Aircraft nose landing gear turning multi-working-condition friction load simulation system

Abstract

The invention relates to the technical field of aircraft tests, in particular to an aircraft nose landing gear turning multi-working-condition friction load simulation system. The airplane nose landing gear turning multi-working-condition friction load simulation system comprises a supporting frame, a protection cover, a rotating component and a power mechanism, the upper portion of the supporting frame is used for fixing an airplane nose landing gear, a jacking device is supported on the lower portion of the supporting frame, the protection cover is arranged at the output end of the jacking device, and the rotating component is rotationally arranged on the protection cover. The connecting piece is connected to an aircraft nose landing gear; the power mechanism is used for driving the rotating component to rotate and / or braking the rotating component; and the output force of the jacking device is transmitted to the nose landing gear of the airplane through the protective cover and the rotating component so as to simulate the vertical force of the ground to the nose landing gear when the nose landing gear of the airplane touches the ground.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft testing, and in particular to a multi-condition friction load simulation system for turning of an aircraft front landing gear. Background Art

[0002] The front landing gear of an aircraft is one of the key components of an aircraft. Its working performance, reliability and stability will directly affect the flight safety of the aircraft. Therefore, various ground tests must be carried out on the front landing gear of an aircraft before installation. From landing to taking off again, the aircraft needs to go through the stages of landing run, braking deceleration, maneuvering turning, and runway takeoff. During the turn, the ground and the tires contact to produce reaction forces, which are vertical forces upward along the ground and friction forces opposite to the sliding direction of the aircraft. The front landing gear of an aircraft includes a landing gear body, a retracting mechanism and a front landing gear servo mechanism of the aircraft. The front landing gear servo mechanism of the aircraft controls the left and right steering of the wheels. In order to simulate the vertical force and friction force of the ground on the front landing gear during the landing process, a loading test device needs to be designed for experimental testing. The vertical motion components and rotary motion components used in the prior art are complex in structure; they can only be used for experimental theoretical research and cannot be applied to simulation practice. Summary of the invention

[0003] A series of simplified concepts are introduced in the application content section, which will be further described in detail in the detailed implementation section. The application content section of this application does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0004] According to a first aspect of the present application, a system for simulating multi-condition friction loads of a front landing gear of an aircraft during turning is provided. The system for simulating multi-condition friction loads of a front landing gear of an aircraft during turning comprises:

[0005] A support frame, the upper part of which is used to fix the front landing gear of the aircraft, and the lower part of which is supported by a jacking device;

[0006] A protective cover, arranged at the output end of the jacking device;

[0007] A rotating member is rotatably arranged on the protective cover and is used to be connected to the front landing gear of the aircraft; a braking device is arranged in the protective cover, and the braking device is used to brake the rotating member;

[0008] a power mechanism, the power mechanism being used to drive the rotating member to rotate and / or to brake the rotating member;

[0009] The output force of the jacking device is transmitted to the front landing gear of the aircraft through the protective cover and the rotating member to simulate the vertical force of the ground on the front landing gear when the front landing gear of the aircraft touches the ground.

[0010] According to the aircraft front landing gear turning multi-condition friction load simulation system of the present application, the aircraft front landing gear turning multi-condition friction load simulation system includes a support frame, a protective cover, a rotating member and a power mechanism, the upper part of the support frame is used to fix the aircraft front landing gear, the lower part of the support frame supports a jacking device, the protective cover is arranged at the output end of the jacking device, the rotating member is rotatably arranged on the protective cover, and is used to connect to the aircraft front landing gear; the power mechanism is used to drive the rotating member to rotate and / or to brake the rotating member; the output force of the jacking device is transmitted to the aircraft front landing gear through the protective cover and the rotating member to simulate the vertical force of the ground on the front landing gear when the aircraft front landing gear touches the ground. In this way, the jacking device can simulate the vertical load applied to the aircraft front landing gear, the power mechanism is used to drive the rotating member to rotate and / or to brake the rotating member, and then simulate the turning friction load on the aircraft front landing gear, and can simulate the active loading condition and / or passive loading condition of the vertical load and friction force of the aircraft front landing gear, and the structure is simple.

[0011] Optionally, the power mechanism comprises a driving device and a clutch device, and the driving device is detachably connected to the rotating member via the clutch device.

[0012] Optionally, the aircraft nose landing gear servo mechanism drives the aircraft nose landing gear to rotate, and the driving device can output braking power to brake the rotating component, simulating the friction load that the aircraft nose landing gear is subjected to when turning.

[0013] Optionally, the power mechanism also includes a braking device, which is located in the protective cover. The driving device can output driving power to drive the rotating component to rotate, so as to drive the front landing gear of the aircraft to turn. The braking device can brake the rotating component to simulate the friction load received by the front landing gear of the aircraft when turning.

[0014] Optionally, the power mechanism includes a braking device, and the aircraft nose landing gear servo mechanism drives the nose landing gear to rotate, and the braking device brakes the rotating component to simulate the friction load that the aircraft nose landing gear is subjected to when turning.

[0015] Optionally, a rotating shaft is further included, wherein the rotating shaft is connected to the rotating member, and the power mechanism is connected to the rotating member via the rotating shaft.

[0016] Optionally, the power mechanism includes a driving device and a clutch device, the clutch device includes a clutch body and a gear plate, the clutch body is connected to the rotating shaft, the driving device can drive the gear plate to rotate, and the clutch body and the gear plate are detachably connected.

[0017] Optionally, the clutch body includes a moving mechanism, which is capable of telescopic movement along the axial direction of the rotating shaft, and mutually facing surfaces of the moving mechanism and the gear plate are provided with teeth that can mesh with each other.

[0018] Optionally, the moving mechanism includes a first surface, the toothed disc includes a second surface opposite to the first surface, the first surface is provided with first teeth, the second surface is provided with second teeth, and the first surface is movable between an engaged position and a disengaged position.

[0019] The first tooth in the separated position is spaced apart from the second tooth,

[0020] The first tooth located at the meshing position meshes with the second tooth.

[0021] Optionally, a torque sensor is further included, one end of the rotating shaft is connected to the rotating member through the torque sensor, and the other end of the rotating shaft is connected to the power mechanism.

[0022] Optionally, the invention further comprises a slider and a slider seat, wherein the slider is connected to the rotating shaft, the slider seat is connected to the rotating member, and the slider seat is spaced apart from the slider in a radial direction of the rotating shaft.

[0023] Optionally, a locking disk is further included, and the rotating shaft is locked with the torque sensor through the locking disk.

[0024] Optionally, the power mechanism includes a driving device and a clutch device, the driving device includes a servo motor and a reducer, the clutch device includes a gear plate, and the gear plate is connected to the servo motor through the reducer.

[0025] The servo motor can output torque to drive the gear plate to rotate.

[0026] Optionally, the rotating member is provided with a groove, a positioning member is provided in the groove, the positioning member is used to be connected to the front landing gear of the aircraft, and the positioning member is engaged with the groove.

[0027] Optionally, the cross section of the groove is configured to be conical.

[0028] Optionally, a force sensor is further included, and the force sensor is located between the lifting device and the protective cover to detect and transmit the force output by the lifting device.

[0029] Optionally, it also includes a bearing and a fixed plate, the rotating member can rotate relative to the protective cover through the bearing, the fixed plate is arranged between the protective cover and the bearing, a guide column is fixed on the support frame, the guide column passes through the fixed plate and the axial direction is parallel to the vertical force direction, and the fixed plate can slide along the guide column under the action of the lifting device.

[0030] Optionally, a bracket is further included, which is located between the protective cover and the rotating member, and the bracket includes a large-sized portion and a small-sized portion, the large-sized portion abuts against the protective cover, and the small-sized portion abuts against the power mechanism, and the clutch device is located in the bracket. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The following drawings of the present application are hereby used as part of the present application for understanding the present application. The drawings show the implementation methods of the present application and their descriptions, and are used to explain the device and principle of the present application. In the drawings,

[0032] Figure 1 It is a three-dimensional schematic diagram of a multi-condition friction load simulation system for turning of an aircraft nose landing gear according to a preferred embodiment of the present application;

[0033] Figure 2 for Figure 1 The front view schematic diagram of the aircraft nose landing gear turning multi-condition friction load simulation system shown;

[0034] Figure 3 For along Figure 2 Sectional view taken along the midline AA;

[0035] Figure 4 for Figure 3 A partial enlarged view of the aircraft nose landing gear turning multi-condition friction load simulation system is shown;

[0036] Figure 5 for Figure 3 Another partial enlarged view of the aircraft nose landing gear turning multi-condition friction load simulation system shown;

[0037] Figure 6 for Figure 4 A partial enlarged view of part B in FIG.

[0038] Description of reference numerals:

[0039] 100: Aircraft front landing gear turning multi-condition friction load simulation system

[0040] 101: Platform 102: Ground Track

[0041] 103: Connecting plate 104: Hanging fixture

[0042] 105: Aircraft front landing gear servo mechanism 111: Support plate

[0043] 112: Support column 113: Protective cover

[0044] 114: Rotating member 115: Force sensor

[0045] 116: Bearing 119: Clamp

[0046] 123: Fixed plate 124: Bottom plate

[0047] 125: First paragraph 126: Second paragraph

[0048] 127: Middle section 128: Groove

[0049] 129: Positioning member 130: Lifting device

[0050] 131: Driving device 132: Servo motor

[0051] 133: Reducer 134: Reducer mounting seat

[0052] 140: Clutch device 141: Clutch body

[0053] 142: Toothed disc 143: First tooth

[0054] 144: Second tooth 145: Bracket

[0055] 146: Large size part 147: Small size part

[0056] 148: Limiting ring 150: Braking device

[0057] 151: Brake 152: Rotating shaft

[0058] 154: Torque sensor 155: Limit switch

[0059] 156: Encoder 159: Locking disk

[0060] 170: Guide column 171: Linear bearing

[0061] 172: screw 173: guide column fixing plate

[0062] 174: Slider 175: Sliding seat

[0063] 176: Adjustment component 180: Control system

[0064] 181: Junction box 200: Aircraft front landing gear DETAILED DESCRIPTION

[0065] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it is apparent to those skilled in the art that the present application can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present application, some technical features well known in the art are not described.

[0066] In order to thoroughly understand the present application, detailed parts will be presented in the following description to illustrate the present application. Obviously, the implementation of the present application is not limited to the specific details familiar to those skilled in the art. The preferred embodiments of the present application are described in detail below, but in addition to these detailed descriptions, the present application may also have other embodiments and should not be interpreted as being limited to the embodiments presented here.

[0067] It should be understood that the purpose of the terms used herein is only to describe specific embodiments and is not intended to be limiting of the present application, and the singular forms of "one", "an" and "said / the" are also intended to include plural forms, unless the context clearly indicates otherwise. When the terms "comprise" and / or "include" are used in this specification, they indicate the presence of the features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof. The terms "upper", "lower", "front", "back", "left", "right" and similar expressions used in this application are for illustrative purposes only and are not limiting.

[0068] Ordinal numbers such as "first" and "second" cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. In this application, unless otherwise clearly specified and limited, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature "above", "above" and "above" a second feature include the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature "below", "below" and "below" a second feature include the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0069] Hereinafter, specific embodiments of the present application will be described in more detail with reference to the accompanying drawings. These drawings show representative embodiments of the present application and do not limit the present application.

[0070] like Figure 1As shown, the present application provides a multi-condition friction load simulation system 100 for turning of an aircraft nose landing gear, which can simulate various ground tests of the aircraft nose landing gear 200 on the ground. For example, the multi-condition friction load simulation system 100 for turning of an aircraft nose landing gear can simulate the landing run, braking deceleration, maneuvering turn, taxiing takeoff, etc. experienced by the aircraft from landing to taking off again. The simulation system of the present application can be applied to the multi-condition friction load simulation system 100 for turning of an aircraft nose landing gear that is applicable to simulation practice and multi-condition landing gear steering load simulation requirements. In particular, the multi-condition friction load simulation system 100 for turning of an aircraft nose landing gear can simulate the reaction force generated by the contact between the ground and the tire during turning.

[0071] Combination Figure 2 and Figure 3 As shown, the aircraft nose landing gear turning multi-condition friction load simulation system 100 includes a support frame, which can support the aircraft nose landing gear 200 and can realize the steering of the aircraft nose landing gear 200 through the aircraft nose landing gear servo mechanism 105. The aircraft nose landing gear servo mechanism 105 includes an actuator, and the actuator drives the aircraft nose landing gear 200 simulation part to rotate. The aircraft nose landing gear 200 is connected to the support frame. The support frame includes a platform 101 and a hanging fixture 104, and the upper part of the support frame is used to fix the aircraft nose landing gear 200. Specifically, the platform 101 is used to support the aircraft nose landing gear 200. The aircraft nose landing gear 200 is installed on the platform 101 through the hanging fixture 104. The aircraft nose landing gear servo mechanism 105 can drive the aircraft nose landing gear 200 to turn. The aircraft nose landing gear turning multi-condition friction load simulation system 100 of the present application is a semi-physical loading system, and the hanging fixture 104, the aircraft nose landing gear servo mechanism 105 and the aircraft nose landing gear 200 are physical parts or simulated parts of the aircraft.

[0072] like Figure 4 As shown, the lower part of the support frame supports a jacking device 130. The aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a protective cover 113 and a rotating member 114, and the jacking device 130 is connected to the protective cover 113. Specifically, the jacking device 130 is used to apply a force to the aircraft nose landing gear 200. The jacking device 130 is arranged on the support frame. In particular, the jacking device 130 is connected to the platform 101. The jacking device 130 is connected to the upper surface of the platform 101. The platform 101 supports the jacking device 130. The platform 101 supports the jacking device 130.

[0073] Specifically, the lifting device 130 can output an action force, and the action force acts on the front landing gear 200 of the aircraft. The lifting device 130 is rigidly connected to the protective cover 113. The protective cover 113 is arranged at the output end of the lifting device 130. The output end of the lifting device 130 can output an action force. The action force output by the output end of the lifting device 130 acts on the protective cover 113. The action force of the lifting device 130 is transmitted to the front landing gear 200 of the aircraft through the protective cover 113. The lifting device 130 is used to apply an action force to the front landing gear 200 of the aircraft through the protective cover 113. The action force is indirectly applied to the front landing gear 200 of the aircraft through the protective cover 113, thereby simulating the vertical force of the ground on the front landing gear when the front landing gear 200 of the aircraft touches the ground.

[0074] Preferably, the lifting device 130 is located below the protective cover 113 along the vertical force direction F. The lifting device 130 applies a force to the protective cover 113 along the height direction of the aircraft's front landing gear 200. The lifting device 130 applies a force to the protective cover 113 in the direction toward the aircraft's front landing gear 200. The vertical force direction F is parallel to the direction of the force. The vertical force direction F is parallel to the height direction of the aircraft's front landing gear 200. The vertical force direction F is toward the aircraft's front landing gear 200. Thus, the force can simulate the vertical load of the aircraft's front landing gear 200.

[0075] The rotating member 114 is used to be connected to the front landing gear 200 of the aircraft. The rotating member 114 can be detachably connected to the front landing gear 200 of the aircraft. The rotating member 114 is used to be connected to the front landing gear 200 of the aircraft. The rotating member 114 is detachably connected to the front landing gear 200 of the aircraft. Preferably, the front landing gear 200 of the aircraft includes a wheel shaft, and the wheel shaft is connected to the rotating member 114. The rotating member 114 is also rotatably arranged on the protective cover 113. The rotating member 114 can rotate relative to the protective cover 113.

[0076] The rotating member 114 is configured as a disc-shaped structure. The rotating member 114 is fixed to the front landing gear 200 of the aircraft. The rotating member 114 can rotate with the front landing gear 200 of the aircraft. The rotating member 114 is rotatably connected to the protective cover 113. The protective cover 113 and the rotating member 114 are rigidly connected. The force transmitted by the protective cover 113 is applied to the front landing gear 200 of the aircraft through the rotating member 114. The rotating member 114 and the protective cover 113 are arranged along the vertical force direction F. In this way, the output force of the jacking device 130 is transmitted to the front landing gear 200 of the aircraft through the protective cover 113 and the rotating member 114 to simulate the vertical force of the ground on the front landing gear when the front landing gear 200 of the aircraft touches the ground. The vertical force output by the jacking device 130 is transmitted to the rotating member 114 through the protective cover 113, and then transmitted to the front landing gear 200 of the aircraft. In this way, the vertical load of the front landing gear 200 of the aircraft can be simulated. The jacking device 130 can simulate the vertical load applied to the front landing gear 200 of the aircraft.

[0077] For example, the jacking device 130 can simulate a vertical load in a vertical force direction F applied by the ground to the front landing gear 200 of the aircraft when the front landing gear 200 of the aircraft lands. When the front landing gear 200 of the aircraft lands, the front landing gear 200 of the aircraft applies a downward force to the ground, and the ground applies an upward force to the landing gear of the aircraft. The jacking device 130 can simulate the upward force, and then simulate the vertical load on the front landing gear 200 of the aircraft.

[0078] The aircraft nose landing gear turning multi-condition friction load simulation system 100 further includes a power mechanism, which is used for driving the rotating component 114 to rotate and / or for braking the rotating component 114 .

[0079] Optionally, the power mechanism can drive the rotating member 114 to rotate, so as to drive the front landing gear 200 of the aircraft to turn. Thus, the power mechanism can drive the front landing gear 200 of the aircraft to turn.

[0080] Optionally, the front landing gear servo mechanism of the aircraft drives the front landing gear of the aircraft to rotate, and the power mechanism can also brake the front landing gear of the aircraft by braking the rotating member 114. The direction of the braking force output by the power mechanism is opposite to the rotation direction of the front landing gear 200 of the aircraft. The power mechanism can apply a braking force opposite to the rotation direction to the front landing gear 200 of the aircraft. Thus, the power mechanism brakes the rotating member 114 to simulate the friction load received by the front landing gear 200 of the aircraft when turning.

[0081] Optionally, a part of the power mechanism can drive the rotating member 114 to rotate, and another part of the power mechanism can brake the rotating member 114. A part of the power mechanism can drive the front landing gear 200 of the aircraft to turn, and another part of the power mechanism can also brake the front landing gear of the aircraft to rotate by braking the rotating member 114. Thus, a part of the power mechanism can drive the front landing gear 200 of the aircraft to turn, and another part of the power mechanism can brake the front landing gear 200 of the aircraft to simulate the friction load on the front landing gear 200 of the aircraft when turning.

[0082] In this way, the power mechanism can drive the front landing gear 200 of the aircraft to turn and / or simulate the turning friction load applied by the ground to the front landing gear 200 of the aircraft when the front landing gear 200 of the aircraft turns. The aircraft landing gear is affected by the rotation when turning, and an active load is applied to the ground, and the ground applies a reverse friction load opposite to the turning direction to the aircraft landing gear. The power mechanism can simulate the reverse friction load of the ground, and then simulate it as a turning friction load on the front landing gear 200 of the aircraft.

[0083] According to the aircraft front landing gear turning multi-condition friction load simulation system of the present application, the aircraft front landing gear turning multi-condition friction load simulation system includes a support frame, a protective cover 113, a rotating component 114 and a power mechanism, the upper part of the support frame is used to fix the aircraft front landing gear, the lower part of the support frame supports a jacking device 130, the protective cover 113 is arranged at the output end of the jacking device 130, and the rotating component 114 is rotatably arranged on the protective cover 113 for connection to the aircraft front landing gear; the power mechanism is used to drive the rotating component to rotate and / or to brake the rotating component; the output force of the jacking device is transmitted to the aircraft front landing gear via the protective cover and the rotating component to simulate the vertical force of the ground on the front landing gear when the aircraft front landing gear touches the ground. In this way, the lifting device 130 can simulate the vertical load applied to the front landing gear 200 of the aircraft. The power mechanism is used to drive the rotating component to rotate and / or to brake the rotating component, thereby simulating the turning friction load on the front landing gear 200 of the aircraft. It can simulate the active loading condition and / or passive loading condition of the vertical load and friction force of the front landing gear 200 of the aircraft, and has a simple structure.

[0084] More specifically, the power mechanism includes a driving device 131 and a clutch device 140, and the driving device 131 is detachably connected to the rotating member 114 through the clutch device 140. The driving device 131 can drive the rotating shaft 152 to rotate. When the driving device 131 is connected to the rotating member 114 through the clutch device 140, it can actively apply a force to the front landing gear 200 of the aircraft to rotate the rotating member 114 or brake the rotating member 114, thereby making the front landing gear 200 of the aircraft turn or brake the front landing gear 200 of the aircraft. When the driving device 131 is separated from the rotating member 114 through the clutch device 140, the front landing gear servo mechanism 105 of the aircraft drives the front landing gear 200 of the aircraft to turn.

[0085] Furthermore, the front landing gear servo mechanism 105 of the aircraft drives the front landing gear 200 of the aircraft to rotate, and the driving device 131 can output braking power to brake the rotating member, simulating the friction load received by the front landing gear of the aircraft when turning. The driving device 131 is connected to the rotating member 114 through the clutch device 140. The front landing gear servo mechanism 105 of the aircraft outputs driving force to drive the front landing gear 200 of the aircraft to rotate, and the rotating member 114 rotates. The braking power output by the driving device 131 can brake the rotating member 114 through the clutch device 140. For example, the output shaft of the driving device 131 rotates in a first direction to output braking power, and the braking power can drive the clutch device 140 to rotate. The rotation direction output by the clutch device 140 is opposite to the rotation direction of the rotating member 114, thereby braking the rotating member, thereby simulating the friction load received by the front landing gear of the aircraft when turning.

[0086] The power mechanism further includes a brake device 150, which is located at the protective cover 113. The brake device 150 is connected to the rotating member 114. The brake device 150 is detachably connected to the rotating member 114. The brake device 150 is used to brake the rotating member 114. The brake device 150 brakes the front landing gear 200 of the aircraft by braking the rotating member 114. The front landing gear servo mechanism 105 of the aircraft promotes the front landing gear to rotate. The front landing gear 200 of the aircraft can rotate. The brake device 150 can brake the rotating front landing gear 200 of the aircraft. The direction of the braking force output by the brake device 150 is opposite to the rotation direction of the front landing gear 200 of the aircraft. The brake device 150 can apply a braking force opposite to the rotation direction to the front landing gear 200 of the aircraft. Thus, the brake device 150 brakes the rotating member 114 to simulate the friction load received by the front landing gear 200 of the aircraft when turning. In this way, the braking device 150 can simulate the turning friction load applied by the ground to the front landing gear 200 of the aircraft when the front landing gear 200 of the aircraft turns. When turning, the aircraft landing gear is affected by the rotation and applies an active load to the ground, and the ground applies a reverse friction load opposite to the turning direction to the aircraft landing gear. The braking device 150 can simulate the reverse friction load of the ground, and then simulate the turning friction load on the front landing gear 200 of the aircraft.

[0087] The driving device 131 can output driving power to drive the rotating member to rotate, which is used to drive the front landing gear of the aircraft to turn, and the braking device 150 can brake the rotating member 114 to simulate the friction load received by the front landing gear of the aircraft when turning. The driving device 131 is connected to the rotating member 114 through the clutch device 140. The driving power output by the driving device 131 can brake the rotating member 114 through the clutch device 140. For example, the output shaft of the driving device 131 rotates along the second direction to output the driving power, and the driving power can drive the clutch device 140 to rotate, and the rotation direction output by the clutch device 140 is the same as the rotation direction of the rotating member 114, thereby driving the rotating member 114 to rotate. The braking device 150 is connected to the rotating member 114. The braking device 150 is used to brake the rotating member 114. The braking device 150 brakes the front landing gear 200 of the aircraft by braking the rotating member 114. In this way, the braking device 150 can simulate the turning friction load applied by the ground to the front landing gear 200 of the aircraft when the front landing gear 200 of the aircraft turns.

[0088] In order to facilitate the control of the aircraft nose landing gear 200, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a rotating shaft 152, and the rotating shaft 152 is connected to the rotating member 114. The power mechanism is connected to the rotating member 114 through the rotating shaft 152. The axial direction of the rotating shaft 152 is parallel to the vertical force direction F. One end of the rotating shaft 152 is connected to the rotating member 114. One end of the rotating shaft 152 along the axial direction of the rotating shaft 152 is connected to the rotating member 114. The rotation of the rotating member 114 can drive the rotating shaft 152 to rotate. The rotating member 114 can drive the rotating shaft 152 to rotate around the axial direction of the rotating shaft 152. The other end of the rotating shaft 152 is connected to the power mechanism. For example, the other end of the rotating shaft 152 extends into the braking device 150. The other end of the rotating shaft 152 along the axial direction of the rotating shaft 152 extends into the braking device 150. The braking device 150 includes a rotor, and the rotor is provided with a rotor hole, and the other end of the rotating shaft 152 extends into the rotor hole. The brake device 150 brakes the rotating member 114 through the rotating shaft 152 , thereby braking the rotating member 114 , and further braking the turning of the front landing gear 200 of the aircraft.

[0089] The aircraft nose landing gear turning multi-condition friction load simulation system 100 can simulate the active loading of friction force. Specifically, Figure 6 As shown, the clutch device 140 includes a clutch body 141 and a toothed disc 142, and the clutch body 141 and the toothed disc 142 are detachably connected. The clutch body 141 is connected to the rotating shaft 152. The clutch body 141 is connected to the other end of the rotating shaft 152. The rotation of the rotating shaft 152 can drive the clutch body 141 to rotate. The clutch body 141 and the rotating shaft 152 can rotate synchronously. The clutch body 141 and the rotating shaft 152 are relatively fixed. The clutch body 141 and the rotating shaft 152 can be connected together by a key connection. The driving device 131 is connected to the toothed disc 142. The driving device 131 can drive the toothed disc 142 to rotate. The toothed disc 142 is sleeved to the rotating shaft 152, and the toothed disc 142 is spaced apart from the rotating shaft 152. The rotation of the rotating shaft 152 will not directly drive the toothed disc 142 to rotate. The rotation of the toothed disc 142 needs to drive the rotating shaft 152 to rotate through the clutch body 141.

[0090] The surfaces of the clutch body 141 and the toothed disc 142 facing each other are provided with teeth that can mesh with each other. When the teeth of the clutch body 141 and the teeth of the toothed disc 142 are spaced apart, the clutch body 141 and the toothed disc 142 do not rotate together. That is, when the teeth of the clutch body 141 and the teeth of the toothed disc 142 are spaced apart, the clutch body 141 rotates, and the toothed disc 142 does not rotate.

[0091] When the teeth of the clutch body 141 mesh with the teeth of the toothed disc 142 , the rotation of the toothed disc 142 can drive the clutch body 141 to rotate, thereby driving the rotating shaft 152 to rotate, and then driving the front landing gear 200 of the aircraft to rotate, which can simulate the turning of the front landing gear 200 of the aircraft.

[0092] Furthermore, the clutch body 141 includes a moving mechanism, and the moving mechanism can be telescopically moved along the axial direction of the rotating shaft 152. The clutch body 141 can be a pneumatic clutch. Gas is introduced into the clutch body 141, and the moving mechanism can slide and telescopically to engage or disengage with the toothed disc 142. The end of the moving mechanism can move along the vertical force direction F. The end of the moving mechanism can move relative to the toothed disc 142 along the vertical force direction F. The end of the moving mechanism can move in the direction toward the toothed disc 142. The end of the moving mechanism can also move in the direction away from the toothed disc 142. The clutch device 140 also includes a limit ring 148, which is sleeved on the rotating shaft 152. The limit ring 148 can limit the position of the clutch body 141. In particular, the limit ring 148 can limit the position of the moving mechanism.

[0093] The end of the moving mechanism is provided with teeth that mesh with the toothed disc 142. The end of the moving mechanism can move between an engaged position and a disengaged position. The teeth of the end of the moving mechanism located at the engaged position mesh with the toothed disc 142. The teeth of the end of the moving mechanism located at the disengaged position are spaced apart from the toothed disc 142. In this way, the clutch body 141 can be detachably connected to the toothed disc 142.

[0094] Specifically, the moving mechanism includes a first surface, which can move in the vertical force direction. The first surface faces the toothed disc 142. The first surface includes teeth that mesh with the teeth of the toothed disc 142. The toothed disc 142 is constructed as an annular structure. The toothed disc 142 includes a second surface, which faces the moving mechanism. The second surface is opposite to the first surface. The second surface is opposite to the first surface in the vertical force direction F. The second surface includes teeth that mesh with the teeth of the moving mechanism. For the sake of distinction, the first surface is provided with first teeth 143, and the second surface is provided with second teeth 144.

[0095] The first face is movable between an engaged position and a disengaged position. The first tooth 143 in the disengaged position is spaced apart from the second tooth 144. The rotation of the first face in the disengaged position does not cause the second face to rotate. The rotation of the second face does not cause the first face in the disengaged position to rotate. The rotation of the toothed disc 142 does not cause the moving mechanism in the disengaged position to rotate. The rotation of the toothed disc 142 does not cause the clutch body 141 in the disengaged position to rotate.

[0096] The first tooth 143 at the meshing position meshes with the second tooth 144. The rotation of the second tooth 144 drives the first tooth 143 at the meshing position to rotate. The rotation of the toothed disc 142 drives the moving mechanism at the meshing position to rotate. The rotation of the toothed disc 142 drives the clutch body 141 at the meshing position to rotate, so as to drive the rotating shaft 152 to rotate, and then drives the front landing gear 200 of the aircraft to rotate, so as to simulate the turning of the front landing gear 200 of the aircraft.

[0097] In order to control the power output by the driving device 131, the driving device 131 includes a servo motor 132 and a reducer 133, wherein the servo motor 132 is used to output power, and the reducer 133 is used to control the speed output by the servo motor 132. The toothed disc 142 is connected to the servo motor 132 through the reducer 133. The servo motor 132 can output torque to drive the toothed disc 142 to rotate. The servo motor 132 can rotate in a first direction and a second direction respectively to output braking power and driving power respectively. The servo motor 132 can rotate in a first direction (e.g., clockwise) to output braking power. The servo motor 132 can rotate in a second direction (e.g., counterclockwise) to output driving power.

[0098] Optionally, the servo motor 132 includes an output shaft, which can rotate to drive the reducer 133 to operate. The axial direction of the output shaft is perpendicular to the vertical force direction. The axial direction of the output shaft is perpendicular to the axial direction of the rotating shaft 152. In order to ensure that the torque output by the output shaft of the servo motor 132 can be transmitted to the output shaft, a bevel gear and a planetary gear system are also provided between the servo motor 132 and the reducer 133. The two bevel gears in the bevel gear are arranged vertically and meshed together, one bevel gear is connected to the output shaft of the servo motor 132, and the other bevel gear is connected to the reducer 133. The reducer 133 includes a meshing input gear and an output member, the input gear is meshed with the other bevel gear, and the output member is connected to the rotating shaft 152 through teeth or keys. As a result, the servo motor 132 can output torque when it operates, and the torque is transmitted to the gear plate 142 through the reducer 133 to drive the rotating shaft 152 to rotate.

[0099] Return now Figure 4The aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a torque sensor 154, and the rotating shaft 152 is connected to the rotating member 114 through the torque sensor 154. One end of the rotating shaft 152 is connected to the torque sensor 154. The torque sensor 154 is used to detect the torque generated by the braking device 150 braking the rotor. One end of the rotating shaft 152 is connected to the rotating member 114 through the torque sensor 154. The other end of the rotating shaft 152 is connected to the power mechanism. The other end of the rotating shaft 152 is inserted into the braking device 150. The braking device 150 brakes the other end of the rotating shaft 152 to brake the rotating shaft 152 so that the rotating shaft 152 stops rotating, thereby braking the rotating member 114, and then braking the aircraft front landing gear 200. The braking device 150 brakes the rotating aircraft front landing gear 200 by braking the rotating shaft 152.

[0100] In order to ensure the connection strength between the torque sensor 154 and the rotating shaft 152, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a locking plate 159, which is used to connect the rotating shaft 152 and the torque sensor 154. The rotating shaft 152 is locked with the torque sensor 154 through the locking plate 159. The torque sensor 154 and the rotating shaft 152 are locked through the locking plate 159. The locking plate 159 transmits the load by generating friction through high-strength bolts. The locking plate 159 generates pressure and friction between the torque sensor 154 and the rotating shaft 152 by tightening the high-strength bolts, thereby realizing load transmission. A hole is provided at one end of the rotating shaft 152. A hole is provided at one end of the rotating shaft 152 along the axial direction of the rotating shaft 152. One end of the torque sensor 154 is inserted into the hole of the rotating shaft 152. One end of the torque sensor 154 along the axial direction of the rotating shaft 152 is inserted into the hole of the rotating shaft 152. A locking disk 159 is further disposed on the outer side of one end of the rotating shaft 152 , and the locking disk 159 locks one end of the rotating shaft 152 so that the torque sensor 154 and the rotating shaft 152 are relatively fixed.

[0101] In order to avoid the vertical force acting on the rotating shaft 152, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a slider 174 and a slide seat 175, and the slide seat 175 can move relative to the slider 174. The slider 174 is constructed as a roughly square. The surface of the slider 174 is parallel to the surface of the slide seat 175. The slider 174 is connected to the rotating shaft 152, and the slide seat 175 is connected to the rotating member 114. The slider 174 can rotate with the rotating shaft 152. The vertical force of the rotating member 114 acts on the slide seat 175 so that the slide seat 175 can move along the vertical force direction F. The vertical force direction F is parallel to the axial direction of the rotating shaft 152. The slide seat 175 can move along the axial direction of the rotating shaft 152. When the slide seat 175 rotates, it abuts against the slider 174 to be able to push the slider 174 to rotate.

[0102] The slide seat 175 is spaced apart from the slider 174 in the radial direction of the rotation shaft 152. The rotation member 114 is acted upon by a vertical force in the axial direction of the rotation shaft 152, and the vertical force is not transmitted to the slider 174 through the slide seat 175. The rotation shaft 152 does not move in the direction of the vertical force. Thus, it is ensured that the vertical force acts on the rotation member 114, and the vertical force does not affect the rotation shaft 152.

[0103] There is a gap between the slide seat 175 and the slider 174. There is a gap between the slide seat 175 and the slider 174 along the radial direction of the rotating shaft 152. The slider 174 and the slide seat 175 are opposite to each other along the circumferential direction of the rotating shaft 152. The slider 174 and the slide seat 175 are against each other along the circumferential direction of the rotating shaft 152. The rotation of the rotating member 114 can cause the slide seat 175 to apply a force along the circumferential direction of the rotating shaft 152 to the slider 174, thereby driving the slider 174 to rotate, and then driving the rotating shaft 152 to rotate.

[0104] The aircraft front landing gear turning multi-condition friction load simulation system 100 also includes an adjustment member 176, which is connected to the slide 175. The adjustment member 176 is fixed to the slide 175. The adjustment member 176 is opposite to the corner of the slider 174. The adjustment member 176 is spaced apart from the slider 174 along the radial direction of the rotation shaft 152. There is a gap between the adjustment member 176 and the slider 174 along the radial direction of the rotation shaft 152. The rotating member 114 drives the slider 175 to rotate. The slider 175 rotates around the axial direction of the rotation shaft 152. The slider 175 drives the adjustment member 176 to rotate. The adjustment member 176 applies a force to the slider 174 along the circumferential direction of the rotation shaft 152. The adjustment member 176 drives the slider 174 to rotate, thereby driving the rotation shaft 152 to rotate.

[0105] One end of the torque sensor 154 is connected to the slider 174, and the other end is connected to the rotating shaft 152. The slider 174 and the slide seat 175 form a sliding pair, and the gap is adjusted by the adjustment member 176. This prevents the vertical force load of the ground from being transmitted to the torque sensor 154, and the torque sensor 154 only needs to bear the torque.

[0106] When performing the active loading simulation test, gas is introduced into the pneumatic clutch, and the clutch body 141 meshes with the gear plate 142. The servo motor 132 works, and the servo motor 132 drives the reducer 133 to rotate, thereby driving the gear plate 142, the clutch body 141, the rotating shaft 152, the torque sensor 154, the rotating member 114, the clamping fixture 119 and the front landing gear 200 of the aircraft to rotate, thereby simulating the active loading of friction force.

[0107] The transmission of vertical force is described below.

[0108] like Figure 4As shown, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a support plate 111, and the thickness direction of the support plate 111 is parallel to the vertical force direction F. The support plate 111 is connected to the jacking device 130. The jacking device 130 can move along the height direction of the aircraft nose landing gear 200 to apply a force to the support plate 111. The aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a support column 112, which is located at the free end of the output shaft of the jacking device 130. The support column 112 is fixed to the support plate 111.

[0109] The lifting device 130 includes a jack. The jack is an electric jack. The support column 112 is connected to the free end of the output shaft of the jack. For example, the support column 112 and the free end of the output shaft are integrally formed by casting. Figure 1 As shown, the stand 101 includes a ground rail 102, and the lifting device 130 also includes a bottom plate 124, and the bottom plate 124 is fixed to the ground rail 102. The jack is fixed to the ground rail 102 through the bottom plate 124. The support column 112 is connected to the support plate 111. The support plate 111 can be provided with a support hole, and the axial direction of the support hole is parallel to the vertical force direction F. The support column 112 and the support plate 111 are tightly fitted along the vertical force direction F. The support column 112 is inserted into the support hole. The support column 112 and the support plate 111 are connected together by a connecting member. The connecting member can be a bolt, a screw, etc. The support column 112 and the support plate 111 are rigidly connected. The force output by the lifting device 130 is transmitted to the support plate 111 through the support column 112. The force output by the lifting device 130 is transmitted to the support plate 111 along the vertical force direction F. The power output by the lifting device 130 is expanded to the large-area support plate 111 through the small-area support column 112 .

[0110] The support column 112 includes a large-size column and a small-size column, and the size of the small-size column is smaller than that of the large-size column. The size of the support hole is smaller than that of the large-size column. The size of the support hole along the radial direction of the support hole is smaller than that of the large-size column. The small-size column is inserted into the support hole, and the large-size column is against the support plate 111. The large-size column and the support plate 111 are connected together by a connecting piece.

[0111] The protective cover 113 is connected to the lifting device 130. Preferably, the protective cover 113 is connected to the support column 112. The protective cover 113 is connected to the lifting device 130 through the support column 112. The force output by the lifting device 130 is transmitted to the protective cover 113 through the support column 112. The support column 112 and the protective cover 113 are arranged along the vertical force direction F. The protective cover 113 is rigidly connected to the support column 112. The force of the support column 112 can be applied to the protective cover 113. The force of the support column 112 is applied to the protective cover 113 along the height direction of the front landing gear 200 of the aircraft. The protective cover 113 can transmit the force output by the lifting device 130.

[0112] As an optional embodiment, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a force sensor 115, which is located between the jacking device 130 and the protective cover 113. The force sensor 115 can transmit the force output by the jacking device 130. The force sensor 115 detects the force output by the jacking device 130. In particular, the force sensor 115 can detect the magnitude of the thrust applied by the electric jack. The jacking device 130 is connected to the force sensor 115 through the support column 112. The force applied by the jacking device 130 is transmitted to the protective cover 113 through the force sensor 115. The force sensor 115 can also detect the magnitude of the force output by the jacking device 130 to control the magnitude of the force transmitted to the protective cover 113.

[0113] The lifting device 130 is located below the force sensor 115 along the vertical force direction. The lifting device 130 is located below the force sensor 115 along the vertical force direction F. In particular, the inner ring of the force sensor 115 is fixed to the support column 112. The outer ring of the force sensor 115 is mounted on the protective cover 113. The protective cover 113 is located above the force sensor 115 along the vertical force direction F. The force of the support column 112 is transmitted to the force sensor 115 along the vertical force direction, and the force sensor 115 transmits the force to the protective cover 113.

[0114] The protective cover 113 includes a hollow chamber. The protective cover 113 is constructed as a cover-like structure. A braking device 150 is provided in the protective cover 113. The braking device 150 is located in the protective cover 113. The braking device 150 is located in the hollow chamber of the protective cover 113. The opening direction of the chamber is toward the front landing gear 200 of the aircraft, thereby facilitating assembly. The protective cover 113 can protect the braking device 150. In this way, the safety performance is improved. The cross-sectional shape of the protective cover 113 is roughly "U"-shaped.

[0115] Combination Figure 5As shown, the protective cover 113 includes a first section 125, a second section 126 and an intermediate section 127, wherein the intermediate section 127 is located between the first section 125 and the second section 126. The intermediate section 127 extends from the first section 125 to the second section 126 along the vertical force direction F. The intermediate section 127 is vertically connected to the first section 125. The intermediate section 127 is vertically connected to the second section 126. The first section 125 and the second section 126 are arranged at intervals along the vertical force direction F. The first section 125 is connected to the support column 112. The first section 125 is connected to the force sensor 115. Preferably, the first section 125 and the force sensor 115 are connected together by bolts. The force sensor 115 is tightly fitted with the first section 125 along the vertical force direction F. The force of the force sensor 115 is transmitted to the first section 125. One end of the protective cover 113 is connected to the support column 112. One end of the protective cover 113 along the vertical force direction F is connected to the support column 112. The support column 112 is connected to the protective cover 113 through a connecting piece. The support column 112 is connected to the first section 125 of the protective cover 113. The support column 112 is connected to the first section 125 of the protective cover 113 through a connecting piece.

[0116] In particular, one end of the protective cover 113 is connected to the force sensor 115. One end of the protective cover 113 along the vertical force direction F is connected to the force sensor 115. The force sensor 115 and the protective cover 113 are connected together through a connecting piece. The force sensor 115 is connected to the first section 125 of the protective cover 113. The force sensor 115 and the first section 125 of the protective cover 113 are connected together through a connecting piece. The first section 125 transmits the force to the middle section 127, and then transmits it to the second section 126 through the middle section 127.

[0117] Preferably, in order to prevent the force of the lifting device 130 from acting on the braking device 150, the braking device 150 is spaced apart from the protective cover 113 along the vertical force direction F. There is a gap between the braking device 150 and the protective cover 113 along the vertical force direction F. The force of the protective cover 113 will not act on the braking device 150 through the vertical force direction.

[0118] The brake device 150 is spaced apart from the first section 125 along the vertical force direction F. There is a gap between the brake device 150 and the first section 125 along the vertical force direction F. The force of the first section 125 does not act on the brake device 150 through the vertical force direction F. The second section 126 is connected to the rotating member 114.

[0119] As a preferred embodiment, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a fixing plate 123, and the fixing plate 123 is connected to the protective cover 113. The protective cover 113 is connected to the support frame through the fixing plate 123. The fixing plate 123 is arranged in parallel with the support plate 111. The fixing plate 123 is spaced apart from the support plate 111 along the vertical force direction. The support plate 111 is closer to the jacking device 130 than the fixing plate 123. The thickness direction of the fixing plate 123 is parallel to the vertical force direction. The fixing plate 123 is located between the protective cover 113 and the aircraft front landing gear 200. The force of the protective cover 113 is transmitted to the aircraft front landing gear 200 through the fixing plate 123.

[0120] The fixing plate 123 is connected to the other end of the protective cover 113. The fixing plate 123 is connected to the other end of the protective cover 113 along the vertical force direction F. The fixing plate 123 and the protective cover 113 are connected together by a connecting piece. The fixing plate 123 is connected to the second section 126 of the protective cover 113. The fixing plate 123 and the second section 126 of the protective cover 113 are connected together by a connecting piece. The force of the second section 126 of the protective cover 113 is transmitted to the fixing plate 123. The fixing plate 123 is used to be connected to the front landing gear 200 of the aircraft. The vertical force is applied to the front landing gear 200 of the aircraft through the fixing plate 123.

[0121] In order to ensure that the vertical force output by the jacking device 130 does not deviate during the transmission process, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a guide column 170, which is set to the support frame. The guide column 170 is fixed to the support frame. The axial direction of the guide column 170 is parallel to the vertical force direction. The length direction of the guide column 170 is parallel to the vertical force direction F. Figure 1 and Figure 3 As shown, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a guide column fixing plate 173, and the top of the guide column 170 is connected to the guide column fixing plate 173. The stand 101 includes a frame body, and the frame body is connected to the ground rail 102. The frame body includes a transverse tube and a vertical tube, and the transverse tube and the vertical tube together constitute the frame body. Preferably, the transverse tube and the vertical tube are square tubes. In order to prevent the guide column fixing plate 173 from rotating, a connecting plate 103 is installed between the guide column fixing plate 173 and the transverse tube, and the connecting plate 103 is fixed to the transverse tube with screws, thereby limiting the circumferential movement of the guide column fixing plate 173.

[0122] The guide post 170 passes through the fixed plate 123. The fixed plate 123 can slide along the guide post 170 under the action of the jacking device 130. The fixed plate 123 is provided with a guide hole, and the axial direction of the guide hole is parallel to the vertical force direction. The guide post 170 passes through the guide hole. The fixed plate 123 moves along the length direction of the guide post 170. The fixed plate 123 is provided with a plurality of guide holes, and the plurality of guide posts 170 pass through the plurality of guide holes respectively, so that the plurality of guide posts 170 all play a guiding role on the fixed plate 123. In order to make the fixed plate 123 move up and down smoothly, the guide post 170 is combined with the guide post 170 to prevent the fixed plate 123 from moving up and down smoothly. Figure 4 As shown, a linear bearing 171 is installed between the guide column 170 and the fixing plate 123 .

[0123] In order to ensure that the support plate 111 is positioned at a predetermined position, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a screw 172 and a nut, and the nut is threadedly connected to the screw 172. The support frame is fixedly provided with a screw 172, specifically, the screw 172 is fixed on the guide column fixing plate 173. The screw 172 extends along the vertical force direction F. The nut is located below the support plate 111 along the vertical force direction F. The screw 172 is arranged parallel to the guide column 170. The screw 172 passes through the support plate 111. The support plate 111 is provided with a screw hole, and the axial direction of the screw hole is parallel to the vertical force direction F. The screw 172 is inserted into the screw hole. The support plate 111 can slide axially along the screw 172 and can be positioned by the nut. The nut can support the support plate 111 to locate the position of the support plate 111. After the support plate 111 moves into place, the nut is tightened to prevent the support plate 111 from sliding down.

[0124] The aircraft nose landing gear turning multi-condition friction load simulation system 100 further includes a bearing 116, and the bearing 116 is located between the protective cover 113 and the rotating member 114. A fixing plate 123 is provided between the protective cover 113 and the bearing 116. The rotating member 114 can rotate relative to the protective cover 113 through the bearing 116. In particular, the rotating member 114 can rotate relative to the fixing plate 123 through the bearing 116. The bearing 116 can ensure that the rotation of the rotating member 114 does not affect the fixing plate 123.

[0125] Preferably, the bearing 116 is configured as a thrust bearing. The bearing 116 includes a fixed member and a rotating member, and the rotating member can rotate relative to the fixed member. The fixed member and the rotating member are arranged at intervals along the vertical force direction. The fixed member is configured as an annular structure. The fixed member is connected to the protective cover 113. One end of the fixed member along the radial direction of the rotating shaft 152 is connected to the protective cover 113. The fixed member is connected to the protective cover 113 through a connecting member. The rotating member is configured as an annular structure. The rotating member is connected to the rotating member 114. One end of the rotating member along the radial direction of the rotating shaft 152 is connected to the rotating member 114. The rotating member and the rotating member 114 are connected together through a connecting member. The rotation of the front landing gear 200 of the aircraft can drive the rotating member to rotate. The rotation of the front landing gear 200 of the aircraft can drive the rotating member to rotate in the same direction.

[0126] The bearing 116 may also include a roller, which is located between the fixed member and the rotating member. The other end of the fixed member along the radial direction of the rotating shaft 152 is connected to the protective cover 113. The other end of the rotating member along the radial direction of the rotating shaft 152 is connected to the rotating member 114. The roller rolls between the fixed member and the rotating member. The roller is located between the fixed member and the rotating member along the vertical force direction F. The roller is located between the fixed member and the rotating member along the axial direction of the rotating shaft 152. The axial direction of the roller is parallel to the radial direction of the rotating shaft 152. The rotation of the rotating member can drive the roller to rotate. The rotating member can rotate relative to the fixed member. In this way, the rotating member will not affect the fixed member when it rotates with the passive component. In addition, the vertical force of the fixed member can be transmitted to the rotating member. The fixed member, the roller and the rotating member are arranged along the direction of the vertical force. The vertical force of the fixed member is transmitted to the rotating member through the roller in the direction of the vertical force. The vertical force of the fixed member is transmitted to the rotating member through the roller in the axial direction of the rotating shaft 152.

[0127] Furthermore, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a bracket 145, and the bracket 145 is located between the protective cover 113 and the rotating member 114. The clutch device 140 is located in the bracket 145. The clutch device 140 is arranged in the bracket 145. The bracket 145 is used to accommodate the clutch device 140. In order to save space, the bracket 145 includes a large-size portion 146 and a small-size portion 147, and the large-size portion 146 and the small-size portion 147 are connected. The size of the large-size portion 146 along the vertical force direction F is larger than the size of the small-size portion 147. Preferably, the large-size portion 146 and the small-size portion 147 are connected along the circumferential direction of the rotating shaft 152. The size of the large-size portion 146 along the axial direction of the rotating shaft 152 is larger than the size of the small-size portion 147.

[0128] The driving device 131 is closer to the front landing gear 200 of the aircraft than the protective cover 113 along the vertical force direction F. The driving device 131 is closer to the front landing gear 200 of the aircraft than the protective cover 113 along the axial direction of the rotating shaft 152. The small-sized portion 147 is against the power mechanism. In particular, the small-sized portion 147 is against the driving device 131. The large-sized portion 146 is against the protective cover 113. In this way, the vertical force can be transmitted to the front landing gear 200 of the aircraft through the bracket 145. Preferably, the large-sized portion 146 is against the fixing plate 123. The fixing plate 123 transmits the vertical force to the bracket 145. The top of the bracket 145 is connected to the bearing 116. The vertical force is transmitted to the bearing 116 through the bracket 145, thereby being transmitted to the rotating member 114, and then transmitted to the front landing gear 200 of the aircraft. Preferably, a shaft sleeve is provided at the top of the bracket 145. The shaft sleeve is connected to the bearing 116. The shaft sleeve is connected to the fixing member. The vertical force is transmitted to the sleeve through the bracket 145 , and then transmitted to the fixed component, the roller and the rotating component through the sleeve, and finally transmitted to the rotating component 114 .

[0129] Further, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a reducer mounting seat 134, which is located between the rotating member 114 and the jacking device 130. The reducer mounting seat 134 is located below the reducer 133 to support the reducer 133. In particular, the reducer mounting seat 134 is located between the fixing plate 123 and the bracket 145. The reducer mounting seat 134 is hard-connected to the fixing plate 123. The reducer mounting seat 134 is hard-connected to the bracket 145. The vertical force can be transmitted to the bracket 145 through the fixing plate 123.

[0130] The jack is connected to the support column 112, the force sensor 115, the protective cover 113, the fixing plate 123, the reducer mounting seat 134, the bracket 145, and the sleeve in sequence. When the jack pushes the support column 112 upward, the support column 112 pushes the protective cover 113 upward through the force sensor 115. The force of the protective cover 113 rising is transmitted to the wheel axle of the front landing gear 200 of the aircraft through the fixing plate 123, the reducer mounting seat 134, the bracket 145, the bearing 116 and the rotating member 114, thereby realizing the loading of the vertical force of the ground, and using the electric jack to simulate the vertical force loading of the ground on the landing gear.

[0131] The aircraft nose landing gear turning multi-condition friction load simulation system 100 can simulate the passive loading of friction force. The brake device 150 can brake the aircraft nose landing gear 200 to rotate. The brake device 150 includes a brake 151, and the brake 151 can brake the rotating member 114 through the rotating shaft 152. The rotating shaft 152 is connected to the rotating member 114. The rotation of the rotating member 114 can drive the rotating shaft 152 to rotate. The brake 151 can brake the aircraft nose landing gear 200 by braking the rotating shaft 152. Specifically, the rotating shaft 152 is used to be connected to the aircraft nose landing gear 200. The axial direction of the rotating shaft 152 is parallel to the vertical force direction. Preferably, the central axis of the rotating shaft 152 coincides with the central axis of the output shaft of the jacking device 130. Thereby, the coaxiality of the output force of the jacking device 130 and the rotating shaft 152 is ensured.

[0132] The rotating shaft 152 is connected to the front landing gear 200 of the aircraft through the rotating member 114. The rotation of the rotating member 114 can drive the rotating shaft 152 to rotate. Preferably, the bearing 116 is configured as a thrust bearing, and the friction force generated by the thrust bearing is small. The friction force generated by the thrust bearing is much smaller than the friction force generated by the braking device 150 braking the rotating shaft 152, and can be ignored.

[0133] The brake 151 is located in the protective cover 113. The brake 151 is mounted to the fixed plate 123. The fixed plate 123 covers the top of the brake 151. The top of the brake 151 is connected to the fixed plate 123 through a connector. The brake 151 is spaced apart from the protective cover 113 in the vertical force direction. The brake 151 can brake the front landing gear 200 of the aircraft by braking the rotating shaft 152. The brake 151 can be pneumatically, hydraulically driven or motor-driven. The brake 151 can brake the rotating rotating shaft 152, thereby braking the rotating front landing gear 200 of the aircraft. The brake 151 can stop the rotating rotating shaft 152, thereby stopping the rotating front landing gear 200 of the aircraft.

[0134] The brake 151 includes a brake hole, and the axial direction of the brake hole is parallel to the vertical force direction F. The central axis of the brake hole coincides with the central axis of the rotating shaft 152. One end of the rotating shaft 152 is connected to the rotating member 114, and the other end of the rotating shaft 152 is inserted into the brake hole. The brake 151 directly brakes the rotating shaft 152, so that the rotating shaft 152 stops rotating, and then the rotating member 114 stops rotating, and finally the front landing gear 200 of the aircraft stops rotating.

[0135] The brake device 150 further includes an encoder 156, which is connected to the rotating shaft 152. The encoder 156 is sleeved to the rotating shaft 152. The encoder 156 rotates as the rotating shaft 152 rotates. The encoder 156 is used to detect and feedback the rotation angle of the front landing gear 200 of the aircraft.

[0136] In order to ensure that the front landing gear 200 of the aircraft is firmly connected to the rotating member 114, the rotating member 114 is provided with a groove 128. The groove 128 is located on the top surface of the rotating member 114. The groove 128 and the rotating member 114 are fixedly connected. The groove 128 and the rotating member 114 can be integrally formed. The groove 128 can protrude from the top surface of the rotating member 114. The opening direction of the groove 128 faces the front landing gear 200 of the aircraft. A positioning member 129 is provided in the groove 128, and the positioning member 129 is used to be connected to the front landing gear 200 of the aircraft. The positioning member 129 is engaged with the groove 128. The width direction of the groove 128 is parallel to the rotation direction of the front landing gear 200 of the aircraft. The positioning member 129 abuts against the groove 128 along the rotation direction of the front landing gear 200 of the aircraft. The positioning member 129 can push the groove 128 to rotate.

[0137] In order to ensure that the front landing gear 200 of the aircraft is fixed to the positioning member 129, the front landing gear turning multi-condition friction load simulation system 100 of the aircraft also includes a clamp 119, and the clamp 119 is used to clamp the front landing gear 200 of the aircraft. The clamp 119 is connected to the positioning member 129. The clamp 119 is connected to the positioning member 129 through a connecting member. The connecting member can be a bolt, a screw, etc. The clamp 119 is configured as a clamp. The clamp 119 is configured as a U-shaped structure. The front landing gear 200 of the aircraft includes a wheel shaft, and the clamp 119 includes a wheel shaft cavity, and the wheel shaft is located in the wheel shaft cavity.

[0138] A flexible member is also provided between the clamp 119 and the wheel axle of the front landing gear 200 of the aircraft. The flexible member is tightly fitted to the wheel axle of the front landing gear 200 of the aircraft. The flexible member is also tightly fitted to the clamp 119. The flexible member includes a polytetrafluoroethylene half ring. Thus, the polytetrafluoroethylene half ring can be slightly deformed after clamping, which can provide sufficient clamping force without damaging the front landing gear 200 of the aircraft. The clamp 119 is used to clamp the wheel axle.

[0139] The clamp 119 is connected to the positioning member 129 through a connecting piece. As a result, the wheel axle is clamped to the positioning member 129. The rotation of the front landing gear 200 of the aircraft can drive the positioning member 129 to rotate, and the positioning member 129 drives the groove 128 to rotate, thereby driving the rotating member 114 to rotate. In order to adapt to different wheelbases of the front landing gear 200 of the aircraft, the cross-section of the groove 128 is configured to be conical. The clamp 119 is connected to the positioning member 129 by screws. The positioning member 129 and the groove 128 are slidably matched. A conical surface design is formed between the positioning member 129 and the groove 128, which can transmit vertical loads and tangential loads, and can achieve automatic positioning.

[0140] The brake device 150 further includes an extreme limit switch 155, which is used to limit the rotation angle of the front landing gear 200 of the aircraft. The extreme limit switch 155 is provided on the support frame. The extreme limit switch 155 is located on the side of the front landing gear 200 of the aircraft. The extreme limit switch 155 is spaced apart from the front landing gear 200 of the aircraft. The extreme limit switch 155 is spaced apart from the front landing gear 200 of the aircraft along the radial direction of the rotation axis 152. The extreme limit switch 155 is connected to the support frame. The brake device 150 further includes two extreme limit switches 155, which are respectively located at the rotation limit positions, and a zero position switch is provided between the two extreme limit switches 155. The two extreme limit switches 155 are respectively located at the rotation +85° and -85° positions of the front landing gear 200 of the aircraft. When the front landing gear 200 of the aircraft rotates to the positions of +85° and −85° respectively, the limit switch 155 generates a switch signal, thereby achieving precise control of the rotation of the front landing gear.

[0141] The brake 151 is mounted on the fixing plate 123. The clamp 119 holds the wheel axle of the front landing gear 200 of the aircraft tightly. The actuator of the front landing gear servo mechanism 105 of the aircraft drives the front landing gear 200 of the aircraft to rotate, and the front landing gear 200 of the aircraft drives the clamp 119, the rotating member 114, the torque sensor 154, the rotating shaft 152 and the inner rotor of the brake 151 to rotate. When performing the simulation experiment, the brake 151 works, and the friction between the brake 151 and the rotating shaft 152 generates resistance, thereby simulating the passive loading of the friction force, making the loading method of the friction force more diverse.

[0142] like Figure 1 As shown, the aircraft front landing gear turning multi-condition friction load simulation system 100 also includes a control system 180. The control system 180 pre-designs the ground vertical force and friction force at any position of the landing gear from take-off to landing as a force control command signal, and collects angle and loading force feedback signals in real time. In the actual simulation experiment, the control system 180 controls the aircraft front landing gear servo mechanism 105 actuator to move through the junction box 181, and the clamp 119, the rotating member 114, the torque sensor 154 and the rotating shaft 152 rotate. When the servo mechanism pushes the landing gear to rotate, the control system 180 sends a power-on signal to the electric jack to realize the real-time force loading of the electric jack and complete the loading of the ground vertical force. At the same time, the control system 180 controls the operation of the brake 151, and resistance is generated between the brake 151 and the rotor friction, thereby simulating the passive loading of the friction force.

[0143] When passive loading is required, the brake 151 is ventilated, the pneumatic clutch is not ventilated, and the servo motor 132 is not powered. When active loading is required, the brake 151 is not ventilated, the pneumatic clutch is ventilated, the clutch body 141 is meshed with the gear plate 142, and the servo motor 132 is powered. When active loading and passive loading are required at the same time, the active loading structure acts as the landing gear steering mechanism actuator, that is, the drive device 131 acts as the landing gear steering mechanism actuator, the controller controls the drive device 131 and the clutch device 140 to operate, the drive device 131 outputs power to make the front wheel of the aircraft turn, and the brake 151 is ventilated to simulate the friction force on the front wheel.

[0144] In the working condition where passive loading is required: the control system 180 pre-designs the ground vertical force and friction force at any position of the landing gear from take-off to landing as the force control command signal, and collects the angle and loading force feedback signal in real time. In the actual simulation test, the control system 180 controls the action of the landing gear steering mechanism actuator, and the rotor in the clamping clamp 119, the rotating member 114, the torque sensor 154, the rotating shaft 152, and the brake 151 rotates with the landing gear. When the steering mechanism actuator pushes the landing gear to rotate, the control system 180 sends a power-on signal to the electric jack to realize the real-time force loading of the electric jack and complete the loading of the ground vertical force. At the same time, the control system 180 controls the brake 151 to ventilate, and resistance is generated between the brake 151 and the rotor friction, thereby simulating the passive loading of friction force.

[0145] In the working condition where active loading is required: the control system 180 pre-designs the ground vertical force and friction force at any position of the landing gear from take-off to landing as the force control command signal, and collects the angle and loading force feedback signal in real time. In the actual simulation test, the control system 180 controls the action of the landing gear steering mechanism actuator, and the clamp 119, the rotating member 114, the torque sensor 154, the rotating shaft 152, and the rotor in the brake 151 rotate with the landing gear. When the steering mechanism actuator pushes the landing gear to rotate, the control system 180 sends a power-on signal to the electric jack to realize the real-time force loading of the electric jack and complete the loading of the ground vertical force. At the same time, the control system 180 controls the pneumatic clutch to pass gas, the clutch body 141 engages with the gear plate 142, the servo motor 132 is energized, the servo motor 132 drives the reducer 133 to rotate and then drives the gear plate 142, the clutch body 141, the rotating shaft 152, the torque sensor 154, the rotating member 114, the clamping clamp 119 and the landing gear to rotate, thereby simulating the active loading of friction.

[0146] In the working condition where active loading and passive loading are required at the same time: the control system 180 pre-designs the ground vertical force and friction force at any position of the landing gear from take-off to landing as the force control command signal, and collects the angle and loading force feedback signal in real time. In the actual simulation test, the control system 180 controls the action of the active loading structure, that is, controls the pneumatic clutch to pass gas, the clutch body 141 is meshed with the toothed disc 142, the servo motor 132 is energized, and the servo motor 132 drives the reducer 133 to rotate and then drives the toothed disc 142, the clutch body 141, the rotating shaft 152, the torque sensor 154, the rotating member 114, the clamping fixture 119 and the landing gear to rotate, thereby replacing the steering mechanism actuator to promote the rotation of the landing gear. When the active loading structure is in action, the control system 180 sends a power-on signal to the electric jack to realize the real-time force loading of the electric jack and complete the loading of the ground vertical force. At the same time, the control system 180 controls the brake 151 to ventilate, and resistance is generated between the brake 151 and the rotor friction, thereby simulating the passive loading of friction force.

[0147] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the technical field of this application. The terms used herein are only for describing specific implementation purposes and are not intended to limit this application. Terms such as "parts" and "pieces" appearing in this article may represent either a single part or a combination of multiple parts. Terms such as "installation" and "setting" appearing in this article may represent either a component being directly attached to another component or a component being attached to another component through an intermediate. Features described in this article in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0148] The present application has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the present application to the scope of the described embodiments. In addition, it can be understood by those skilled in the art that the present application is not limited to the above-mentioned embodiments, and more variations and modifications can be made according to the teachings of the present application, and these variations and modifications all fall within the scope of protection claimed by the present application. The scope of protection of the present application is defined by the attached claims and their equivalents.

Claims

1. A multi-condition friction load simulation system for turning aircraft front landing gear. It is characterized in that The aircraft nose landing gear turning multi-condition friction load simulation system includes: A support frame, the upper part of which is used to fix the front landing gear of the aircraft, and the lower part of which is supported by a jacking device; A protective cover, arranged at the output end of the jacking device; A rotating member, rotatably disposed on the protective cover, and used for connecting to the front landing gear of the aircraft; a power mechanism, the power mechanism being used to drive the rotating member to rotate and / or to brake the rotating member; The output force of the jacking device is transmitted to the front landing gear of the aircraft through the protective cover and the rotating member to simulate the vertical force of the ground on the front landing gear when the front landing gear of the aircraft touches the ground.

2. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that The power mechanism includes a driving device and a clutch device, and the driving device is detachably connected to the rotating member through the clutch device.

3. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 2, It is characterized in that The aircraft nose landing gear servo mechanism drives the aircraft nose landing gear to rotate, and the driving device can output braking power to brake the rotating component to simulate the friction load that the aircraft nose landing gear is subjected to when turning.

4. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 2, It is characterized in that The power mechanism further comprises a brake device, which is located in the protective cover. The driving device can output driving power to drive the rotating component to rotate, so as to drive the front landing gear of the aircraft to turn. The braking device can brake the rotating component to simulate the friction load received by the front landing gear of the aircraft when turning.

5. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that The power mechanism comprises a braking device. The front landing gear servo mechanism of the aircraft drives the front landing gear to rotate. The braking device brakes the rotating component to simulate the friction load received by the front landing gear of the aircraft when turning.

6. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that It also includes a rotating shaft connected to the rotating member, and the power mechanism is connected to the rotating member through the rotating shaft.

7. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 6, It is characterized in that The power mechanism includes a driving device and a clutch device, the clutch device includes a clutch body and a gear plate, the clutch body is connected to the rotating shaft, the driving device can drive the gear plate to rotate, and the clutch body and the gear plate are detachably connected.

8. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 7, It is characterized in that The clutch body includes a moving mechanism that can telescopically move along the axial direction of the rotating shaft, and mutually engaging teeth are provided on surfaces of the moving mechanism and the toothed plate that face each other.

9. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 8, It is characterized in that The moving mechanism includes a first surface, the toothed disc includes a second surface opposite to the first surface, the first surface is provided with first teeth, the second surface is provided with second teeth, and the first surface is movable between an engaged position and a disengaged position. The first tooth in the separated position is spaced apart from the second tooth, The first tooth located at the meshing position meshes with the second tooth.

10. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 6, It is characterized in that A torque sensor is also included, one end of the rotating shaft is connected to the rotating member through the torque sensor, and the other end of the rotating shaft is connected to the power mechanism.

11. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 10, It is characterized in that The invention also includes a slider and a slider seat, wherein the slider is connected to the rotating shaft, the slider seat is connected to the rotating member, and the slider seat is spaced apart from the slider in a radial direction of the rotating shaft.

12. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 10, It is characterized in that It also includes a locking disk, through which the rotating shaft is locked with the torque sensor.

13. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that The power mechanism includes a driving device and a clutch device, wherein the driving device includes a servo motor and a reducer, and the clutch device includes a gear plate, wherein the gear plate is connected to the servo motor via the reducer. The servo motor can output torque to drive the gear plate to rotate.

14. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that The rotating member is provided with a groove, a positioning member is provided in the groove, the positioning member is used to be connected to the front landing gear of the aircraft, and the positioning member is engaged with the groove.

15. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 14, It is characterized in that The cross section of the groove is configured to be conical.

16. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that A force sensor is also included, and the force sensor is located between the lifting device and the protective cover to detect and transmit the force output by the lifting device.

17. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 1, It is characterized in that It also includes a bearing and a fixed plate. The rotating member can rotate relative to the protective cover through the bearing. The fixed plate is arranged between the protective cover and the bearing. A guide column is fixed on the support frame. The guide column passes through the fixed plate and its axial direction is parallel to the vertical force direction. The fixed plate can slide along the guide column under the action of the lifting device.

18. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 2, It is characterized in that It also includes a bracket, which is located between the protective cover and the rotating component. The bracket includes a large-sized part and a small-sized part. The large-sized part abuts against the protective cover, and the small-sized part abuts against the power mechanism. The clutch device is located in the bracket.

Images