modules A. A bearing seat is rotatably connected to the vertical bearing bracket. A connecting plate C is provided at the bottom of the bearing seat. The connecting plate C is connected to the rear pressure plate through a pair of guide post and guide sleeve structures B. The rear pressure plate is located opposite the front pressure plate so as to clamp the wheel on the other side. A pressure sensor B is provided on the rear pressure plate.

[0021] As a preferred technical solution, the angle adjustment plate is an arc-shaped plate vertically disposed on one side of the corresponding linear slide module A; the angle adjustment plate is provided with a plurality of connecting holes arranged in a semi-circular manner, the connecting holes being used to insert fixing pins to fix the linear slide module A with the adjusted angle.

[0022] As a preferred technical solution, the driving mechanism includes a pair of linear slide modules B symmetrically fixed on the support rail, and the front base plate and the rear base plate can slide along the rail on the linear slide module B;

[0023] The drive mechanism also includes an electro-hydraulic actuator A and an electro-hydraulic actuator B. The two ends of the electro-hydraulic actuator A are fixedly connected to the front base plate and the rear base plate, respectively. One end of the electro-hydraulic actuator B is fixed on a support rail near the front base plate, and the other end is fixed to one side of the top of the front base plate.

[0024] This invention also discloses a method for using a rodless aircraft traction load testing platform, comprising the following steps:

[0025] P1. Fix the support rail and adjust the wheel clamping mechanism to the initial position, add the corresponding counterweight to the load frame; place the machine wheel under the load frame on the pressure plate of the wheel clamping mechanism, and wait for the next wheel clamping process;

[0026] P2: Rotate the linear slide module A to the specified tilt angle, insert the fixing pins into the angle adjustment plates on both sides, slide the slide on the linear slide module A to the specified height, and adjust the height of the front pressure plate roller;

[0027] P3: Control the retraction of electro-hydraulic actuator A to drive the clamping mechanism to clamp the machine wheel;

[0028] P4: In the load measurement scheme for traction or jacking operations, the vertical load, longitudinal load and torque load on the aircraft wheels are measured by operating the telescopic electro-hydraulic push rod B to drive the wheel clamping mechanism to move longitudinally on the support rail.

[0029] P5: When the wheel clamping mechanism moves to the designated position or the load exceeds the predetermined value, the electro-hydraulic actuator B stops operating and waits for the operator to perform the next operation.

[0030] The advantages and technical effects of this invention are as follows:

[0031] 1. The rodless aircraft traction load testing platform designed in this invention achieves wheel clamping operation of different sizes by adjusting the tilt angle of the linear slide module A and the height of the rear pressure plate. The wheel clamping mechanism clamps the wheel by adjusting the distance between the front and rear base plates. The designed wheel clamping mechanism achieves real-time measurement of the longitudinal load, vertical load, and torque load on the front wheel of the load vehicle during the entire traction process through pressure sensors installed on the front and rear pressure plates and torque sensors installed on the front base plate. Electro-hydraulic push rods are selected to prevent excessive load on the push rods during traction, which could cause motor overload damage and unsafe accidents. The wheelbase and center of gravity of the load vehicle frame are adjusted by fixing the front and rear positions of the rear support of the aluminum profile frame and adjusting the number and installation position of the counterweights of the load vehicle frame, so as to realize the simulation of different models of aircraft. In the actual traction test, only one person is needed to operate the device, reducing the number of personnel required and their workload. The device can realize wheel clamping traction simulation of different sizes of aircraft and different models of aircraft. It has a simple structure, high reliability, and wide applicability.

[0032] 2. Compared with existing aircraft traction load testing technologies, this platform represents a significant improvement and enhancement in both structure and function. It enables bench measurement of dynamic traction loads on rodless aircraft, advancing the development of safe aircraft traction operations. Compared to the current development of aircraft towing vehicles in the domestic market, the rodless aircraft traction load testing platform designed in this project can be applied to the bench testing stage of dynamic traction load measurement. It basically meets the current functional and safety requirements for aircraft traction operations and can adapt to market development and industry needs. If mass production is achieved, it will have a significant effect on aircraft towing vehicle design and bench testing efficiency, and has broad development prospects and good economic benefits in the air transport industry. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0034] Figure 2 This is a schematic diagram of the load-bearing vehicle frame of the present invention;

[0035] Figure 3 This is a schematic diagram of the traction load measuring trolley frame of the present invention;

[0036] Figure 4 This is a schematic diagram of the installation of the torque arm of the present invention;

[0037] Figure 5 This is a schematic diagram of the wheel clamping mechanism of the present invention;

[0038] Figure 6 This is a schematic diagram of the aluminum profile bracket and front base plate of the present invention;

[0039] Figure 7 This is a schematic diagram of the vertical bearing bracket and rear pressure plate of the present invention.

[0040] In the diagram: 101, aluminum profile frame; 102, upper sleeve; 103, lower sleeve; 104, torque arm; 104a, frame body; 104b, clamp; 104c, limiting gasket; 105, axle; 106, wheel; 107, connecting plate A; 108, flange; 201, support rail; 202, front floor plate; 203, electrical control box; 204, electro-hydraulic actuator B; 205, caster wheel; 206, aluminum profile bracket; 207, front pressure plate; 208 209. Pressure plate; 210. Electro-hydraulic actuator A; 211. Rear pressure plate; 212. Vertical bearing bracket; 213. Linear slide module A; 214. Angle adjustment plate; 215. Rear base plate; 216. Linear slide module B; 217. Support bearing; 218. Guide post and guide sleeve structure A; 219. Guide post and guide sleeve structure B; 220. Connecting plate B; 221. Connecting plate C; 301. Pressure sensor A; 302. Torque sensor; 303. Pressure sensor B. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0042] like Figure 1-7 As shown, the present invention discloses a poleless aircraft traction load testing platform, which specifically includes a support track 201, a load frame, a wheel clamping mechanism, a drive mechanism, and a load measuring mechanism.

[0043] The support rail 201 is used to support the wheel clamping mechanism, the drive mechanism, and the load measuring mechanism;

[0044] The load frame carries counterweights of different specifications through an aluminum profile frame 101, and connects to a pair of wheels 106 to be tested through a vertically telescopic connecting structure at the bottom of the aluminum profile frame 101. This structure design facilitates the simulation of different models of aircraft and the testing of the force on the wheels during traction.

[0045] The aluminum profile frame 101 includes a movable rear support column, and a suspension beam capable of supporting different counterweights is connected to the center of the top of the rear support column.

[0046] The vertically telescopic connection structure includes an upper sleeve 102 and a lower sleeve 103; the bottom side of the end of the cantilever beam away from the support frame is threaded with a vertical upper sleeve 102;

[0047] A horizontal axle 105 is connected between the two wheels 106. A lower sleeve 103 is threaded onto the upper surface of the axle 105. The lower sleeve 103 can slide along the inner wall of the upper sleeve 102. A buffer spring is provided inside the upper sleeve 102 to limit the relative displacement of the lower sleeve 103.

[0048] Preferably, in order to control the torsional angle of the lower sleeve 103 relative to the upper sleeve 102 and the load it bears, and to improve structural reliability, a torque arm 104 is provided between the upper sleeve 102 and the lower sleeve 103. The torque arm 104 includes two frames 104a hinged together. The top of one frame 104a is rotatably connected to a hoop 104bA provided on the outer wall of the upper sleeve 102, and the other frame 104a is rotatably connected to a hoop 104bB provided on the outer wall of the lower sleeve 103. The upper sleeve 102 and the lower sleeve 103 restrict their circumferential rotation through their respective hoop 104b, and the torque arm 104 can adapt to the displacement generated by the lower sleeve 103 and the upper sleeve 102 during sliding by the rotation of the two frames 104a. Preferably, a limiting gasket 104c is provided on the upper and / or lower side of the clamp 104bA or clamp 104bB. The limiting gasket 104c is sleeved with the upper sleeve 102 and the lower sleeve 103 to prevent the clamp 104bA or clamp 104bB from shifting axially.

[0049] Preferably, a connecting plate A107 is fixed on the axle 105, and the bottom of the lower sleeve 103 is connected to a sleeve with a flange 108. The connecting plate A107 is threadedly connected to the flange 108.

[0050] The wheel clamping mechanism includes a front wheel clamping unit and a rear wheel clamping unit for positioning the wheel to be inspected;

[0051] The front wheel unit includes a front base plate 202 that slides with the support rail 201, and the front base plate 202 is provided with a wheel support unit and a front wheel body;

[0052] Specifically, the wheel support unit includes a support bearing 216 and a pressure plate 208 positioned above the front base plate 202. The bottom of the support bearing 216 is fixed to the front base plate 202 and its axial direction is vertical. The inner ring of the support bearing 216 protrudes a certain distance above the outer ring, and the top surface of the inner ring is fixedly connected to the pressure plate 208 on which the wheel is placed. In order to test the angle of rotation of the pressure plate 208 with the inner ring of the support bearing 216, a torque sensor 302 is coaxially arranged on the support bearing 216. The upper end of the torque sensor 302 is connected to the pressure plate 208, and the lower end of the torque sensor 302 is connected to the front base plate 202. This structure allows the torque load generated during traction to be transmitted to the torque sensor 302 for measurement through the pressure plate 208.

[0053] The front wheel clamping body includes an aluminum profile bracket 206 vertically fixed to one side of the pressure plate 208. A connecting plate B219 is provided on the side of the aluminum profile bracket 206 facing the wheel. A pair of guide post and guide sleeve structures A217 are arranged horizontally on the connecting plate B219. A front pressure plate 207 with adjustable position is provided at the end of the guide post and guide sleeve structure A217 away from the connecting plate B219. The front pressure plate 207 is used to clamp one side of the wheel. A pressure sensor A301 is provided on the connecting plate B between the two guide post and guide sleeve structures A217. So when clamping the wheel, the front pressure plate 207 moves closer to the pressure sensor A301 with the assistance of the guide post and guide sleeve structure A217, and the pressure sensor A301 obtains the normal force F1 of the front pressure plate 207.

[0054] The rear wheel unit includes a rear base plate 214 that slides with the support rail 201, and the rear base plate 214 is provided with an angle adjustment unit and a rear wheel body.

[0055] The rear wheel body includes a pair of linear slide modules A212 that are rotatably connected to the rear base plate 214 via hinges. After the angle of the linear slide module A212 relative to the wheel is adjusted, the bottom of the linear guide rail of the linear slide module A212 is connected to an angle adjustment unit to lock the angle, thereby simulating the normal force on the wheel at different angles.

[0056] Preferably, a vertical bearing bracket 211 is threaded between the slides of the two linear slide modules A212. A bearing seat is rotatably connected to the vertical bearing bracket 211. A connecting plate C220 is provided at the bottom of the bearing seat. The connecting plate C220 is connected to the rear pressure plate 210 through a pair of guide post and guide sleeve structures B218. The rear pressure plate 210 is located opposite the front pressure plate 207 and is used to clamp the aircraft wheel on the other side. A pressure sensor B303 is provided on the connecting plate C between the two guide post and guide sleeve structures B. Thus, when clamping the aircraft wheel, the rear pressure plate 210 moves closer to the pressure sensor B303 under the action of the corresponding guide post and guide sleeve structure B218, and the pressure sensor B303 obtains the normal force F2 of the rear pressure plate 210. Combined with the normal force F1 of the front pressure plate 207, it provides a basis for calculating the vertical load and longitudinal load on the aircraft wheel 106, and further obtains the traction or pushing load applied to the aircraft wheel 106.

[0057] Preferably, the angle adjustment plates 213 are a pair, each vertically disposed on the outside of the corresponding linear guide rail; the angle adjustment plates 213 are arc-shaped, and their bottoms are fixed to the rear base plate 214; the angle adjustment plates 213 are provided with a plurality of semi-circularly arranged connecting holes, so that after the angle of the linear guide rail is adjusted, the position of the linear guide rail is fixed by inserting a fixing pin for connecting the linear guide rail into the corresponding connecting hole.

[0058] By combining the adjusted rear pressure plate tilt angle θ, normal forces F1 and F2, the vertical and longitudinal loads on the aircraft wheels are calculated according to the mechanical equilibrium formula in the prior art, and the traction or pushing loads applied to the aircraft wheels are further obtained.

[0059] The drive mechanism includes a pair of linear slide modules B215 symmetrically fixed on the support rail 201. The front base plate 202 and the rear base plate 214 can slide along the track on the linear slide module B215. The drive mechanism also includes an electro-hydraulic actuator A209 and an electro-hydraulic actuator B204. The electro-hydraulic actuator A209 is either a single actuator or two symmetrically arranged on the left and right sides of the support rail 201. The two ends of each electro-hydraulic actuator A209 are fixedly connected to the front base plate 202 and the rear base plate 214, respectively. The distance between the front and rear base plates 214 is adjusted by the action of the electro-hydraulic actuator A209, thereby realizing the clamping mechanism for the wheel. One end of the electro-hydraulic actuator B204 is fixed in the center on the support rail 201 near the front base plate 202, and the other end is fixed to one side of the top of the front base plate 202 through a connector. This design allows the electro-hydraulic actuator B204 to change the position of the machine wheel on the support rail 201 through pushing and pulling actions. Combined with the action of the electro-hydraulic actuator A209, the wheel clamping mechanism can clamp the machine wheel at a predetermined position.

[0060] The load measurement mechanism includes the pressure sensor A301, pressure sensor B303, and torque sensor 302 mentioned above; the three sensors work together to achieve benchtop measurement of vertical load, longitudinal load, and torque load during traction. Alternatively, a resistance strain gauge method can be used, arranged on the wheel-holding mechanism of the actual aircraft tractor. A mapping relationship is constructed based on known static load and stress-strain data. The aircraft traction force is then calculated using the stress-strain data obtained during traction. Interactive verification can be performed using the two measurement results to improve measurement accuracy.

[0061] Note that the two actual aircraft traction load measurement methods in this patent only consider the feasibility of the schemes and do not involve the influence of strength, stiffness, driving load capacity, etc. If any of the three loads—longitudinal load, vertical load, and torque—reaches the set warning value or the electro-hydraulic actuator B204 extends or retracts to the designated position, the electro-hydraulic actuator B204 will stop working.

[0062] Preferably, a distribution box 203 is provided on the opposite side of the electro-hydraulic actuator A209 on the support rail 201. Universal wheels 205 are symmetrically provided at the bottom of the support rail 201 and the bottom of the aluminum profile frame 101. The universal wheels 205 are fixedly connected to the support rail 201 and the aluminum profile frame 101 by bolts. The movement and fixation of the support rail 201 are realized by switching the locking mechanism of the universal wheels 205.

[0063] The method of using the rodless aircraft traction load testing platform of the present invention includes the following steps:

[0064] P1: In the test area, the staff opens the locking mechanism of the universal wheel 205 to fix the support rail 201. According to the working conditions, the staff adjusts the wheel clamping mechanism to the initial position through the drive structure. According to the model, the staff fixes the front and rear positions of the aluminum profile frame 101 rear support column. According to the working conditions, the staff sets the angle between the longitudinal axis of the load frame and the longitudinal axis of the support rail 201, and adds corresponding counterweights to the load frame. The staff places the machine wheel under the load frame on the wheel clamping mechanism bearing plate 208, waiting for the next wheel clamping process.

[0065] P2: Rotate the linear slide module A212 to the specified tilt angle, insert the fixing pins into the angle adjustment plates 213 on both sides, slide the slide on the linear slide module A212 to the specified height, adjust the height of the front pressure plate 207 roller, and tighten the locking bolts on the slide to fix the slide.

[0066] P3: The electro-hydraulic actuator A209 retracts via buttons on the human-machine interface, causing the wheel clamping mechanism to clamp the machine wheel;

[0067] P4: In the load measurement scheme for traction or jacking operations, the electro-hydraulic actuator B204 is remotely operated via buttons on the human-machine interface. The telescopic electro-hydraulic actuator B204 drives the wheel clamping mechanism to move longitudinally on the support rail 201 through the linear slide module B215. The vertical load, longitudinal load, and torque load on the aircraft wheels 106 during the movement are measured, thus taking into account the influence of actual movement factors such as road vibration on the measurement accuracy.

[0068] P5: When the wheel clamping mechanism moves to the designated position or the load exceeds the predetermined value, the electro-hydraulic actuator B204 stops operating and waits for the operator to perform the next operation.

[0069] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A rodless aircraft traction load testing platform, characterized in that: It includes support rails, load-bearing frame, wheel clamping mechanism, drive mechanism, and load measuring mechanism; The support rail is used to support the wheel clamping mechanism, the drive mechanism, and the load measuring mechanism; The load-bearing frame carries counterweights of different specifications through an aluminum profile frame, and is connected to a pair of wheels to be tested through a vertically retractable connecting structure at the bottom of the aluminum profile frame. The wheel clamping mechanism includes a front wheel clamping unit and a rear wheel clamping unit for positioning the wheel to be tested. The front wheel clamping unit includes a front base plate that slides with the support rail, and a wheel support unit and a front wheel clamping body are provided on the front base plate. The rear wheel clamping unit includes a rear base plate that slides with the support rail, and an angle adjustment unit and a rear wheel clamping body are provided on the rear base plate. The wheel support unit is used to place the wheel. The front wheel clamping body and the rear wheel clamping body clamp the wheel from the front and rear sides respectively. The angle adjustment unit is located on the rear base plate on the left and right sides of the rear wheel clamping body, and the rear wheel clamping body can be fixed to a specified tilt angle before testing. The drive mechanism is used to adjust the position of the front base plate on the support rail and to adjust the distance between the front and rear base plates, so that the wheel clamping mechanism clamps the machine wheel at a specified position. The load measuring mechanism includes a pressure sensor A, a pressure sensor B, and a torque sensor; pressure sensor A is located on the front wheel body to obtain the normal force F1 on one side of the wheel, pressure sensor B is located on the rear wheel body to obtain the normal force F2 on the other side of the wheel, and the torque sensor is located on the wheel support unit to obtain the torque of the wheel.

2. The rodless aircraft traction load testing platform as described in claim 1, characterized in that: The aluminum profile frame includes a movable rear strut, with a suspension beam at the top center of the rear strut capable of supporting different counterweights. The vertically retractable connection structure includes an upper sleeve and a lower sleeve; the bottom side of the end of the cantilever beam away from the support frame is threaded with a vertical upper sleeve; A horizontal axle is connected between the wheels to be tested. The upper surface of the axle is connected to the lower sleeve. The lower sleeve can slide along the inner wall of the upper sleeve, and a buffer structure is provided inside the upper sleeve to limit the relative displacement of the lower sleeve.

3. The rodless aircraft traction load testing platform as described in claim 2, characterized in that: A torque arm is provided between the upper sleeve and the lower sleeve; the torque arm includes two frames hinged together, the top of one frame is rotatably connected to a hoop A provided on the outer wall of the upper sleeve, and the other frame is rotatably connected to a hoop B provided on the outer wall of the lower sleeve.

4. The rodless aircraft traction load testing platform as described in claim 1, characterized in that: The wheel support unit includes a support bearing placed above the front base plate and a pressure plate for placing the wheel; the axial direction of the support bearing is vertical; the inner ring of the support bearing protrudes a certain distance above the outer ring and the top surface of the inner ring is fixedly connected to the pressure plate.

5. The rodless aircraft traction load testing platform as described in claim 4, characterized in that: The torque sensor is coaxially mounted on the support bearing. The upper end of the torque sensor is connected to the pressure plate, and the lower end of the torque sensor is connected to the front base plate.

6. The rodless aircraft traction load testing platform as described in claim 1, characterized in that: The front wheel main body includes an aluminum profile bracket vertically fixed to one side of the pressure plate. A connecting plate B is provided on the side of the aluminum profile bracket facing the wheel. A pair of guide post and guide sleeve structures A are arranged horizontally on the connecting plate B. A front pressure plate with an adjustable position is provided at the end of the guide post and guide sleeve structure A away from the connecting plate B. The front pressure plate is used to hold the wheel tightly on one side. A pressure sensor A is provided on the connecting plate B.

7. The rodless aircraft traction load testing platform as described in claim 1, characterized in that: The rear wheel assembly includes a pair of linear slide modules A rotatably connected to the rear base plate. A vertical bearing bracket is connected between the slides of the two linear slide modules A. A bearing seat is rotatably connected to the vertical bearing bracket. A connecting plate C is provided at the bottom of the bearing seat. The connecting plate C is connected to the rear pressure plate through a pair of guide post and guide sleeve structures B. The rear pressure plate is located opposite the front pressure plate so as to clamp the wheel on the other side. A pressure sensor B is provided on the rear pressure plate.

8. The rodless aircraft traction load testing platform as described in claim 7, characterized in that: The angle adjustment plate is an arc-shaped plate that is vertically installed on one side of the corresponding linear slide module A; the angle adjustment plate is provided with multiple semi-circular connecting holes, which are used to insert fixing pins to fix the linear slide module A with the adjusted angle.

9. The rodless aircraft traction load testing platform as described in claim 7, characterized in that: The drive mechanism includes a pair of linear slide modules B symmetrically fixed on a support rail, and the front base plate and the rear base plate can slide along the rail on the linear slide module B; The drive mechanism also includes an electro-hydraulic actuator A and an electro-hydraulic actuator B. The two ends of the electro-hydraulic actuator A are fixedly connected to the front base plate and the rear base plate, respectively. One end of the electro-hydraulic actuator B is fixed on a support rail near the front base plate, and the other end is fixed to one side of the top of the front base plate.

10. The method of using the rodless aircraft traction load testing platform as described in any one of claims 1 to 9, characterized in that, Includes the following steps: P1. Fix the support rail and adjust the wheel clamping mechanism to the initial position, add the corresponding counterweight to the load frame; place the machine wheel under the load frame on the pressure plate of the wheel clamping mechanism, and wait for the next wheel clamping process; P2: Rotate the linear slide module A to the specified tilt angle, insert the fixing pins into the angle adjustment plates on both sides, slide the slide on the linear slide module A to the specified height, and adjust the height of the front pressure plate roller; P3: Control the retraction of electro-hydraulic actuator A to drive the clamping mechanism to clamp the machine wheel; P4: In the load measurement scheme for traction or jacking operations, the vertical load, longitudinal load and torque load on the aircraft wheels are measured by operating the telescopic electro-hydraulic push rod B to drive the wheel clamping mechanism to move longitudinally on the support rail. P5: When the wheel clamping mechanism moves to the designated position or the load exceeds the predetermined value, the electro-hydraulic actuator B stops operating and waits for the operator to perform the next operation.

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